US20070157599A1 - Method for operating a compression-ignition internal combustion engine - Google Patents
Method for operating a compression-ignition internal combustion engine Download PDFInfo
- Publication number
- US20070157599A1 US20070157599A1 US10/552,140 US55214004A US2007157599A1 US 20070157599 A1 US20070157599 A1 US 20070157599A1 US 55214004 A US55214004 A US 55214004A US 2007157599 A1 US2007157599 A1 US 2007157599A1
- Authority
- US
- United States
- Prior art keywords
- combustion chamber
- combustion
- gas temperature
- exhaust gas
- engine
- 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.)
- Abandoned
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 179
- 238000000034 method Methods 0.000 title claims abstract description 39
- 239000007789 gas Substances 0.000 claims abstract description 123
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 claims abstract description 96
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 47
- 239000001301 oxygen Substances 0.000 claims description 47
- 229910052760 oxygen Inorganic materials 0.000 claims description 47
- 239000000446 fuel Substances 0.000 claims description 31
- 230000005484 gravity Effects 0.000 claims description 24
- 238000011144 upstream manufacturing Methods 0.000 claims description 10
- 230000009467 reduction Effects 0.000 claims description 9
- 230000006835 compression Effects 0.000 claims description 8
- 238000007906 compression Methods 0.000 claims description 8
- 239000003638 chemical reducing agent Substances 0.000 claims description 7
- 238000002347 injection Methods 0.000 description 18
- 239000007924 injection Substances 0.000 description 18
- 230000015572 biosynthetic process Effects 0.000 description 14
- 230000003197 catalytic effect Effects 0.000 description 9
- 238000005259 measurement Methods 0.000 description 8
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 7
- 230000006698 induction Effects 0.000 description 5
- 229910021529 ammonia Inorganic materials 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 239000000567 combustion gas Substances 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229910000069 nitrogen hydride Inorganic materials 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
- F02D41/1461—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine
- F02D41/1462—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine with determination means using an estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/36—Control for minimising NOx emissions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
Definitions
- the invention relates to a method for operating a compression-ignition internal combustion engine.
- One objective in the development of new diesel internal combustion engines is to minimize the formation of exhaust gas emissions, in particular the emissions of nitrogen oxides.
- Exhaust gas recirculation is often used as a means for reducing the emission levels, with an exhaust gas recirculation rate being set as a function of the load point.
- a further drop in the nitrogen oxide emissions can be achieved by means of an SCR catalytic converter, in which the addition or metering of a reducing agent (e.g., ammonia) is implemented proportionally to the formation of nitrogen oxide in the internal combustion engine.
- a reducing agent e.g., ammonia
- the required safety devices permit only limited conversion rates in an SCR catalytic converter of this type, since the untreated nitrogen oxide emissions from the internal combustion engine can be determined only from known engine map data. Sensors for the direct measurement of the concentrations of nitrogen oxides or ammonia in the exhaust gas are still in the research stage, and the sensors which are currently available are still unreliable.
- German patent document EP 554 766 B1 discloses a method in which a metering device for an SCR catalytic converter is controlled.
- the knowledge of the untreated nitrogen oxide emission levels which is required for this purpose is obtained by using engine map data, which provide a relatively inaccurate description of the engine emission as a function of engine parameters.
- the untreated nitrogen oxide emission level is known only approximately, considerable safety margins have to be built in to avoid a breakthrough of ammonia downstream of the catalytic converter. Consequently, the conversion rate in the catalytic converter achieved is low, at up to approximately 70%.
- German patent document DE 100 43 383 C2 also discloses a method for determining the nitrogen oxide content in exhaust gases from internal combustion engines, in which the air mass fed to the internal combustion engine is recorded, with the combustion center of gravity being determined from at least one current measured value for the engine operation.
- the untreated NOx emissions are calculated from the value for the position of the combustion center of gravity and the values for the recorded fuel quantity and air mass.
- the parallel determination of air mass, fuel mass and recirculated exhaust gas mass is especially costly.
- the combustion center of gravity uses the first law of thermodynamics to describe the state in the combustion chamber in which 50% of the fuel energy introduced has been converted.
- the position of the center of gravity is the associated crank angle position (i.e., a crank angle position of the piston) at which 50% of the quantity of fuel participating in the combustion has been converted into heat.
- the method according to the invention is distinguished by the fact that a mean gas temperature in the cylinder is determined during a combustion operation in the combustion chamber, so that the untreated nitrogen oxide emission level from the internal combustion engine is determined from a maximum value for the mean gas temperature in the combustion chamber and/or from a position of the maximum value for the mean gas temperature.
- the untreated nitrogen oxide emission level (NOx emission) formed in the compression-ignition internal combustion engine is directly related to the maximum value for the mean gas temperature in the cylinder. Accordingly, the engine parameters are set in such a manner that a defined maximum value is set during combustion or a predetermined maximum value is not exceeded. This allows simplified determination of the NOx emissions, in which the cost of measurement technology is reduced.
- the method according to the invention is also distinguished by the fact that a mean gas temperature in the cylinder is determined in the combustion chamber, and the untreated nitrogen oxide emission level from the internal combustion engine is determined from a value for a mean gas temperature when the intake valve is closed and/or a value for a final compression temperature in the combustion chamber.
- the untreated NOx emission level formed in the compression-ignition internal combustion engine is directly related to the value for the mean gas temperature which is determined prior to commencement of the combustion, at the instant at which the intake valve closes and/or at the end of compression.
- the mean gas temperature is determined in a defined crank angle range. It is preferable to select a crank angle range in which the mean gas temperature in the cylinder has a virtually linear profile. This achieves accurate determination of the NOx emissions, since evaluation in a narrow crank angle range is reliable and less complex. Consequently, the outlay on measurement technology can be reduced.
- a quantity of a reducing agent for the downstream exhaust gas aftertreatment system is determined from the untreated nitrogen oxide emission level which has been determined. Accordingly, the exhaust gas aftertreatment is optimized and, by way of example, a metered quantity for an SCR catalytic converter is varied.
- the metered quantity of fuel is injected into the combustion chamber in such a manner that a predetermined gradient of the mean gas temperature in the combustion chamber and/or a predetermined position of the maximum value for the mean gas temperature is established in the combustion chamber. Consequently, the mean gas temperature can be altered in such a manner that according to the invention the formation of the NOx emissions takes place at a minimal level or is as far as possible minimized. In this case, a predetermined rise in the gas temperature per unit time or a predetermined position of the maximum value is set. Accordingly, a predetermined maximum temperature value for the mean gas temperature, at which the formation of NOx emissions rises, cannot be exceeded.
- the metered quantity of fuel is injected into the combustion chamber in such a manner that a combustion center of gravity is at a defined crank angle position. In this case, increased formation of NOx can be avoided.
- an exhaust gas recirculation quantity for setting a defined oxygen concentration in the combustion chamber is set as a function of a combustion center of gravity.
- the required exhaust gas recirculation rate is calculated from the determined untreated NOx emission level from the internal combustion engine, and the exhaust gas recirculation is adjusted until a defined oxygen concentration results in the combustion chamber.
- a drop in the oxygen concentration which is required for nitrogen oxide reduction is calculated from the calculated untreated nitrogen oxide emission level, so that an exhaust gas recirculation device is set in such a manner that after combustion air has been mixed with recirculated exhaust gas, a defined oxygen concentration is produced in a cylinder charge upstream of or in the combustion chamber.
- an exhaust gas recirculation device is set in such a manner that after combustion air has been mixed with recirculated exhaust gas, a defined oxygen concentration is produced in a cylinder charge upstream of or in the combustion chamber.
- desired values for the oxygen concentration to be stored in an engine map of the internal combustion engine in the engine control device.
- the oxygen concentration of the combustion air before it enters the combustion chamber is measured by means of an oxygen sensor, and a defined oxygen concentration of the combustion air upstream of or in the combustion chamber is set by means of the exhaust gas recirculation device as a function of the measured concentration.
- the use of the oxygen sensor brings about targeted and rapid control of the internal combustion engine to lower the formation of untreated NOx emissions at the respective load point.
- FIG. 1 shows a cross section through a cylinder of a direct injection compression-ignition internal combustion engine
- FIG. 3 is a schematic diagram of a gradient for the mean gas temperature of the internal combustion engine shown in FIG. 1 as a function of the NOx emission;
- FIG. 6 diagrammatically depicts the maxima for mean gas temperature in the combustion chamber as a function of the current untreated NOx emission level from an internal combustion engine as shown in FIG. 1 ;
- FIG. 7 diagrammatically depicts the curve of an NOx reduction rate as a function of an exhaust gas recirculation rate
- FIG. 8 diagrammatically depicts the curve of an NOx reduction rate as a function of an oxygen concentration in the combustion air of an internal combustion engine as shown in FIG. 1 .
- FIG. 1 illustrates a cross section through a cylinder block 1 of a compression-ignition internal combustion engine with direct injection.
- a piston 12 is guided displaceably in a cylinder 2 , and the top side of this piston, together with a cylinder head 13 , delimits a combustion chamber 11 .
- An intake valve 14 and an exhaust valve 17 are arranged in the cylinder head 13 , with the combustion air which is required being fed to the combustion chamber 11 through the intake valve 14 via an induction pipe 15 . It is preferable for the respective air mass to be recorded by an air mass measuring device 16 , which is connected to an engine control device 6 via a line 22 .
- Combustion gases pass through the exhaust valve 17 into an exhaust pipe 18 , which leads to an exhaust gas aftertreatment device (not shown in the drawing).
- This exhaust gas aftertreatment device in particular includes an SCR catalytic converter for effectively lowering the NOx emission levels.
- an exhaust gas recirculation line 19 which branches off from the exhaust pipe 18 serves to recirculate combustion gases into the induction pipe 15 .
- a flow meter 20 for recording the flow of exhaust gas which is recirculated, and setting the quantity of exhaust gas which is recirculated, is located in this exhaust gas recirculation line 19 . The recorded quantity of recirculated exhaust gas is transmitted to the engine control device 6 via a line 21 .
- an oxygen concentration of the combustion air fed into the combustion chamber 11 is recorded by means of an oxygen sensor 29 , which is preferably arranged in the induction pipe upstream of the intake valve 14 and is preferably connected to the engine control device 6 via a line 30 .
- an oxygen sensor 29 a is arranged in the exhaust pipe 18 or in the exhaust gas recirculation line 19 .
- a range of this type may, for example, be selected to be between 0° CA and 30° CA after top dead center.
- a current nitrogen oxide emission from the internal combustion engine is determined.
- the mean gas temperature is usually determined from the pressure profile of the combustion.
- FIG. 3 illustrates this state of affairs based on the example of a change in the start of injection of fuel in the early direction (i.e., the fuel is injected into the combustion chamber at an earlier stage, so that with a higher temperature gradient achieved, the NOx emission is increased). If the fuel injection is implemented so that the resulting temperature gradient decreases, a drop in the NOx emission in accordance with FIG. 2 is expected. Consequently, the untreated nitrogen oxide emissions from the internal combustion engine can be determined from a value and/or a profile of the gradient for the mean gas temperature or from a maximum value for the mean gas temperature in the combustion chamber 11 . Alternatively, in accordance with FIG. 4 and FIG.
- a mean gas temperature T ES to determine the NOx emission, which is determined at the instant at which the intake valve is closed.
- a mean gas temperature T KE which is determined at the end of the compression phase of the internal combustion engine, can likewise be taken into account for determining the NOx emission as shown in FIG. 5 . According to the invention, this has produced very good correlations with nitrogen oxide emissions from the engine. Consequently, both signals can be used for additional determination of the NOx emission or as a plausibility check.
- the efficiency of the compression-ignition internal combustion engine is likewise directly related to the position of the combustion center of gravity. Therefore, the engine parameters (in particular the fuel injection parameters, such as injection point, duration of injection and injection cycle) are set in such a manner that the optimum position of the center of gravity is present during the respective combustion or during each combustion.
- the optimum position of the combustion or the desired combustion center of gravity can be determined for the respective internal combustion engine, for example in an engine test bench. This desired value is then stored in the engine control device 6 for the respective internal combustion engine.
- the center of gravity position can be set or the current value can be adapted to the desired value by varying the start of compression ignition and/or by varying the fuel injection.
- the untreated NOx emission level which has been determined from the internal combustion engine is used for the desired NOx reduction required, and the required oxygen concentration in the charge mass or the combustion air is determined from this information in accordance with FIG. 8 . Accordingly, the exhaust gas recirculation quantity is controlled in such a manner that a defined oxygen concentration is established in the intake port 15 or in the combustion chamber 11 .
- a desired value for an oxygen concentration is preferably stored in the engine control device 6 as a constant value or in engine maps. In this way, the NOx emission formed in the combustion chamber is reduced, and the exhaust gas aftertreatment provided for this purpose is optimized, so that in a downstream SCR catalytic converter, by way of example, the supply of a quantity of NH 3 can be implemented optimally with the aid of the present invention.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10316112.0 | 2003-04-09 | ||
| DE10316112A DE10316112A1 (de) | 2003-04-09 | 2003-04-09 | Verfahren zum Betrieb einer Brennkraftmaschine mit Selbstzündung |
| PCT/EP2004/001518 WO2004090311A1 (fr) | 2003-04-09 | 2004-02-18 | Procede pour faire fonctionner un moteur a combustion interne a auto-allumage |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| US20070157599A1 true US20070157599A1 (en) | 2007-07-12 |
Family
ID=33038937
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| US10/552,140 Abandoned US20070157599A1 (en) | 2003-04-09 | 2004-02-18 | Method for operating a compression-ignition internal combustion engine |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US20070157599A1 (fr) |
| EP (1) | EP1611334B1 (fr) |
| JP (1) | JP2006522888A (fr) |
| DE (1) | DE10316112A1 (fr) |
| WO (1) | WO2004090311A1 (fr) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20090182483A1 (en) * | 2008-01-15 | 2009-07-16 | Axel Loeffler | Method and device for controlling a self-igniting internal combustion engine |
| US20100095929A1 (en) * | 2006-12-27 | 2010-04-22 | Hong Zhang | Method and device for controlling an internal combustion engine |
| CN114508430A (zh) * | 2020-11-14 | 2022-05-17 | Fev集团有限责任公司 | 用于控制用于内燃机的氢气的喷入量的控制设备 |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ITMI20050601A1 (it) * | 2005-04-11 | 2006-10-12 | Iveco Spa | Metodo e sistema di controllo per un motore dotato di impianto scr |
| DE102005058820B4 (de) * | 2005-12-09 | 2016-11-17 | Daimler Ag | Verfahren zur Regelung einer Brennkraftmaschine, insbesondere einer selbstzündenden Brennkraftmaschine |
| DE102007019649A1 (de) | 2007-04-26 | 2008-10-30 | Daimler Ag | Verfahren zum Betreiben einer Brennkraftmaschine |
| DE102008004214B4 (de) * | 2008-01-14 | 2017-07-13 | Robert Bosch Gmbh | Verfahren zur Bestimmung der NOx-Emission einer Brennkraftmaschine mit Abgasrückführung |
| DE102009021793B4 (de) | 2009-05-18 | 2020-08-06 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Verfahren zum Bestimmen der Stickoxidemission im Brennraum eines Dieselmotors |
| DE102010046491B4 (de) | 2010-09-24 | 2022-05-05 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Verfahren zum Bestimmen einer Schadstoffemission im Brennraum eines Dieselmotors |
| FR2999648B1 (fr) * | 2012-12-18 | 2017-12-01 | Continental Automotive France | Procede de determination de la concentration en oxydes d'azote a la sortie d'un moteur a combustion interne |
| US10508606B2 (en) * | 2014-10-22 | 2019-12-17 | Ge Global Sourcing Llc | Method and systems for airflow control |
| DE102015216303B3 (de) * | 2015-08-26 | 2016-09-29 | Ford Global Technologies, Llc | Korrektur einer eingespritzten Brennstoffmenge |
| KR102110626B1 (ko) * | 2015-12-18 | 2020-05-14 | 한국조선해양 주식회사 | 이원 연료 엔진의 저부하 운전 시스템 및 이를 이용한 저부하 운전 방법 |
| JP6992561B2 (ja) * | 2018-02-06 | 2022-01-13 | 株式会社デンソー | 燃料噴射制御装置 |
| DK180561B1 (en) * | 2020-03-06 | 2021-06-24 | Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland | An internal combustion engine configured for determining specific emissions and a method for determining specific emissions of an internal combustion engine |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4621603A (en) * | 1985-10-29 | 1986-11-11 | General Motors Corporation | Engine combustion control with fuel balancing by pressure ratio management |
| US4823760A (en) * | 1987-05-21 | 1989-04-25 | Mitsubishi Denki Kabushiki Kaisha | Internal combustion engine controlling apparatus |
| US20010002587A1 (en) * | 1997-09-23 | 2001-06-07 | Klaus Walter | Method for evaluating the march of pressure in a combustion chamber |
| US6425372B1 (en) * | 2001-08-30 | 2002-07-30 | Caterpillar Inc. | Method of controlling generation of nitrogen oxides in an internal combustion engine |
| US20020112469A1 (en) * | 2000-12-25 | 2002-08-22 | Mitsubishi Denki Kabushiki Kaisha | Device for controlling an internal combustion engine |
| US20030034018A1 (en) * | 2001-08-20 | 2003-02-20 | Baldwin Darryl D. | Method and apparatus configured to maintain a desired engine emissions level |
| US6826471B2 (en) * | 2000-09-02 | 2004-11-30 | Daimlerchrysler Ag | Method for determining nitrogen oxide content in internal combustion engine exhaust gases containing oxygen |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4887574A (en) * | 1987-04-21 | 1989-12-19 | Hitachi, Ltd. | Control apparatus for internal combustion engines |
| DE4203219A1 (de) | 1992-02-05 | 1993-08-12 | Basf Ag | Verfahren zur stickoxidminderung in abgasen durch gesteuerte nh(pfeil abwaerts)3(pfeil abwaerts)-zugabe |
| DE4406743C1 (de) * | 1994-03-02 | 1995-02-16 | Man Nutzfahrzeuge Ag | Verfahren zur Minimierung der Stichoxidbildung bei luftverdichtenden, aufgeladenen Brennkraftmaschinen |
| DE19734494C1 (de) | 1997-08-08 | 1998-10-08 | Daimler Benz Ag | Verfahren zum Betrieb einer Brennkraftmaschine |
| DE19754354C1 (de) * | 1997-12-08 | 1999-07-01 | Man B & W Diesel Ag | Diesel-Gasmotor |
| DE10148663A1 (de) * | 2001-10-02 | 2003-04-10 | Daimler Chrysler Ag | Abgasreinigungsanlage einer Brennkraftmaschine |
-
2003
- 2003-04-09 DE DE10316112A patent/DE10316112A1/de not_active Withdrawn
-
2004
- 2004-02-18 JP JP2006504431A patent/JP2006522888A/ja active Pending
- 2004-02-18 EP EP04711992A patent/EP1611334B1/fr not_active Expired - Lifetime
- 2004-02-18 US US10/552,140 patent/US20070157599A1/en not_active Abandoned
- 2004-02-18 WO PCT/EP2004/001518 patent/WO2004090311A1/fr not_active Ceased
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4621603A (en) * | 1985-10-29 | 1986-11-11 | General Motors Corporation | Engine combustion control with fuel balancing by pressure ratio management |
| US4823760A (en) * | 1987-05-21 | 1989-04-25 | Mitsubishi Denki Kabushiki Kaisha | Internal combustion engine controlling apparatus |
| US20010002587A1 (en) * | 1997-09-23 | 2001-06-07 | Klaus Walter | Method for evaluating the march of pressure in a combustion chamber |
| US6826471B2 (en) * | 2000-09-02 | 2004-11-30 | Daimlerchrysler Ag | Method for determining nitrogen oxide content in internal combustion engine exhaust gases containing oxygen |
| US20020112469A1 (en) * | 2000-12-25 | 2002-08-22 | Mitsubishi Denki Kabushiki Kaisha | Device for controlling an internal combustion engine |
| US20030034018A1 (en) * | 2001-08-20 | 2003-02-20 | Baldwin Darryl D. | Method and apparatus configured to maintain a desired engine emissions level |
| US6425372B1 (en) * | 2001-08-30 | 2002-07-30 | Caterpillar Inc. | Method of controlling generation of nitrogen oxides in an internal combustion engine |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20100095929A1 (en) * | 2006-12-27 | 2010-04-22 | Hong Zhang | Method and device for controlling an internal combustion engine |
| US8170776B2 (en) * | 2006-12-27 | 2012-05-01 | Continental Automotive Gmbh | Method and device for controlling an internal combustion engine |
| US20090182483A1 (en) * | 2008-01-15 | 2009-07-16 | Axel Loeffler | Method and device for controlling a self-igniting internal combustion engine |
| US7761219B2 (en) * | 2008-01-15 | 2010-07-20 | Robert Bosch Gmbh | Method and device for controlling a self-igniting internal combustion engine |
| CN114508430A (zh) * | 2020-11-14 | 2022-05-17 | Fev集团有限责任公司 | 用于控制用于内燃机的氢气的喷入量的控制设备 |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2006522888A (ja) | 2006-10-05 |
| EP1611334A1 (fr) | 2006-01-04 |
| EP1611334B1 (fr) | 2008-05-14 |
| DE10316112A1 (de) | 2004-10-28 |
| WO2004090311A1 (fr) | 2004-10-21 |
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