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EP0987408B1 - Procédé de fonctionnement d'un moteur à combustion interne avec composants de purification de gaz d'échappement accumulant de soufre et un moteur à combustion interne fonctionnant avec ce procédé - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne avec composants de purification de gaz d'échappement accumulant de soufre et un moteur à combustion interne fonctionnant avec ce procédé Download PDF

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Publication number
EP0987408B1
EP0987408B1 EP99114565A EP99114565A EP0987408B1 EP 0987408 B1 EP0987408 B1 EP 0987408B1 EP 99114565 A EP99114565 A EP 99114565A EP 99114565 A EP99114565 A EP 99114565A EP 0987408 B1 EP0987408 B1 EP 0987408B1
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
gas purification
internal combustion
combustion engine
sulphur
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
EP99114565A
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German (de)
English (en)
Other versions
EP0987408A3 (fr
EP0987408A2 (fr
Inventor
Jürgen Dr. Schmidt
Gerd Tiefenbacher
Anton Waltner
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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Publication date
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Publication of EP0987408A2 publication Critical patent/EP0987408A2/fr
Publication of EP0987408A3 publication Critical patent/EP0987408A3/fr
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Publication of EP0987408B1 publication Critical patent/EP0987408B1/fr
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Expired - Lifetime legal-status Critical Current

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    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F01N3/222—Control of additional air supply only, e.g. using by-passes or variable air pump drives using electric valves only
    • 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 ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • 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 ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0093—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are of the same type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F01N3/0878—Bypassing absorbents or adsorbents
    • 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
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F01N3/0885—Regeneration of deteriorated absorbents or adsorbents, e.g. desulfurization of NOx traps
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • 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
    • F02D41/028—Desulfurisation of NOx traps or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/04—Sulfur or sulfur 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/14—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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1612—SOx amount trapped in catalyst

Definitions

  • the invention relates to a method for operating an internal combustion engine system according to the preamble of claim 1 and to an operable with such a method engine system according to the preamble of claim 8.
  • Systems of this type are used in particular in motor vehicles and include an exhaust gas cleaning component in which during of the plant enriches sulfur contained in the fuel.
  • Such sulfur-enriching exhaust gas purification components may in particular be nitric oxide (NO x ) storage catalysts or so-called sulfur traps.
  • the sulfur enriching emission control component requires desulphation to free it from the accumulated sulphurous sulphate.
  • sulfur poisoning of NO x storage catalysts reduces their storage capacity.
  • the desulfation preferably proceeds at elevated exhaust gas temperatures and rich exhaust gas compositions.
  • EP 0 636 770 A1 proposes converting the internal combustion engine from lean to rich engine air ratio, ie air / fuel ratio of the air / fuel mixture supplied to the engine, and, if required, additionally an electric heater for the NO x storage catalytic converter to activate.
  • the respective Desulfatticiansphase is for a predetermined period of, for example, 10 min. maintained.
  • the setting of a sufficiently rich engine air ratio is accompanied by a metered addition of secondary air into the exhaust line upstream of the NO x storage catalytic converter.
  • a control and not only control of the catalyst air ratio, ie, the air / fuel ratio of the NO x storage-flowing through the exhaust gas may be provided, and the catalyst temperature may be set to a desired value.
  • the object of the invention is a method and an internal combustion engine system specify with which a sulfur-enriching Emission control component as fuel-efficient and odorless as well as avoiding disturbances of the Engine operation can be desulfated.
  • the invention solves this problem by providing a Operating method with the features of claim 1 and an internal combustion engine system with the features of the claim 8th.
  • the method of claim 1 is in each case at a Cold start a desulfating triggered in which the operation of the internal combustion engine system on the corresponding Desulfatticiansmodus is set, wherein the motor vehicle approached before setting the desulfating mode becomes.
  • the combustion engine will not be primary anyway operated according to fuel consumption minimizing criteria, such as for a normal operation mode with warmed up engine application can find because e.g. first in a catalyst heating mode Attempts are made to use existing exhaust gas cleaning components, in particular one or more catalytic converter units, if possible quickly bring to operating temperature.
  • the internal combustion engine is not yet in the so-called operated fuel-efficient stratified charge, and appropriate catalyst heating measures are also in engines with direct injection appropriate.
  • the engine catalytic converter heating measures for example, the setting of a rich engine air ratio include, as far as possible with the motor measures for desulfating the sulfur-enriching Exhaust gas purifying component correspond, arises by the procedure according to the invention no appreciably higher Fuel consumption compared to a plant operation without Desulfatticiansvortician.
  • a further developed according to claim 4 operating method is suitable itself for internal combustion engine plants, which in the exhaust line downstream sulfur-enriching emission control component Oxidation catalyst unit, i. such with oxidizing Function, such as a three-way catalyst., Have.
  • Oxidation catalyst unit i. such with oxidizing Function, such as a three-way catalyst., Have.
  • Oxidation catalyst unit i. such with oxidizing Function, such as a three-way catalyst., Have.
  • This process variant is during desulfation Secondary air in the exhaust line for the oxidation catalyst unit fed, i. directly into this or into the exhaust section between her and the currently desorbing, sulfur enriching emission control component. This allows oxidation of both carbon monoxide and unburned hydrocarbons as well as possibly in the desulfurization resulting hydrogen sulfide.
  • a further developed according to claim 5 operating method is suitable For internal combustion engine systems with two or more serial one after the other, sulfur enriching waste gas purification units.
  • the sulfur-enriching exhaust gas purification units in desulfating mode one after the other Desulfurized, in one of the exhaust gas flow direction corresponding Sequence.
  • This desulfating process is by accompanied by a secondary air supply, with the secondary air respectively only downstream of the sulfur-enriching one Exhaust gas purification unit is fed into the exhaust system, the is being desulfurized.
  • the method according to a cold start activation the catalyst heating mode and then includes the desulfating mode is advantageously the engine air ratio in Desulfatticiansmodus set slightly high, i. fuel-rich than the stoichiometric Ratio, but with less fuel than in the catalyst heating mode, which has a positive effect on fuel consumption.
  • the internal combustion engine system according to claim 8 includes at least two serially connected in the exhaust line, sulfur-enriching Exhaust gas purification units and secondary air supply means, each have their own secondary air supply branch for the sulfur-enriching Exhaust gas purification units included.
  • This is a targeted, procedural secondary air supply to the respective sulfur enriching emission control component possible to For example, to bring these faster to operating temperature or in the supplied exhaust gas contained hydrocarbons, carbon monoxide and / or hydrogen sulfide to oxidize.
  • the internal combustion engine system includes downstream the sulfur enriching emission control component, the comprise one or more serial exhaust gas purification units can, an oxidation catalyst unit.
  • the intended secondary air supply means include adjacent to one or more secondary air supply branches for the sulfur-enriching emission control component additionally a separate secondary air supply branch for the oxidation catalyst unit, so that in this example during a desulfurization process in the upstream, Sulfur enriching emission control component educated Hydrogen sulfide can be oxidized.
  • the exhaust line 2 is associated with an exhaust gas purification system comprising a sulfur-enriching exhaust gas purification component in the form of two series-connected NO x storage K1, K2 and a downstream three-way catalyst K3, which has, inter alia, an oxidizing function and thus acts as an oxidation catalyst unit.
  • a bypass line 3 in which a controllable valve 4 is connected, the two NO x storage catalysts can be bypassed if necessary.
  • the two NO x storage catalysts K1, K2 serve to periodically adsorb nitrogen oxides contained in the exhaust gas and desorb for the purpose of conversion, for example by exhaust gas recirculation or catalytic reduction, as is known per se and therefore no further explanation and drawings requirement.
  • the exhaust gas purification system further includes desulfating agent in order to be able to free the NO x storage catalysts K 1, K 2 from the enriched sulfur, more specifically from the sulfate acting poisonous for the nitrogen oxide adsorption function.
  • the secondary air line L1 branches downstream of the pump 5 into three line branches L2, L3, L4, of which a first branch L2 into a first exhaust line section 2a between the engine 1 and the upstream NO x storage catalyst K1, a second leg L3 in a second exhaust line section 2b between the two NO x storage K1, K2 and a third leg L4 in a third Abgasasstangabites 2c between the downstream NO x storage K2 and the three-way catalyst K3 open.
  • Each line branch L2, L3, L4 can be opened and closed by means of an associated, controllable valve 6, 7, 8.
  • the desulfating agents comprise a desulfating control unit, preferably as appropriate Control part in software or hardware integrated in an engine control unit is that the engine 1 and the other components of Emission control system 2 controls.
  • a desulfating control unit preferably as appropriate Control part in software or hardware integrated in an engine control unit is that the engine 1 and the other components of Emission control system 2 controls.
  • the relevant components are not shown in Fig. 1, this can the skilled person common, conventional components are used.
  • the control units are to be designed so that they entire internal combustion engine system according to the explained below Can operate procedures. The implementation of these operating procedure steps for example, in the engine control unit is the expert with knowledge of these steps without further possible, so that it will not be discussed here will need.
  • FIG. 2 illustrates in diagrammatic form an example of the operating method according to the invention for the internal combustion engine system of FIG. 1.
  • the method example schematically shows the time-dependent operation in the case of a cold start.
  • the vehicle speed v Fzg , the exhaust gas temperature T, the air / fuel ratio ⁇ and the secondary air mass mL, ie the secondary air quantity fed into the exhaust gas line 2 by the secondary air supply means, are reproduced in their time profile in the diagram of FIG. 2 in four superimposed diagrams.
  • a first, very short phase A an engine start is triggered when the engine 1 is cold, ie the vehicle speed v Fzg is zero and the exhaust gas temperature T is at ambient temperature.
  • the operation in a subsequent phase B is set to a catalyst heating mode.
  • the fastest possible increase in the exhaust gas temperature is effected by appropriate engine control measures and secondary air supply to bring the exhaust gas purification system, especially the exhaust gas catalysts K1, K2, K3, quickly to operating temperature.
  • the air / fuel mixture supplied to the engine 1 is set to be rich, ie to a lambda value of less than one, as shown by a corresponding solid curve ⁇ M of the engine air ratio.
  • secondary air is fed into the upstream exhaust line section 2a via the first line branch L2, as shown by a corresponding, drawn through, first secondary air characteristic m L2 .
  • the two other secondary air line branches L3, L4 remain closed.
  • the secondary air feed into the exhaust line section 2a emerging from the engine 1 leads to a lean exhaust gas composition, ie the lambda values ⁇ K1 , ⁇ K2 and ⁇ K3 in the three catalyst units K1, K2, K3 are above the stoichiometric value one, as shown in FIG dashed characteristic ⁇ K1 , the solid curve ⁇ K2 and the dash-dotted curve ⁇ K3 shown. As further illustrated in FIG.
  • the exhaust gas temperature T K1 in front of the upstream NO x storage catalytic converter increases very rapidly through these measures in the catalyst heating mode and reaches one end for carrying out a heating phase B subsequent Desulfatticiansphase sufficient desulfurization temperature of typically about 550 ° C or more.
  • the exhaust gas temperature T K2 in front of the downstream NO x storage catalyst and the exhaust gas temperature T K3 in front of the three-way catalyst K3 increase to a slightly lesser extent, the three-way catalyst K3 at the end of the heating phase B its light-off temperature for the oxidation of unburned Hydrocarbons and carbon monoxide has reached.
  • v F the vehicle is started in the last half of the heating phase B.
  • the catalyst heating mode B is switched to a desulfurization mode which includes two successive desulfurization phases C, D.
  • the engine operation is primarily adjusted to the desulfation of the upstream NO x storage catalyst K1.
  • the supply of secondary air via the first line branch L2 is turned off to this NO x storage catalytic converter K1, ie the associated air mass characteristic m L2 drops to zero.
  • L3 secondary air is via the second line branch fed into the exhaust section 2b before the downstream NOx storage catalytic converter K2 as appropriate, drawn dashed by the rise of a second secondary air characteristic m L3 to detect.
  • the engine air ratio ⁇ M is raised to a value only slightly below the stoichiometric value, ie the engine 1 is operated slightly rich at the transition to the desulfurization mode.
  • the catalyst air ratio ⁇ K1 in the upstream NO x storage catalyst K1 changes from a lean to a slightly rich, the Desulfatticiansvorgang promotional value, while the catalyst air ratios ⁇ K2 , ⁇ K3 in the other two catalysts K2, K3 does not change significantly and remain in the lean area.
  • this catalyst units K2, K3 can thereby be oxidized both unburned hydrocarbons and carbon monoxide and possibly formed in the desulfurization of the upstream NO x storage K1 hydrogen sulfide.
  • a secondary air supply can be provided in this operating phase with essentially the same effect only via the third line branch L4 for the three-way catalyst K3 or one via the second and third line branch L3, L4.
  • the duration of the desulfurization phase C for the upstream NO x storage catalyst is determined by means of a model calculation relating to sulfur poisoning.
  • this model-based estimate of the sulfur present at the beginning of the desorbing NO x storage catalytic converter are the decisive factors of the spent fuel and its sulfur content and the evaluation of natural Desulfatmaschinesvone, as may have occurred during a previous Normalberiebs driving phase with warmed-up engine by at times the favorable conditions have existed. This is the case, for example, for motorway and full-load operating phases.
  • a sensory diagnosis of the NO x storage state may be provided.
  • the system switches to the second desulfurization phase D, in which primarily the next NO x storage catalyst K 2 in the exhaust gas flow direction is desulfated.
  • the secondary air supply via the second line branch L3 for this downstream NO x storage catalyst K2 is terminated, ie the associated characteristic m L3 drops to zero.
  • the supply of secondary air via the third line branch L4 for the three-way catalytic converter K3 is started at the latest now, as shown in FIG. 2 on the basis of an associated, third air mass characteristic m L4 .
  • the engine-engine air ratio ⁇ M is left unchanged in the slightly rich range.
  • the catalyst air ratio ⁇ K2 for the NO x storage catalytic converter K 2 which is now to be desulfated, drops from the former lean to the slightly rich region, as is favorable for the desulfurization process.
  • the internal combustion engine system is switched over to normal operation for a next phase E, ie to fuel consumption and engine power-optimized operation.
  • the Mo engine air ratio ⁇ M is set as lean as possible in this normal operation.
  • they are subjected to a desorption process in a conventional manner, to which end the secondary air supply means can also be activated if required.
  • the operating method according to the invention can also be applied to Absence of a secondary air supply to be applied, if it Exhaust emissions of unburned hydrocarbons and Allow carbon monoxide in the cold start phase.
  • the appropriate ones Operating conditions are then only by operational control measures on the engine 1 itself and without secondary air supply set in the exhaust system.
  • the Engine during the cold start phase with a rich exhaust gas mixture supplied so that on the one hand a fast Katalysatoretzloomung and on the other hand, a desulfurization of the sulfur-enriching Emission control component is achieved.

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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)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)

Claims (9)

  1. Procédé pour faire fonctionner une installation à moteur à combustion interne d'un véhicule automobile, qui comprend un moteur à combustion interne (1) avec une ligne de gaz d'échappement (2) correspondante, un composant d'épuration de gaz d'échappement accumulant le souffre avec au moins une unité d'épuration de gaz d'échappement (K1, K2) concentrant ou accumulant le souffre, et des moyens de désulfatation du composant d'épuration de gaz d'échappement accumulant le souffre, le fonctionnement de l'installation à moteur à combustion interne étant réglé sur un mode de désulfatation, en des instants pouvant être prescrits, respectivement à la suite d'une activation par démarrage à froid du moteur à combustion interne, avant le passage à un mode de fonctionnement normal,
    caractérisé en ce que l'on démarre le véhicule automobile avant d'établir le mode de désulfatation.
  2. Procédé selon la revendication 1, en outre caractérisé en ce que le fonctionnement de l'installation à moteur à combustion interne après une activation respective par démarrage à froid du moteur, est tout d'abord réglé sur un mode de chauffage de réacteur catalytique pour échauffer le composant d'épuration de gaz d'échappement accumulant le souffre, et est ensuite commuté sur le mode de désulfatation, lorsque la température du composant d'épuration de gaz d'échappement accumulant le souffre a dépassé une valeur minimale de désulfuration pouvant être prescrite.
  3. Procédé selon la revendication 2, pour faire fonctionner une installation à moteur à combustion interne, qui comporte en outre des moyens pour l'amenée d'air secondaire en un ou plusieurs endroits de la ligne de gaz d'échappement (2), en outre caractérisé en ce que dans le mode de chauffage de réacteur catalytique, on amène de l'air secondaire dans le composant d'épuration de gaz d'échappement accumulant le souffre ou dans le tronçon de ligne de gaz d'échappement en amont dudit composant, et on achève cette amenée d'air secondaire lors de la commutation sur le mode de désulfatation.
  4. Procédé selon l'une des revendications 1 à 3, pour faire fonctionner une installation à moteur à combustion interne, qui comporte en outre des moyens pour l'amenée d'air secondaire en un ou plusieurs endroits de la ligne de gaz d'échappement (2) et, en aval du composant d'épuration de gaz d'échappement accumulant le souffre, une unité de réacteur ou pot catalytique d'oxydation (K3), en outre caractérisé en ce que dans le mode de désulfatation, on amène de l'air secondaire dans l'unité de réacteur catalytique d'oxydation, ou dans la ligne de gaz d'échappement, entre le composant d'épuration de gaz d'échappement accumulant le souffre et l'unité de réacteur catalytique d'oxydation.
  5. Procédé selon la revendication 3 ou 4, pour faire fonctionner une installation à moteur à combustion interne, qui comporte en outre des moyens pour l'amenée d'air secondaire en un ou plusieurs endroits de la ligne de gaz d'échappement (2), et dans laquelle le composant d'épuration de gaz d'échappement accumulant le souffre comprend plusieurs unités d'épuration de gaz d'échappement (K1, K2) montés en série dans la ligne de gaz d'échappement, en outre caractérisé en ce que les unités d'épuration de gaz d'échappement (K1, K2) accumulant le souffre, dans le mode de désulfatation, sont soumis à la désulfatation successivement dans la direction d'écoulement du gaz d'échappement, au cours d'une phase de désulfatation respectivement correspondante, de l'air secondaire étant amené, au cours de la phase de désulfatation respectivement considérée, dans la ligne de gaz d'échappement, exclusivement en un ou plusieurs endroits en aval de l'unité d'épuration de gaz d'échappement accumulant le souffre, qui est momentanément soumise à la désulfatation.
  6. Procédé selon l'une des revendications 2 à 5, en outre caractérisé en ce que la proportion air-carburant (λM) du mélange air-carburant amené au moteur à combustion interne (1), est choisie, pour le mode de désulfatation, plus riche en carburant que la valeur stoechiométrique, et plus pauvre en carburant que dans le mode de chauffage de réacteur catalytique.
  7. Procédé selon l'une des revendications 1 à 6, en outre caractérisé en ce que la durée du mode de désulfatation respectif, est déterminée à partir d'une surveillance par détecteurs ou capteurs de l'état d'accumulation du composant d'épuration de gaz d'échappement accumulant le souffre, et/ou d'une évaluation, basée sur une modélisation, de la quantité de souffre accumulée, l'évaluation étant effectuée au moins en fonction du carburant consommé et de sa teneur en souffre, ainsi que de processus de désulfatation naturels ayant éventuellement eu lieu pendant un fonctionnement normal précédent.
  8. Installation à moteur à combustion interne, notamment destinée à un véhicule automobile, comprenant
    un moteur à combustion interne (1) avec une ligne de gaz d'échappement (2) correspondante,
    un composant d'épuration de gaz d'échappement accumulant le souffre et disposé dans la ligne de gaz d'échappement, et
    des moyens de désulfatation du composant d'épuration de gaz d'échappement accumulant le souffre, qui englobent des moyens d'amenée d'air secondaire,
    caractérisée en ce que
    le composant d'épuration de gaz d'échappement accumulant le souffre comprend au moins deux unités d'épuration de gaz d'échappement (K1, K2) montées en série dans la ligne de gaz d'échappement, et
    les moyens d'amenée d'air secondaire comportent pour chacune des unités d'épuration de gaz d'échappement accumulant le souffre, une branche d'amenée d'air secondaire (L2, L3) qui lui est propre.
  9. Installation à moteur à combustion interne, selon la revendication 8, comprenant
    un moteur à combustion interne (1) avec une ligne de gaz d'échappement (2) correspondante,
    un composant d'épuration de gaz d'échappement accumulant le souffre et disposé dans la ligne de gaz d'échappement, et
    des moyens de désulfatation du composant d'épuration de gaz d'échappement accumulant le souffre, qui englobent des moyens d'amenée d'air secondaire,
    caractérisée en ce que
    en aval du composant d'épuration de gaz d'échappement accumulant le souffre, il est prévu une unité de réacteur catalytique d'oxydation (K3), et
    les moyens d'amenée d'air secondaire comportent au moins une branche d'amenée d'air secondaire (L2, L3 ; L4) respectivement pour le composant d'épuration de gaz d'échappement accumulant le souffre d'une part, et pour l'unité de réacteur catalytique d'oxydation (K3) d'autre part.
EP99114565A 1998-09-17 1999-07-24 Procédé de fonctionnement d'un moteur à combustion interne avec composants de purification de gaz d'échappement accumulant de soufre et un moteur à combustion interne fonctionnant avec ce procédé Expired - Lifetime EP0987408B1 (fr)

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DE19842625 1998-09-17
DE19842625A DE19842625C2 (de) 1998-09-17 1998-09-17 Verfahren zum Betrieb einer Verbrennungsmotoranlage mit schwefelanreichernder Abgasreinigungskomponente und damit betreibbare Verbrennungsmotoranlage

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DE59910440D1 (de) 2004-10-14
DE19842625C2 (de) 2003-03-27
EP0987408A3 (fr) 2003-01-08
DE19842625A1 (de) 2000-03-30
EP0987408A2 (fr) 2000-03-22
US6293094B1 (en) 2001-09-25

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