Method and apparatus for regenerating a lean NOx trap in a turbocharged internal combustion engine

Patent metadata

Field	Value
Publication number	US-10018134-B2
Application number	US-201615041731-A
Country	US
Kind code	B2
Filing date	Feb 11, 2016
Priority date	Feb 11, 2015
Publication date	Jul 10, 2018
Grant date	Jul 10, 2018

Abstract

A method and apparatus for regenerating a Lean NOx Trap in an internal combustion engine is disclosed. The internal combustion engine includes a Lean NOx Trap, a turbocharger having a turbine. An electronic control unit is configured to execute a regeneration event of the Lean NOx Trap, and regulate a position of an actuator affecting a rotating speed of the turbine using a closed-loop control strategy of an air pressure into an intake duct downstream of a compressor of the turbocharger and upstream of a throttle valve during the execution of the regeneration event.

First claim

What is claimed is:

1. An internal combustion engine having an intake manifold, a combustion chamber and an exhaust manifold, the internal combustion engine comprising:
a Lean NO x Trap;
a turbocharger having a compressor in fluid communication with the intake manifold, a turbine in fluid communication with the exhaust manifold, and a turbine speed actuator configured to control a rotating speed of the turbine;
an exhaust gas recirculation duct coupled between the exhaust manifold and the intake manifold;
an exhaust gas recirculation valve regulating a flow of exhaust gases in the exhaust gas recirculation duct; and
an electronic control unit configured to:
adjust a position of the turbine speed actuator using first open-loop control strategy based on an actual engine speed and an actual engine load;
execute a regeneration event of the Lean NO x Trap;
regulate the position of the turbine speed actuator using a first closed-loop control strategy to minimize a difference between a target first air pressure value and an actual first air pressure value in an intake duct downstream of the compressor of the turbocharger and upstream of a throttle valve in the intake duct during the execution of the regeneration event;
adjust a position of the exhaust gas recirculation valve using a second open-loop control strategy based on the actual engine speed and the actual engine load; and
regulate the position of the exhaust gas recirculation valve using a second closed-loop control strategy to minimize a difference between a target exhaust gas flow value and an actual exhaust gas flow value to the intake manifold during the execution of the regeneration event.

2. The internal combustion engine according to claim 1 , wherein the electronic control unit is further configured to estimate the actual first air pressure value on the basis of a position of the throttle valve.

3. The internal combustion engine according to claim 1 , wherein the electronic control unit is further configured to measure the actual air pressure value using a pressure sensor disposed in the intake duct downstream of the compressor and upstream of the throttle valve.

4. The internal combustion engine according to claim 1 , wherein the electronic control unit is further configured to:
adjust a position of the throttle valve using a third open-loop control strategy based on the actual engine speed and the actual engine load; and
regulate the position of the throttle valve using a third closed-loop control strategy to minimize a difference between a target second air pressure value and an actual second air pressure value in the intake manifold downstream of the throttle valve during the execution of the regeneration event.

5. The internal combustion engine according to claim 4 , wherein the electronic control unit is further configured to determine the position of the throttle valve based on at least one of the actual first air pressure value, an air temperature value in the intake duct downstream of the compressor and upstream of the throttle valve, a target value of an air mass flow rate through the throttle valve and the target second air pressure value.

6. The internal combustion engine according to claim 1 , further comprising:
a fuel injector configured to inject fuel into the combustion chamber;
wherein the electronic control unit is configured to:
determine an after-injection fuel quantity based on the actual engine speed and the actual engine load;
adjust the after-injection fuel quantity using a fourth closed-loop control strategy to minimize a difference between a target lambda value of the exhaust vas and an actual lambda value of the exhaust gas during the execution of the regeneration event; and
control the fuel injector for injecting the adjusted after-injection fuel quantity into the combustion chamber.

7. A method for regenerating a lean NOx trap in an internal combustion engine having a turbocharger having a compressor, a turbine, a turbine speed actuator, an exhaust gas recirculation duct coupled between an exhaust manifold of the engine combustion chamber and an intake manifold, and an exhaust gas recirculation valve regulating a flow of exhaust gases in the exhaust gas recirculation duct, the method comprising:
adjusting a position of the turbine speed actuator using a first open-loop control strategy based on an actual engine speed and an actual engine load;
initiating a regeneration event of the Lean NO x Trap;
regulating the position of the turbine speed actuator using a first closed-loop control strategy to minimize a difference between a target first air pressure value and an actual first air pressure value in an intake duct downstream of the compressor of the turbocharger and upstream of a throttle valve in the intake duct during the execution of the regeneration event;
adjusting a position of the exhaust gas recirculation valve using a second open-loop control strategy based on the actual engine speed and the actual engine load; and
regulating the position of the exhaust gas recirculation valve using a second closed-loop control strategy to minimize a difference between a target exhaust gas flow value and an actual exhaust gas flow value to the intake manifold during the execution of the regeneration event.

8. The method according to claim 7 , further comprising estimating the actual air pressure value on the basis of a position of the throttle valve.

9. The method according to claim 7 , further comprising measuring the actual air pressure value using a pressure sensor disposed in the intake duct downstream of the compressor and upstream of the throttle valve.

10. The method according to claim 7 , further comprising:
adjusting a position of the throttle valve using a third open-loop control strategy based on the actual engine speed and the actual engine load; and
regulating the position of the throttle valve using a third closed-loop control strategy to minimize a difference between a target second air pressure value and an actual second air pressure value in the intake manifold downstream of the throttle valve during the execution of the regeneration event.

11. The method according to claim 7 , further comprising determining the position of the throttle valve based on at least one of the actual first air pressure value, an air temperature value in the intake duct downstream of the compressor and upstream of the throttle valve, a target value of an air mass flow rate through the throttle valve and the target second air pressure value.

12. The method according to claim 7 , for regenerating the lean NOx trap in an internal combustion engine having a fuel injector configured to inject fuel into the combustion chamber, the method comprising:
determining an after-injection fuel quantity based on the actual engine speed and the actual engine load:
adjusting the after-injection fuel quantity using a fourth closed-loop control strategy to minimize a difference between a target lambda value of the exhaust gas and an actual lambda value of the exhaust gas during the execution of the regeneration event; and
controlling the fuel injector for injecting the adjusted after-injection fuel quantity into the combustion chamber.

13. An internal combustion engine comprising:
an intake manifold, a combustion chamber and an exhaust manifold;
a turbocharger having a compressor in fluid communication with the intake manifold and a turbine in fluid communication with the exhaust manifold, and a turbine speed actuator configured to control a rotating speed of the turbine;
an exhaust gas recirculation system including an EGR duct coupled between the exhaust manifold an

Assignees

• Gm Global Tech Operations Llc

Inventors

• Mercuri Davide Francesco
• Olmo Paolo
• GESSAROLI Davide
• Nati Giorgio

Classifications

• F02D41/0007

  for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12) · CPC title

• F02M26/25

  with coolers having bypasses · CPC title

• F02D2009/0225

  Intake air or mixture temperature · CPC title

• Y02T10/146

  Cross-Sectional Technologies · mapped topic

• F02D2009/0228

  Manifold pressure · CPC title