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WO2010052055A1 - Moteur à combustion interne avec turbocompresseur et catalyseur d'oxydation - Google Patents

Moteur à combustion interne avec turbocompresseur et catalyseur d'oxydation Download PDF

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Publication number
WO2010052055A1
WO2010052055A1 PCT/EP2009/061842 EP2009061842W WO2010052055A1 WO 2010052055 A1 WO2010052055 A1 WO 2010052055A1 EP 2009061842 W EP2009061842 W EP 2009061842W WO 2010052055 A1 WO2010052055 A1 WO 2010052055A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
turbine
oxidation catalyst
denitrification device
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.)
Ceased
Application number
PCT/EP2009/061842
Other languages
German (de)
English (en)
Inventor
Thorsten Raatz
Roderich Otte
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2010052055A1 publication Critical patent/WO2010052055A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents using means for controlling, e.g. purging, the absorbents or adsorbents
    • 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
    • F01N3/20—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 specially adapted for catalytic conversion
    • F01N3/2053—By-passing catalytic reactors, e.g. to prevent overheating
    • 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
    • F01N3/20—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 specially adapted for catalytic conversion
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/2073—Means for generating a reducing substance from the exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps 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
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the exhaust apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/06—Arrangement of the exhaust apparatus relative to the turbine of a turbocharger
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an internal combustion engine of a motor vehicle with a
  • Exhaust system having at least one first turbine of at least one turbocharger for charging the internal combustion engine and at least one, first oxidation catalyst.
  • a nitrogen oxide storage catalyst stores nitrogen oxides during lean operation, that is, for ⁇ > 1, and is regularly regenerated in the presence of fuel surplus to always ensure a sufficient storage capacity. During regeneration, nitrogen oxides are released, which react with unburned fuel or carbon monoxide to form nitrogen, carbon dioxide and / or water. If the storage capacity is exceeded, the nitrogen oxides pass the nitrogen oxide storage catalyst and are expelled from the vehicle as pollutants.
  • the nitrogen oxide storage catalytic converters operate in a temperature range of the exhaust gases from approximately 250 to 500 0 C. The fact that motor efficiency continued to improve and temperatures ren of the exhaust gas to be reduced further and further, a low-temperature activity of the nitrogen oxide storage catalytic converters is very relevant.
  • Denitration of exhaust gas by means of a system based on selective catalytic reduction requires the addition of ammonia (NH 3 ) or precursors for the formation of ammonia, which are introduced into the exhaust gas.
  • the ammonia reacts via different reaction paths with the nitrogen oxides. It can come to the standard reaction with nitrogen monoxide and oxygen, a slow reaction with nitrogen dioxide or for rapid reaction with nitrogen monoxide and nitrogen dioxide.
  • SCR catalysts generally operate in a temperature range of about 230 to 450 ° C. Especially nitrogen dioxide can be reacted even at temperatures below 230 0 C. If the SCR catalyst is preceded by an oxidation catalyst, a proportion of nitrogen dioxide in the inlet of the SCR catalyst increases, which increases the low-temperature activity of the SCR catalyst.
  • the effectiveness of the mentioned denitrification processes are influenced by the temperature of the exhaust gas.
  • a denitrification device (DeNO x system) as well as the oxidation catalyst, must be brought quickly to an operating temperature so that in a short driving cycle, such as a short certification driving cycle (new European driving cycle NEDC) sufficient Automatkonvert istsphasen Denitrification can be achieved.
  • the temperature of the exhaust gas at the denitrification device depends mainly on the type of internal combustion engine and on a structural design of the exhaust system. Charging systems, such as two-stage turbochargers, allow high engine specific engine performance, but elude the engine
  • Exhaust usually has more heat than, for example, a single-stage turbocharger.
  • the heat flow required for heating the exhaust aftertreatment system in the warm-up phase is reduced, and on the other hand, the inlet temperatures for the exhaust gas aftertreatment are reduced.
  • What is needed is a device which achieves an increase in exhaust gas temperatures in the exhaust aftertreatment and thus an improvement of pollutant conversion rates.
  • the first oxidation catalytic converter to be arranged upstream of the turbine and for the exhaust gas system to have at least one denitrification device, which is arranged in terms of flow after the first oxidation catalytic converter.
  • Oxidation catalyst is achieved that this is located near the combustion chambers - cylinder - the internal combustion engine is placed and is supplied with exhaust gas, which has a high exhaust gas temperature, whereby the oxidation catalyst is heated very quickly to its operating temperature.
  • exhaust gas which has a high exhaust gas temperature
  • an exhaust gas aftertreatment by the oxidation catalyst is carried out very quickly effectively and is very effective even at low load and / or speed of the internal combustion engine and / or despite high engine efficiencies.
  • the use of the denitrification device (DeNOx system) in the exhaust system means that nitrogen oxides in the exhaust gas are reduced by denitrification.
  • the application of the first oxidation catalyst before the denitrification device further leads to the advantage that a nitrogen dioxide concentration within the exhaust gas is increased towards the denitrification device, which improves denitrification during a part-load operation of the internal combustion engine.
  • the denitrification device is arranged in terms of flow before or after the turbine. Due to its mass, the turbine acts as a heat sink, which reduces the exhaust gas temperature. This is the case in particular in the instationary mode of the internal combustion engine.
  • the denitrification device By arranging the denitrification device in front of the turbine, it is achieved that the denitrification device is exposed to a high exhaust gas temperature in the same way as the first oxidation catalyst and thereby reaches its operating temperature very rapidly, whereby emissions of the internal combustion engine can be effectively reduced rapidly. Further, urea evaporation for ammonia generation in the denitrification apparatus is enhanced by higher exhaust gas temperatures (eg, Ad Blue evaporation). Particularly advantageous is the arrangement of the denitrification between the first oxidation catalyst and the turbine, since the Denitrtechnischsvoriques earlier reaches its operating temperature at a cold start of the engine and also in an operation of the internal combustion engine at low loads a very good exhaust aftertreatment takes place. An arrangement of the denitrification device downstream of the turbine results in the denitrification device being heated more slowly, thus counteracting aging of the denitrification device.
  • a second oxidation catalyst is provided.
  • the second oxidation catalyst is preferably arranged after the first oxidation catalyst and leads to a particularly good exhaust aftertreatment, which is characterized by low emissions when the exhaust gas is discharged.
  • the second oxidation catalyst is required to achieve as complete as possible a hydrocarbon hydrocarbon monoxide oxidation.
  • the second oxidation catalytic converter provision is made for the second oxidation catalytic converter to be arranged downstream of the turbine. Due to this arrangement, the second oxidation catalyst is protected from rapid aging. According to a development of the invention, it is provided that the second oxidation catalyst is arranged in terms of flow before or after the denitrification device. In particular, the arrangement according to the denitrification device is advantageous, since a possible ammonia slip, that is to say ammonia, which emerges from the denitrification device can be reacted at the second oxidation catalyst.
  • the first and / or second oxidation catalyst is a three-way catalyst.
  • This is advantageous in particular when the otherwise lean-running internal combustion engine is operated with a higher fuel content, stoichiometric.
  • the use of the three-way catalyst leads to an exhaust aftertreatment, which can implement both nitrogen oxides and hydrocarbons and carbon monoxide.
  • the exhaust system has a particle filter which, in terms of flow technology, is arranged as the last member within the exhaust system.
  • components are understood to mean particulate filters, denitrification devices, oxidation catalysts and turbines. Structural elements do not refer to exhaust-gas-conducting systems such as exhaust pipes and exhaust gas heads.
  • the use of the particulate filter is preferably provided in diesel internal combustion engines.
  • a bypass is provided.
  • the bypass allows exhaust gas to bypass at least one of the members.
  • the corresponding members are loaded less and thus aging of the members is prevented.
  • a pressure within the exhaust system can be reduced.
  • the bypass is fluidically connected in parallel to the first oxidation catalyst.
  • the bypass is fluidically connected in parallel to the series connection of oxidation catalyst and denitrification device.
  • the bypass has a controllable valve.
  • the controllable valve is preferably designed so that it can be at least partially opened and partially closed depending on the need.
  • controlling the valve preferably by controlling the exhaust gas flow controlled by the valve, by means of the valve is made possible to keep pressure losses in the exhaust system at a rated power and / or a temperature load of the members low. This is especially the case when the particulate filter is present and this is to be regenerated. In this way it is achieved that the aging of the members is further reduced and thus there is a component protection for the members.
  • it is provided to completely open the bypass during a full-load operation of the internal combustion engine in order to prevent aging of the structural members and to effect component protection.
  • the turbocharger is a two-stage turbocharger with the first turbine and a second turbine.
  • the two-stage turbocharger By using the two-stage turbocharger, additional heat is extracted from the exhaust gas in the second turbine, which further reduces the exhaust gas temperature. Therefore, an arrangement of the oxidation catalyst and preferably also the denitrification device before the turbine is particularly useful. In this way, they can still be brought very quickly to an operating temperature, resulting in the advantages described above.
  • the second turbine of the first turbine is downstream of flow.
  • the first turbine is a high-pressure turbine and the second turbine is a low-pressure turbine.
  • the bypass is fluidically connected in parallel to the series connection of oxidation catalyst, denitrification device and the first turbine. In this way it is achieved that exhaust gas with a high exhaust gas temperature can be forwarded to the turbine downstream components, if necessary, while maintaining at least part of the power of the turbocharger. This procedure is particularly advantageous for regeneration of the particulate filter. If it is provided that the Denitrtechnischsvoriques is arranged fluidically after the high-pressure turbine and behind the bypass line can through
  • the invention relates to a method for operating an internal combustion engine of a motor vehicle, in particular according to the preceding description, with an exhaust system for guiding exhaust gas having at least a first turbine at least one turbocharger for charging the internal combustion engine and at least one first oxidation catalyst, wherein the exhaust first flows through the oxidation catalyst and then the first turbine and a denitrification device.
  • an exhaust system for guiding exhaust gas having at least a first turbine at least one turbocharger for charging the internal combustion engine and at least one first oxidation catalyst, wherein the exhaust first flows through the oxidation catalyst and then the first turbine and a denitrification device.
  • the method according to the invention it is provided that at high load, in particular full load of the internal combustion engine, at least a portion of the exhaust gas of the internal combustion engine at least on Oxidationskataly- or on the oxidation catalyst and the denitrification or oxidation catalyst, a denitrification and at the first Turbine is bypassed.
  • a denitrification and at the first Turbine is bypassed.
  • a nitrogen oxide conversion in the de-nitrification device a nitrogen dioxide to nitrogen monoxide ratio in the exhaust gas, is achieved by at least partial bypassing of the exhaust gas
  • Denitrification a temperature of Denitrtechnischsvortechnisch and / or a temperature of the oxidation catalyst is / are regulated.
  • the possibility of which of the variables mentioned is regulated depends on which components of the exhaust system the exhaust gas is conducted past. Furthermore, a corresponding sensing is necessary for a control and the control can be advantageously carried out by a control unit, in particular engine control unit.
  • FIG. 1 shows an internal combustion engine with an exhaust system in a first embodiment
  • FIG 3 shows an internal combustion engine with an exhaust system in a third embodiment.
  • the internal combustion engine 1 shows an internal combustion engine 1 of a motor vehicle, not shown, with an exhaust system 2 in a first embodiment 3, which has a turbocharger 4 with a turbine 5. Furthermore, the internal combustion engine 1 has an air intake system 6.
  • the air intake system 6 has an air intake 7, which via a pipe 8 air to a first compressor 9 of the
  • Turbocharger 4 leads, the compressor 9 via a shaft 9 'with the turbine fifth connected is.
  • the air is further brought via a pipe 10 in air ducts 1 1.
  • the air ducts 1 1 lead to cylinders 12 of the internal combustion engine 1, from which exhaust gas is passed into the exhaust manifold 13 and thus into the exhaust system 2.
  • an exhaust gas recirculation 14 which leads exhaust gas from the exhaust manifolds 13 via a pipeline 15 to a cooling element 16 and further via a pipeline 17 to a recirculation valve 18.
  • After the return valve 18 recirculated exhaust gas is brought via a pipe 19 into the pipe 10.
  • the exhaust gas recirculation 14 serves to introduce exhaust gas into the air of the pipeline 10 in order to influence the combustion process and thus to reduce the nitrogen oxide emissions.
  • Exhaust manifolds 13 extends a pipeline 20 to a first Oxidationskata- ysator 21st From the first oxidation catalytic converter 21, a pipeline 22 extends to a denitrification device 23, which is fluidically connected to the turbine 5 via a pipeline 24. Via a pipe 25, the exhaust gas from the turbine 5 is passed to a second oxidation catalyst 26, which is connected via a further pipe 27 with a particulate filter 28. The particulate filter 28 discharges the exhaust gas via a pipe 29 and an exhaust gas outlet 30.
  • a bypass 31 begins, which opens into the pipe 24.
  • the bypass 31 has a controllable valve 32, which can change an exhaust gas quantity passed through the bypass 31.
  • the first oxidation catalytic converter 21, the denitrification device 23, the first turbine 5, the second oxidation catalytic converter 26 and the particle filter 28 are considered here.
  • the illustrated in Figure 1 first embodiment 3 of the exhaust system 2 makes it possible, at least partially pass the exhaust gas to the first oxidation catalyst 21 and the denitrification device 23 via the bypass 31.
  • This allows the particulate filter 28 to be exposed to very high exhaust gas temperatures without unnecessarily heating the first oxidation catalyst 21 and the denitrification device 23.
  • aging of the first oxidation catalyst 21 and the denitrification device 23 is prevented.
  • the valve 32 is fully opened so that as much exhaust gas as possible is conducted past the first oxidation catalyst 21 and the denitrification device 23 in order to obtain component protection by avoiding unnecessary aging of the relevant members 33 becomes.
  • FIG. 2 shows the internal combustion engine 1 of FIG. 1 with all its features.
  • FIG. 2 differs from FIG. 1 in that the exhaust system 2 is present in a second embodiment 34.
  • the denitrification device 23 is arranged downstream of the turbine 5.
  • the first oxidation catalyst 21 is connected directly to the pipeline 24, whereas the pipeline 25 leads into the denitrification device 23, which is connected to the second oxidation catalyst 26 via an additional pipeline 35.
  • the pipe 22 is completely eliminated with respect to FIG.
  • the bypass 31 also extends from the pipe 20 to the pipe 24, whereby the exhaust gas at the first
  • Oxidation catalyst 21 is bypassed.
  • the amount of bypassed exhaust gas is controlled or regulated via the valve 32.
  • a nitrogen dioxide to nitrogen monoxide ratio in the exhaust gas can be controlled by, as continuously as possible, exhaust gas is bypassed via the bypass 31 to the oxidation catalyst 21. In this way, it is possible to optimize a nitrogen oxide (NO x ) conversion in the denitrification device 23.
  • FIG. 3 shows the internal combustion engine 1 with the exhaust system 2 in a third embodiment 35.
  • the internal combustion engine 1 in FIG. 3 has all the features of FIG. In contrast to Figure 1, the turbocharger 4, the first
  • Turbine 5 and a second turbine 36 The first turbine 5 is used as a high- pressure turbine 37 formed, whereas the second turbine 36 is formed as a low-pressure turbine 38. Further differences arise as follows.
  • the pipeline 8 extends to a compressor 39 of the second turbine 36, which leads compressed air via a pipeline 40 to the compressor 9 of the turbocharger 4.
  • the turbocharger 4 is formed as a two-stage turbocharger 40.
  • Compressor 9 is operatively connected to the turbine 5 via the shaft 9 ', and the compressor 39 is connected to the turbine 36 via a shaft 43.
  • the third embodiment 35 of the exhaust system 2 starts with the exhaust manifolds 13 and passes via the pipe 20 to the first oxidation catalyst 21 and on via the pipe 22 to the denitrification device 23. From the denitrification device 23 extends a pipe 44, which leads to the first turbine 5.
  • the first turbine 5 is connected via a pipe 45 to the second turbine 36, which is followed by the pipe 25.
  • the further course of the third embodiment 35 of the exhaust system 2 to the exhaust outlet 30 corresponds to that of Figure 1.
  • the bypass 31 begins in the pipe 20 and opens into the pipe 45, so that the exhaust gas to the oxidation catalyst 21, the denitrification 43 and the first turbine 5 can be passed around. Via the valve 32 it is possible to set the amount of exhaust gas which is to be bypassed.
  • the third embodiment 35 of the exhaust system 2 shown makes it possible to bypass the first turbine 5, the high-pressure turbine 37, in addition to the already mentioned advantages with respect to rapid achievement of the operating temperatures and component protection against aging. This is advantageous when high loads are present on the internal combustion engine 1, so that the high-pressure turbine 5 of the turbocharger
  • Embodiment 35 allows the particulate filter 28 to be subjected to high exhaust gas temperatures for regeneration without exposing the denitrification device 23 to thermal stresses.

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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)

Abstract

L'invention concerne un moteur à combustion interne (1) d'un véhicule automobile, avec une installation de gaz d'échappement (2) qui présente au moins une première turbine (5) d'au moins un turbocompresseur (4) pour suralimenter le moteur à combustion interne (1), et au moins un premier catalyseur d'oxydation (21). Conformément à l'invention, le premier catalyseur d'oxydation (21) est disposé du point de vue de la technique des fluides avant la turbine (5) et l'installation de gaz d'échappement (2) présente au moins un dispositif de dénitruration (23) qui est disposé du point de vue de la technique des fluides après le premier catalyseur d'oxydation (21). L'invention concerne en outre un procédé correspondant.
PCT/EP2009/061842 2008-11-05 2009-09-14 Moteur à combustion interne avec turbocompresseur et catalyseur d'oxydation Ceased WO2010052055A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008043487A DE102008043487A1 (de) 2008-11-05 2008-11-05 Brennkraftmaschine mit Turbolader und Oxidationskatalysator
DE102008043487.6 2008-11-05

Publications (1)

Publication Number Publication Date
WO2010052055A1 true WO2010052055A1 (fr) 2010-05-14

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PCT/EP2009/061842 Ceased WO2010052055A1 (fr) 2008-11-05 2009-09-14 Moteur à combustion interne avec turbocompresseur et catalyseur d'oxydation

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DE (1) DE102008043487A1 (fr)
WO (1) WO2010052055A1 (fr)

Cited By (12)

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Publication number Priority date Publication date Assignee Title
US20100154411A1 (en) * 2007-07-13 2010-06-24 Emitec Gesellschaft For Emissionstechnologie Mbh Exhaust-Gas Aftertreatment System Upstream of a Turbocharger, Method for Purifying Exhaust Gas and Vehicle Having the System
US20120260627A1 (en) * 2011-04-15 2012-10-18 GM Global Technology Operations LLC Internal combustion engine with emission treatment interposed between two expansion phases
WO2013160530A1 (fr) 2012-04-27 2013-10-31 Wärtsilä Finland Oy Moteur à combustion interne et procédé permettant de commander le fonctionnement de ce dernier
WO2014090517A1 (fr) * 2012-12-11 2014-06-19 Fev Gmbh Système de propulsion hybride pour véhicule
WO2015071540A1 (fr) * 2013-11-18 2015-05-21 Wärtsilä Finland Oy Agencement permettant de traiter les gaz d'échappement dans un moteur à combustion interne du type turbocompressé et procédé de fonctionnement d'un moteur à combustion interne du type turbocompressé
EP3639919A1 (fr) 2018-10-18 2020-04-22 Umicore Ag & Co. Kg Système de purification de gaz d'échappement pour moteur essence
EP3639920A1 (fr) 2018-10-18 2020-04-22 Umicore Ag & Co. Kg Système de purification de gaz d'échappement pour moteur essence
EP3639909A1 (fr) 2018-10-18 2020-04-22 Umicore Ag & Co. Kg Système de purification de gaz d'échappement pour moteur essence
EP3639922A1 (fr) 2018-10-18 2020-04-22 Umicore Ag & Co. Kg Système de purification de gaz d'échappement pour moteur essence
EP3639907A1 (fr) 2018-10-18 2020-04-22 Umicore Ag & Co. Kg Système de purification de gaz d'échappement pour un moteur à essence
EP3639921A1 (fr) 2018-10-18 2020-04-22 Umicore Ag & Co. Kg Système de purification de gaz d'échappement pour moteur essence
EP3639908A1 (fr) 2018-10-18 2020-04-22 Umicore Ag & Co. Kg Système de purification de gaz d'échappement pour moteur essence

Families Citing this family (1)

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Publication number Priority date Publication date Assignee Title
DE102012222107A1 (de) 2012-12-03 2014-06-05 Robert Bosch Gmbh Verfahren zum Steuern einer Abgasrückführung

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WO2013160530A1 (fr) 2012-04-27 2013-10-31 Wärtsilä Finland Oy Moteur à combustion interne et procédé permettant de commander le fonctionnement de ce dernier
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WO2015071540A1 (fr) * 2013-11-18 2015-05-21 Wärtsilä Finland Oy Agencement permettant de traiter les gaz d'échappement dans un moteur à combustion interne du type turbocompressé et procédé de fonctionnement d'un moteur à combustion interne du type turbocompressé
EP3639921A1 (fr) 2018-10-18 2020-04-22 Umicore Ag & Co. Kg Système de purification de gaz d'échappement pour moteur essence
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