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    • 专利摘要:
    A method applied to a heat engine (1) having a catalyst (80) in its exhaust gas channel (30). A metering unit (110) injects a reducing agent into the exhaust gas vein (20). Travel data is available in a navigation system (130) or in the driver assistance system (120). For the transient conditions of the motor (1), from the data of the predicted path, its load profile and thus the emission of nitrogen oxides, the conversion of the nitrogen oxides and / or the demand for reducing agent to be determined and taken into account in the corrective direction for the determination of the solution of reducing agents or the influence of the instant and the duration of the catalyst loading and regeneration phase.
    公开号:FR3024885A1
    申请号:FR1557690
    申请日:2015-08-12
    公开日:2016-02-19
    发明作者:Udo Schutz；Johannes-Joerg Rueger
    申请人:Robert Bosch GmbH；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to a process for reducing the emissions of nitrogen oxides in the exhaust gases of a heat engine whose exhaust gas channel comprises a catalyst. and, to reduce the nitrogen oxides, a solution of reducing agent which releases ammonia upstream of a catalyst in the form of a catalyst in the direction of passage of the exhaust gases, in the gas stream is measured. exhaust with the aid of a metering unit or is accumulated during a charge phase with lean exhaust gases, in a catalyst produced as NOx oxide storage catalyst and is released by a regeneration phase afterwards with rich exhaust gases for converting to nitrogen and water, the method according to which for a vehicle operating with the engine there is available path data in a navigation system and / or in at least one system of navigation. assistance from conduct. The invention also relates to a device, in particular a control unit for implementing such a method. State of the art The elimination of the hydrocarbon HC and carbon monoxide CO emissions from the exhaust gases, for example those of a diesel engine is relatively simple with the aid of a oxidation catalyst while the elimination of nitrogen oxides is more complicated because it is done in the presence of oxygen. In principle, it is possible to carry out this removal using an NOx nitrogen oxide storage catalyst or an SCR catalyst (catalytic selective reduction catalyst). The internal formation of the mixture in a Diesel engine develops much more soot emissions than in the case of a gasoline engine. The current trend for passenger vehicles is to equip them with a particulate filter downstream of the engine to treat the exhaust gases and concentrate the internal means to the engine especially for the reduction of nitrogen oxides. NO ,, and the noise. In the case of commercial vehicles, the NOx emissions are reduced, generally preferably downstream of the engine by means of an SCR system.
    [0002] The nitrogen oxides are decomposed in two stages in a nitrogen oxide storage catalyst NO (catalyst NSC: NOx accumulation catalyst NO.sub.4.) During the charging phase, the nitrogen oxides contained in the lean exhaust gases are accumulated continuously in the catalyst accumulation components, this charging stage has a characteristic duration of the order of 30 to 300 s depending on the operating point of the engine. During a regeneration phase, the NO oxides are periodically removed with a rich exhaust gas to remove them from the accumulator and convert them.This regeneration of the accumulator is typically done for periods of 2 hours. at 10 s The selective catalytic reduction of nitrogen oxides (SCR reduction) consists of selectively reducing the nitrogen oxides (NO) in the presence of oxygen with the selected reducing agent. d The reducing agent is preferentially (selective mode) with the oxygen of the nitrogen oxides and not with the molecular oxygen present in a much larger quantity in the exhaust gas. Ammonia (NH3) has been confirmed as the reducing agent with the highest selectivity. For the operation of the vehicle, it is necessary to accumulate quantities of NH3 which are not without risk because of the toxicity. Ammonia NH3 can, however, be obtained from non-harmful carrier substances such as urea or ammonium carbonate. Urea has been confirmed as a carrier substance. Urea has a very good solubility in water, which allows to add very simply the aqueous solution of urea to be dosed (still known under the mark AdBlue) to the exhaust gas. If more reducing agent is required than necessary to convert NO, this results in undesirable ammonia slip. Ammonia NH3 is in the gaseous state and has a very low olfactory threshold (15 ppm) so that it produces a certain discomfort in the environment. The removal of ammonia NH3 can be done with an additional oxidation catalyst downstream of the SCR catalyst. This blocking catalyst oxidizes the ammonia produced, if necessary, to give nitrogen N 2 and water H 2 O. In addition, it is essential to have a careful application of AdBlue dosage. Such exhaust cleaning systems equipped with SCR catalyst are generally described in DE 10139142 A1. The release of ammonia from the aqueous solution of urea (HWL solution) is also described extensively in the technical literature (see in particular WEISSWELLER CIT (72), pp. 441-449, 2000). To optimize the reduction of nitrogen oxides NO ,, while minimizing NH3 ammonia slip, that is to say the passage of NH3 through the catalyst system, it is necessary to calculate the optimal quantity to be metered in. pressing a model. In particular, when the 10 alternations of load of the heat engine are not predictable, one can nevertheless have a metering error which favors the development of a peak of NO ,, in the exhaust gases and a slip of the ammonia . The new exhaust gas regulations (RDE, WLTC) extend the certified operating range (load and engine speed) and also the dynamics (acceleration and speed) of vehicles driven by a heat engine (transient control). This is reflected provisionally with the current concepts of control and regulation by stronger peaks of soot and nitrogen oxides NO, especially for alternating charge (transient phase). In particular, the peaks of NO x nitrogen oxides can pass through the catalyst because either the residence time in the catalyst is too low or there is not enough urea that has been stored. Proposals for solutions relating to the raw emissions of the heat engine 25 consist in detecting the transient state using the current indicators (for example the variation of the charge pressure) and by the combination of the control of the air mass. and control of the exhaust gas recirculation rate and also by actions on the injection system (delaying the start of the injection, eg, NO2 crude emissions) thereby reducing the soot peaks and nitrogen oxides NO ,, and continue to ensure the possibility of rolling (acceleration behavior). On the other hand, there are already known prior art systems which are still in development and which allow for prediction, that is to say, which provide additional information to the user. from driver assistance systems or navigation systems for forecasting. Proposals for using such data, in particular for regulating or controlling combustion operations in heat engines or for providing aftertreatment systems for exhaust gases, are for example known from DE 10. 2008 025569 A1 or DE 2009 2009 000334 Al. DE 10 2008 025569 A1 discloses a method for regulating and / or controlling a functional system of an automotive vehicle equipped with a heat engine. The method comprises the following steps for establishing a prognosis of a future mode of operation of the heat engine and also a regulation and / or a forecast control of the state of the functional system taking into account the prognosis. The functional system is a particulate filter, a NO accumulator catalyst, a diesel oxidation catalyst, an installation for adapting a lambda probe, a tank ventilation diagnostic installation, an air conditioning installation, a thermal memory or a similar means. The subject of the invention is in particular a method for the active regeneration of a particulate filter of an exhaust gas installation of a diesel engine vehicle, this filter being downstream of the heat engine for filtering the vein. exhaust gas passing through the exhaust system. To further regenerate the particulate filter, the method comprises the following steps: - establishing a prediction of the future mode of operation of the engine and regulating and / or predictably controlling the state of charge of the particulate filter by holding account of the forecast. Advantageously for very different systems telematic data can be used to establish the forecast. Alternatively, it may also be telematic data that is generated cleanly for forecasting and / which may be called. The telematic data can be driver assistance system data, GPS navigation system data, internet based system data, adaptive speed control system (ACC system), and data communication system. near-field communication with road infrastructure and / or other traffic participants (vehicle-to-vehicle communication), recognition of traffic signs / signs or the like. Advantageously, the telematic data contains forward-looking information from which the forecast is derived. The document DE 10 2009 000334 A1 describes a method 10 for managing a motor vehicle engine comprising at least one SCR catalyst for the post-treatment of the gases emitted by the engine and to guarantee a quantity of reducing agent sufficient for the engine. operation of the SCR catalyst, the fuel tank having a fill level sensor A and a reducing agent tank 15 with a fill level sensor B. The level sensor signals B or the sensor signals filling level A and filling level sensor B are entered by a navigation unit and / or are operated. The process provides a sufficient amount of reducing agent for the operation of the SCR catalyst. The provisional detection of the transient phases in the operation of the heat engine to optimize the dosage of the reducing agent is however not described. OBJECT OF THE INVENTION It is therefore an object of the present invention, taking into account the state of the art, to develop a provisional detection of the transient phases and to integrate it in the strategy to avoid emissions of nitrogen oxides and ammonia. The invention also aims to develop a device for implementing such a method. DESCRIPTION AND ADVANTAGES OF THE INVENTION For this purpose, the subject of the invention is a process of the type defined above, characterized in that also for the transient operating conditions of the heat engine, from the data of the predicted path a temperature profile of the thermal motor is predetermined and thus the emission of nitrogen oxides by the heat engine, the conversion of nitrogen oxides of the catalyst and / or the demand for reducing agent solution to to measure the reduction of nitrogen oxides and it is taken into account in the corrective direction for the determination of the reducing agent solution or the moment and the duration of the charging and regeneration phase of the accumulator catalyst are influenced; of oxides NO. The process according to the invention makes it possible to better comply with, in particular, the requirements of the new exhaust gas regulations as has been developed above. In particular, this makes it possible to further reduce the emissions of nitrogen oxides for the states or transient phases. By integrating the data with the intended paths and the circulation, the dosing of the reducing agent solution or the timing and duration of the charging / regenerating phases can be more accurately determined by optimizing to avoid overdosing. reducing agent or reduce fuel consumption. In addition, the sliding of ammonia by overdosing is significantly reduced or avoided. Particularly advantageously, the load profile of the heat engine is predefined for a far-off horizon using, on the one hand, known or measured data of the vehicle or engine and, on the other hand, recorded data or that can be called in the form of an electronic horizon in the navigation system. This makes it possible to define in advance the profile of the path and thus the profile of the load of the heat engine to predefine more precisely the necessary quantity of reducing agent to be assayed for the reduction of the nitrogen oxides and the correct moment. the instants of the charging / regeneration phases. The electronic horizon is described in a large documentation.
    [0003] According to another advantageous development of the method, the load profile is established with the aid of the preceding courses and the training load is recorded during a predefined number of courses already carried out, in a fixed time frame with location and thus establishes a specific load profile for the driver and the vehicle. This makes it possible to account for certain route segments frequently and for the resulting charge profiles for the nitrogen oxide reduction strategy in addition to data from the electronic horizon (EH). It is thus possible to specify the recorded data of the electronic horizon.
    [0004] In order to take into account the current influences related to the real state of the circulation and / or the environment and / or also to the influences of the driver for the predictive dosage of the reducing agent, it is provided according to another advantageous development that for a near future time horizon, the field sensor data close to at least one driver assistance system is used to predetermine foreseeable short-term load variations in addition to the distant forecast horizon. According to another advantageous development, in order to predetermine the transient phases of the load alternations, the behavior of the transmission / commutation of the speed ratios and thus, if appropriate, the resulting cuts in the traction force are taken into account. . This makes it possible in particular to predefine the generally abrupt transient phases in the field of operating characteristics of the heat engine and by the means mentioned above, to better dampen the peaks of nitrogen oxides and carbon black, more important that could result. It is thus advantageous that from the load profile with the detailed load alternations on the planned path, it is expediently concluded and / or by detecting a previously traversed path, adaptively determine the path, the crude emissions of nitrogen oxides and thus the detailed profile of the nitrogen oxides with the peaks of nitrogen oxides that will occur, and taking into account the data of the injection control path of the reducing agent in the formation path of the mixture in the exhaust gas line to the catalyst, the injection time and the quantity to be injected during the journey are calculated and the injection is initiated when a certain determined point of the path. The prediction thus allows the precise accumulation in time and thus the regeneration. This means that by using an SCR catalyst there will be accurate, metered storage of ammonia and NOx conversion of nitrogen oxides with or without significant reduction of ammonia or oxides passage. NO and in the case where a nitrogen oxide accumulator catalyst NO is used, a predicted detection of the NO nitrogen oxide feedstock and thus a regeneration at the correct, adapted and optimized instant of the view of the fuel without passage of NO oxides or with a significant reduction of this passage. If, by exploiting the exhaust gas sensor signals, in particular nitrogen oxide sensors NOT installed upstream and / or downstream of the catalyst, the result of the prediction is adapted, it improves the efficiency. as much as this forecast. The difference between the non-predicted nitrogen oxide profiles and the real profiles following the path can for example be influenced by the driver such as, for example, a modified acceleration and deceleration / braking behavior, and be learned and adapted according to the The invention (e.g., correction and / or offset coefficients for NO and conversion oxides catalyst models). According to an advantageous development, in the case of a thermal motor applying a hybrid drive concept with electric motors, in the event of a discrepancy between the forecast data and the current data, the power supplied by the heat engine with respect to the power supplied by the electric motor will be modified or the electric motor will function as a generator. This makes it possible to react in the short term to the differences between the current storage of reducing agent in the catalyst and the actual storage required, so as to avoid the peaks of NO oxides. If too much reducing agent is stored, it will be possible to increase the load of the heat engine relative to that of the electric drive to avoid the passage of ammonia NH3. In an extreme case the electric motor can be operated as a generator. If, on the other hand, too little reducing agent is stored, it will be possible to increase in the short term the power supplied by the electric motor vis-à-vis that provided by the heat engine to avoid peaks of oxides d NO nitrogen. The invention also relates to a device for implementing the method defined above. This device comprises a control unit and / or a motor master control with interfaces to the navigation system and / or at least one driving assistance system for storing data relating to the intended path as well as the control unit and / or the main motor control comprise calculation units and memories of 5 fields of characteristics for the implementation of the method and its developments. The implementation may be at least partly program-based and the control unit may be a separate unit or component integrated in the main engine control.
    [0005] The present invention will now be described in more detail by way of exemplary embodiments of a process for reducing nitrogen oxide emissions from the exhaust gases of internal combustion engines, shown in FIG. The accompanying drawings in which: FIG. 1 shows an example of a technical environment in which the mention is made, FIG. 2 shows a block diagram of the basic model of the dosage strategy, and FIG. shows an overall block diagram of the dosing strategy with a memory model. DESCRIPTION OF EMBODIMENTS OF THE INVENTION FIG. 1 shows by way of example the technical environment in which the method of the invention applies. The representation is limited to the components essential to the description of the invention. By way of example, an internal combustion engine 1 has been represented in the form of a diesel engine; the engine consists of an engine block 10 and an exhaust gas channel 30 for the exhaust gas stream 20. The exhaust gas channel 30 has an exhaust cleaning system which, in the example presented, has as catalytic coating components, in the direction of passage of the exhaust gas, firstly a diesel oxidation catalyst 40 (DOC) and a diesel particulate filter 50 (DPF) . Then there is an SCR catalyst 80 which can be preceded by a reducing agent dosing unit 110 for reducing the nitrogen oxides contained in the exhaust gas stream. To monitor the concentration of nitrogen oxides in the exhaust gas, depending on the direction of passage of the exhaust gas, downstream of the catalyst SCR 80 the exhaust gas channel 30 has an exhaust gas sensor 90. This sensor 90 is a nitrogen oxide sensor. As the nitrogen oxide sensor is used for example a double chamber amperometric sensor. Such sensors are usually calibrated at 100% NO and correspondingly have a transverse sensitivity to NO 2 and NH 3. If necessary, an exhaust gas sensor 70 can also be used as a nitrogen oxide sensor also upstream of the SCR catalyst 80. The exhaust gas sensors 70 and 90 are connected to a control unit 101. which exploits the signals. For this purpose, the control unit 101 has the appropriate comparison facilities and can, as shown in FIG. 1, be an integral part of a main motor control 100. The function of the control unit 101 can be performed programmatically and / or per circuit in the motor control 100. The drawing further shows a pressure sensor 60 in the form of a differential pressure sensor for monitoring the load. soot from the diesel particulate filter 50 (DPF). It is also possible to have a temperature sensor 70 in the exhaust gas channel 30. The signals of these sensors may optionally be supplied also to the control unit 101. According to the invention, the motor control 100 and / or the control unit 101 comprise interfaces 140 to the driver assistance systems 120 and / or navigation systems 130 fitted to the vehicle. Block diagram 200 of FIG. 2 shows a basic model of the reducing agent dosage which, according to the invention, is based on predictive data with which a predicted dose of urea prediction is calculated on the pathway. . A characteristic field (characteristic field unit A217) which is established for example on the test bench or with calculations based on a priori assumptions, contains the recording of the amounts to be dosed of reducing agent according to the Injection quantity 203 and engine speed 204. Using the engine temperature 201, the calculation unit or a characteristic field (characteristic field unit D220) determines a temperature correction coefficient. 225 which takes into account the operating temperature of the engine vis-à-vis the production of NO oxides of nitrogen. These input quantities can be deduced according to the invention from the forecast load and also from the operating points of the internal combustion engine (torque and speed of rotation). The amount to be injected is deduced and from the efficiency and the thermal models of the engine and of the exhaust gas system, the engine temperature, the temperature of the exhaust gases, etc. are deduced or predicted. With the aid of the operating hours 205, another calculation unit or with another characteristic field (characteristic field E221) defines an aging correction coefficient 226. The correction coefficients 225, 226 are used as the correction quantity. these quantities are applied by multiplication units 224 to the previously calculated dosage amounts. The difference between the stationary temperature of the catalyst 222 recorded in another characteristic field (feature field unit B218) and the measured exhaust gas temperature downstream of the catalyst 202 is used to determine with another characteristic field ( feature field unit C219) a correction coefficient 223 for the dosing of the reducing agent when changing between two stationary operating points so as to obtain a set value of the amount of steady-state urea 227. Thus, this correction minimizes the slippage of NH3. In particular, for catalysts having a high capacity for NH 3 accumulation, it is advantageous to model the transient phases and the amounts of NH 3 actually stored.
    [0006] As the NH 3 storage capacity of the SCR 80 catalysts decreases with increasing temperature, for transient operation, especially for increasing exhaust gas temperatures, undesirable slip of NH 3 may be caused. To avoid this disadvantage, the temperature of the catalyst and the generated nitrogen oxides NO x are evaluated using characteristic fields and time delay elements. In a field of characteristics, the efficiency of the catalyst is recorded as a function of the temperature and the amount of NH3 accumulated. The product of the catalyst coefficient and the nitrogen oxides NO x present will give the converted amount of reducing agent. The difference between the amount of reducing agent added and that transformed gives the part (positive or negative) of the amount of ammonia accumulated in the catalyst and which will be calculated continuously. If the value of the amount of NH3 accumulated exceeds a temperature-dependent set threshold, the metered amount is reduced to prevent slippage of NH3. If the amount of NH3 accumulated is below the threshold, the metered amount is increased to optimize the NO conversion. Another block diagram 200 of FIG. 3 gives an overview of the assay strategy using an accumulation block. In order to optimize the reduction of NOx, the nitrogen oxide reduction assay strategy at the same time minimizes NH3 slippage, ie the passage of ammonia through the nitrogen oxides. catalyst system, and a calculation based on a model of the optimal quantity to be assayed. The amount obtained, for example, on a test bench of the engine will be corrected according to the temperature of the catalyst and the amount of NH 3 accumulated in the catalyst. As input quantities for the calculation, the temperature of the engine 201, the temperature of the exhaust gas downstream of the catalyst 202, the quantity injected (injected dose 203) and the engine speed 20 are used, among others. can also deduce such input quantities from a forecast load. In a stationary model 206, starting from such quantities, a stationary setpoint 207 is defined for the quantity of urea. In a "modeled catalyst temperature" functional unit 208 the catalyst temperature 209 is determined based on a model; this quantity serves as an input quantity for the catalyst accumulator model 212. From the injected quantity 203 and the rotation speed 204 of the engine, in a functional unit for generating the nitrogen oxides in a modeled manner 210, the content of nitrogen oxides 211 in the exhaust gas is determined, this content serves as an input quantity for the catalyst accumulator model 212. Thus, with the catalyst accumulator model 212, add a dynamic correction 213 by the combination unit 214 to the stationary setpoint 207 or subtract this value to thereby obtain a corrected setpoint for the amount of nitrogen oxides 215 which is returned on the input side as a quantity of urea 216 assayed in the catalyst accumulator model 212. To allow a provisional detection of the transient phases in the operation of the internal combustion engine 1 10 and to take it into account For the reduction of oxides of nitrogen, the invention provides in particular the following means: a prediction of the evolution of the speed along the path by navigation and driving assistance systems in the near field and the remote domain; - a forecast of the internal combustion engine load / operating point along the path using the vehicle data, the traffic data and the environmental data (slope of the roadway); , temperature, etc.) and shift gear ratio strategies of the gearbox, a prediction of the raw NOx emissions of nitrogen oxides by the internal combustion engine 1 along the path, a prediction of the possible conversion of the nitrogen oxides NO, of the catalyst along the path, a prediction of the urea requirement and of the urea loading or accumulation, metered accurately and in time in the catalyst and option or alternatively - in the hybrid transmission line topologies, optional reduction of torque or increase of the internal combustion engine torque by the electric motor / generator operating as a motor or generator to avoid NO, or urea or ammonia. The advantage lies in the further reduction of NO x nitrogen oxides and urea emissions after the NO 2 catalyst in the actual operating mode or in the possibility of reducing the catalyst in its design or for its conversion rate.
    [0007] For a long time horizon, the invention provides for the calculation of the load profile of the internal combustion engine in the control unit using known and / or measured and / or assumed parameters of the vehicle and the vehicle. environment and data in an electronic horizon (EH). Currently, the electronic horizon (EH) represents in particular the slope of the trajectory and curvature of curves, the regulatory limitation of speed, but also accessory attributes, such as crossroads, red lights, the number of 10 lanes. traffic, tunnels, etc. These parameters are determined based on the current position of the vehicle as attributes of the fixed position of the intended path. We obtain the electronic horizon (EH) of a horizon supplier (HP) which can for example be part of the navigation system. The choice of the driver's estimated route is obtained by the inputs he makes to the destination in the navigation system. Without guidance to the destination, the "most likely path" (most likely MPP path), which is determined using the pavement classes and a statistic for the most used routes, is generally also transmitted. Optionally, the HP provider determines alternative routes that the driver could also select. In the remainder of the description, the abbreviation MPP will be used to designate the most probable path and the possible alternative paths. The electronic horizon (EH) provides information regarding speed limits, average speeds, slopes, curvatures of bends along the likely MPP path. Using such information, a speed profile is established. An algorithm for this calculation already exists. Likewise, as another development of dynamic road maps, there is an application (APP) for mobile phones. This is the detection of the signals or traffic signs, for example traffic signals regulating the speed of the vehicles which are determined by means of the camera equipping the vehicle and by transmission of the data to the vehicle. provider of the application. The user of the application receives for this purpose an updated road map for the speed-regulating traffic signals (dynamic road map) which makes it possible to perform functions such as, for example, an end-of-travel wizard based on correct data. This end-of-travel wizard being developed, using traffic signals or panels regulating the speed of the vehicle along the path as well as the altitude profiles, the current speed of the vehicle and the mass of the vehicle. vehicle or other gives recommendations to the driver to accelerate in time to drive to the next regulated speed and thus avoid braking and save fuel. The information for the dynamic map is as follows: 10 - speed limits (traffic signals with speed limits), - the suppression of speed limits (suppression of speed limits), - the entry of locality (for example speed limits applied from 15 to 50 km / h), - exit from locality (ie de facto suppression of speed limits), - curve curves (and curve speed points) , characteristics derived from it).
    [0008] The road map is stored electronically on a memory medium, for example a server or the "cloud". The drivers of the vehicles are connected by an application, for example by browsing with the dynamic map of the server or the cloud by an at least intermittent link.
    [0009] Also known are navigation systems with projected or developing map data. The data content provided by a navigation system in the sense of a forecast is transmitted to other components of the vehicle; and it depends on the map data provided by the map providers and it may differ depending on the suppliers both in importance and quality. Currently, energy information such as elevation / slope profiles, curvatures and velocity profiles are not generally available everywhere. In particular, speed information and altitude / slope information in Europe are limited to substantially higher level road classes. Depending on road maps or map providers, surface coverage availability of elevation / slope profiles, curvatures and speed information are planned for higher-level roadways. However, the availability, for example, of slope information is not expected at a close horizon for inhabited streets. But there are plans to use vehicles with sensors to record slope information derived directly or indirectly from the traveled routes, for example in dynamic maps. If there is a navigation system but without route planning, adaptive path detection methods for previously traveled routes also exist as speculative methods. The approximate parameters of the vehicle such as its mass, its rolling resistance coefficient, its aerodynamic coefficient and the projected front surface are recorded according to a variant of the method, in the control apparatus. Approximate environmental parameters such as air density are also recorded in the vehicle. The rolling resistance equation is evaluated in a predictive manner along the path, based on the indicated information, the driving load for a fixed time frame (by example at periods of 100 ms). The electronic horizon (EH) may contain information relating to pavement pavement (asphalt, concrete, gravel, etc.). This information can be used additionally to take into account the influence of pavement surfacing. on the rolling resistance coefficient. Rolling resistances are needed to calculate the load. To improve the forecasting load, an explicit load profile can be transmitted by the electronic horizon which will be established by the supplier (HP) using the previous routes. For this, the training load is memorized during each trip in a fixed time frame with reference to the location (via GPS) or a coupled location. If the path has been traveled several times, the driving load can be evaluated using the statistics relating to the old paths. To account for variations along the path (eg speed limits) or conductor behavior (eg faster travel on known paths) in the statistics, to estimate the driving load we will limit ourselves to 5 example to the last X paths (X = 10). The charge profile obtained in this way is specific to the driver and the vehicle. In order to take into account the influences of the real circulation, the environment and the driver in the predicted urea dosage, the near-field sensors of the field near the driver assistance system and in particular forecast short-term load variations in addition to the long-term forecast horizon. It is thus possible to use already applied systems such as ACC or ICA systems. The term "Adaptive Speed Control" (ACC) refers to methods of automatic longitudinal driving of the vehicle by predicting the driving torque and deceleration. If there is no traffic, the set speed is regulated. In the event of traffic, instead of that, the preceding vehicle is followed, if necessary, by measuring with a radar or video sensor. Moreover, in curvestreams, the setpoint speed is reduced. The EcoLogic ACC Cruise Speed Adaptation is an extension of the ACC system to utilize the energy-efficient end of the vehicle in traction mode upstream of the speed limit or curves. Speed limits and curve speeds come from the cloud. This information is determined by the aggregation of measurements from many vehicles. The "Integrated Cruise Assist" function In certain driving situations, ICA automates the longitudinal and transverse guidance of the vehicle by presetting deceleration and drive torques as well as the steering torque. If it is interesting to perform an overtaking maneuver, that is to say in particular if there is no traffic in the opposite direction, the ICA system, after activating the flashing light, commands an automatic change of traffic way. For the ICA system, upstream traffic is measured by radar sensors; these sensors capture the lines of traffic lanes, traffic signs and free surfaces. Rear-facing radar sensors capture the rear traffic. From a digital map, target speeds are obtained based on timing limits and radii of curvature.
    [0010] 5 Examples for the near horizon: - the vehicle ahead accelerates - predicts the speed of the tracker. In the case of an ACC (Adaptive Cruise Control) system with an automatic tracking function (trip assistance) the influence of the driver is neutralized and the prediction is more accurate. - The preceding vehicle is traveling more slowly than the own vehicle and / or the vehicle indicates that it will overtake (the flashing light is on, the passing lane is free). The maximum speed allowed from the navigation system is known, the characteristic behavior learned from the driver regarding the speed limit, the type of trip, the weather, etc.) and the speed profile is provided. In the case of an ACC system and an ICA override system, the influence of the driver is eliminated and the prediction is more accurate. The near horizon is of great importance because of the charging and conversion time of the catalysts. In particular for predicting the load change of the internal combustion engine with the speed / torque points, and the transient phases in the field of operating characteristics, it is necessary to be aware of the shift strategy of the gearbox. The wheel speed and the wheel torque are calculated on the basis of the transmission ratio with the torque-speed points of the internal combustion engine. In the case of an automatic gearbox, this information is known and thus allows a good forecast. In the case of a manual gearbox, the switching strategy is learned adaptively, specifically, by driver, or a typical driver switching behavior is admitted. The transmission must be taken into account whether or not it is with cut-off of the tractive force (for example a manual change or a double-clutch transmission). In the case of the breaking of the tractive force, the internal combustion engine idles in the switching pauses; this means that there will be more or less steep transient phases in the field of operating characteristics of the internal combustion engine 5 and thus larger peaks for NO x and soot. From the load curve and the detailed switching of loads (including because of switching operations) on the planned path (prediction) or to recognize a path already traveled previously (adaptive mode), it is possible to predict the raw emissions fo of NO x and thus the detailed evolution of NO x with the NO x peaks on the path. The conversion and accumulation capacity of NO x catalyst and NO x emulsions after the catalyst can be evaluated using models (state of the art). According to the invention, the accumulation of ammonia and the regeneration of NO x are planned all along the path 15 and the planning is continuously updated on a regular basis for the remaining path, especially in the near zone, based on current events. Taking into account the data of the regulation path of the urea injection by the path of formation of the mixture in the exhaust gas line with the catalyst, the injection point and the dose to be injected are calculated. path and when reaching the point of the path, the injection is started. In the case of an operating strategy in connection with the hybrid drive concept, it is possible to use the electric motor / generator in an assisted manner, for example in case of deviation of the prediction from the current load with reducing agent as follows: - Case A: Currently too little urea is stored in the catalyst. To avoid triggering a peak of NO, the power supplied by the heat engine is reduced by the necessary value, and the power supplied by the electric motor is increased by the same amount, that is to say by a inverse calculation, the missing NO x value for the load to be reduced on the motor is calculated. - Case B: Currently too much urea is stored in the catalyst. To avoid the passage of ammonia, the power supplied by the heat engine is increased by the required value and the power supplied by the electric motor is reduced accordingly; by an inverse calculation of the excess quantity of urea, the emission of NO to increase is determined and thus the increase of the load of the engine. If the value to be supplied by the electric motor is negative, it is operated as a generator, that is, the load on the heat engine is increased. For operation strategies optimized from the point of view of consumption, with prediction, the method according to the invention can be used as a limiting condition or by pre-determining the optimization space of the optimization method. The reduction of the peak of NO is for example a priority compared to the optimization of the consumption. Optionally or alternatively, the load of auxiliary consumers, such as, for example, the air-conditioning compressor, the generator of the onboard network, the heater or the like, can be applied or cut or adjusted in a variable or continuous manner. necessary load applied to the heat engine, to avoid the NO peak and / or the passage of ammonia or reduce them. According to a further development of the invention, the commutation of the gearbox is delayed or completely advanced or completely neutralized to significantly reduce the sudden load variation of the engine due to the breaking of the traction force. Correspondingly, in the NO accumulator catalyst, instead of urea, the fuel for regeneration can be used. If NO accumulator catalysts are used, instead of the periodic fuel enrichment process, the forecast gross NO and predicted accumulation can be planned in time in the far range and in the near range. of NO in the regeneration catalyst (non-stockpiling of NO and conversion into the rich exhaust) and apply this process, enrichment or loading would currently be sufficient for a forecast horizon of up to 300 sec and for regeneration, with a forecast horizon of up to 10 sec.
    [0011] The prediction, for example of the urea consumption as a function of the load profile can be done in the motor control 100 (EDC or ECU) and / or in the control unit 101 of the post-processing system of the exhaust gas (DCU) if all path information necessary for the electronic horizon is transmitted to the control unit. The method according to the invention avoids the passage of NOx and / or ammonia (in a SCR catalyst) or a rich, unnecessary mode of operation and thus makes it possible to reduce the overconsumption of fuel (in the case of an accumulator catalyst N0x); in the best case, it makes it possible to use smaller catalysts or a more limited design of the components in the aftertreatment system of the exhaust gases or to partially or totally remove the blocking catalyst.
    [0012] 15 20 3024885 22 NOMENCLATURE OF MAIN COMPONENTS 1 Internal combustion engine / heat engine 10 Engine block 5 20 Exhaust gas stream 30 Exhaust gas channel DOC Diesel Oxidation Catalyst 50 Diesel Particulate Filter (DPF) 60 pressure 10 70 Exhaust gas sensor / temperature sensor 80 Catalyst SCR 90 Exhaust gas sensor 100 Main engine control 101 Control unit 15 110 Dosing unit 120 Driver assistance system 130 Navigation system 140 Interface 200 Block diagram 20 201 Motor temperature 202 Exhaust gas temperature downstream of the catalyst 203 Injected quantity / injected dose 204 Engine speed / rotational speed 205 Operating hours 25 206 Stationary model 207 Stationary setpoint of the quantity of d Urea 208 Functional Unit 209 Catalyst Temperature According to Model 210 Modeled Generation of Nitrogen Oxides 30 211 Content nitrogen oxides 212 Accumulation catalyst model 213 Dynamic correction 214 Combination unit 215 Quantity of urea 35 216 Quantity of urea metered 3024885 23 217 Field of characteristics A 218 Field of characteristics B 219 Field of characteristics C 220 Field of characteristics D 5 221 Characteristic field E 222 Catalyst temperature 223 Correction coefficient 225 Temperature correction coefficient 226 Aging correction coefficient 10 227 Set value of the urea quantity 15
    权利要求:
    Claims (2)
    [0001]
    CLAIMS 1 °) Process for reducing the emissions of nitrogen oxides in the exhaust gas of a heat engine (1) whose exhaust gas channel (30) comprises a catalyst and to reduce the nitrogen oxides an ammonia-giving reducing agent solution is dosed upstream of a catalyst catalyst SCT 80, in the direction of passage of the exhaust gas (20), into the exhaust gas stream (20). ) with the aid of a metering unit (110) or is accumulated during a charging phase with lean exhaust gases, in a catalyst produced as NOx oxide storage catalyst and is released by a phase of subsequent regeneration with rich exhaust gases for converting to nitrogen and water, according to which for a vehicle operating with the heat engine (1) information is obtained on the path in a navigation system (130) and / or in at least one driver assistance system (12 0), characterized in that also for the transient operating conditions of the heat engine (1), from the data of the predicted path, a load profile of the heat engine and thus the emission of oxides is pre-determined. of nitrogen by the heat engine (1), the conversion of nitrogen oxides of the catalyst and / or the demand of reducing agent solution to be determined for the reduction of the nitrogen oxides and is taken into account in the direction a correction for the determination of the reducing agent solution or the time and the duration of the loading and regeneration phase of the NOx oxide storage catalyst are influenced.
    [0002]
    Method according to Claim 1, characterized in that the load profile of the heat engine (1) is predefined for a far predicted horizon using, on the one hand, data from the vehicle or the engine, known and / or measured and on the other hand, data recorded or that can be called in the form of an electronic horizon in the navigation system (130). The method according to claim 2, characterized in that the load profile is established using the routes already traveled, the driving load during a predefined number of journeys already made being recorded in a time window. Fixed with location reference, so we establish a specific load profile of the vehicle and the driver. 4) Method according to any one of claims 1 to 3, characterized in that for a near future time horizon, the near field sensor data of at least one driver assistance system (120) is used for predetermining predicted short-term load variations in addition to the long-time horizon 15 5 °) Method according to any one of claims 1 to 4, characterized in that from the data of the near-horizon determines the starting times and the duration of the charging and regeneration phases of the NOx oxide storage catalyst. 6. Method according to any one of claims 1 to 5, characterized in that, in order to predetermine the transient phases for the change of load, account is taken of the behavior of the gearbox and, if appropriate, of the interruptions of the traction load. , produced. 7. Process according to any one of claims 1 to 6, characterized in that from the evolution of the load with detailed load variations on the planned path, it is determined in a provisional manner and or with the detection of a path already several times traveled, adaptively, the raw emission of nitrogen oxides and thus the detailed evolution of the nitrogen oxides with the appearance of peaks of nitrogen oxides on 3024885 26 and taking into account the data of the regulating path of the reducing agent injection on the path of formation of the mixture in the exhaust gas pipe to the catalyst, the moment of injection and the amount to be injected into the path and when a certain point of the path is reached, the injection is started. Process according to one of Claims 1 to 7, characterized in that the result of the prediction is adapted by using the signals of the exhaust gas sensors (90) installed upstream and / or 10 downstream of the catalyst. Method according to one of Claims 1 to 8, characterized in that in internal combustion engines (1) which operate according to a hybrid drive concept with electric motors, in the event of a difference between the Forecasting data and current data, the power supplied by the heat engine (1) is modified with respect to the power supplied by the electric motor or the electric motor is operated as a generator. 10 °) Device, in particular control unit (101) and / or main motor control (100) for controlling an exhaust aftertreatment installation for reducing the nitrogen oxide emissions of the exhaust gases. exhausting the heat engine (1) comprising a catalyst in its exhaust gas channel (30) and in which an ammonia-giving reducing solution is dosed to reduce the nitrogen oxides, upstream of the catalyst operating as a catalyst SCR (80) according to the direction of passage of the exhaust gas (20), in the vein of the exhaust gas (20) with the aid of a dosing unit (110) or further nitrogen during a charging phase with lean exhaust gas in a catalyst operating as a nitrogen oxide storage catalyst NO ,, and which will be discharged during the next regeneration phase with rich exhaust gases to be transformed in nitrogen and water, 3024885 27 in a v engine-driven engine (1), the course data being provided by a navigation system (130) and / or at least one driving assistance system (120), characterized in that the unit (101) and / or the main motor controller (100) have interfaces (140) to the navigation system (130) and / or at least one driver assistance system (120) for providing the data of the planned path and the control unit (101) and / or the main motor control installation (100) comprise calculation units and field of characteristic memories, for carrying out the method according to one of the any of claims 1 to 9. 15
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    同族专利:
    公开号 | 公开日
    DE102014216217A1|2016-02-18|
    FR3024885B1|2018-12-07|
    CN105370353A|2016-03-02|
    CN105370353B|2019-07-16|
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    优先权:
    申请号 | 申请日 | 专利标题
    DE102014216217.3A|DE102014216217A1|2014-08-14|2014-08-14|Method and device for reducing nitrogen oxide and ammonia emissions in an exhaust aftertreatment system of an internal combustion engine during load changes|
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