Electrically Heated Catalyst and Compressor for Diesel Emissions
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Solution Overview
Problem
Current internal combustion engines face challenges in reducing nitrogen oxide and soot particle emissions due to increasing legislative demands, leading to package, weight, and cost issues, as well as reduced fuel efficiency from the activation of exhaust aftertreatment components, which are exacerbated by the 'particulate NOx tradeoff' and the need for additional energy to heat these components.
Innovation Solution
An internal combustion engine with an optionally drivable compressor on the fresh air side and a heatable catalytic converter on the exhaust gas side, connected to a vehicle's on-board electrical system, where the catalytic converter includes an electric heating element to optimize operating maps and minimize emissions, with the compressor arranged in a bypass to improve filling of combustion chambers and reduce particle emissions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-generated harmful factors
If exhaust aftertreatment components are activated to reduce emissions, then nitrogen oxide and particulate matter emissions are reduced, but additional energy is required to heat them up, reducing fuel efficiency and increasing fuel consumption
Solution Approach 1:
The patent applies preliminary action by pre-heating the exhaust aftertreatment components using the electric heating element before the engine reaches high load conditions. This ensures the catalysts are at operating temperature when emissions reduction is most critical, eliminating the need for continuous high-energy heating during normal operation and thereby reducing overall fuel consumption.
Solution Approach 2:
The patent replaces the purely mechanical heating system (relying only on exhaust heat) with an electric heating辅助 system. The electric heating element provides reliable pre-heating capability, while the exhaust heat continues to maintain temperature during operation. This hybrid approach reduces the energy burden on the combustion engine while ensuring adequate heating of emissions control components.
2Productivity
If the compressor is activated to improve engine performance and filling, then combustion chamber filling is improved and particle emissions are reduced, but the exhaust gas recirculation rate is altered, increasing nitrogen oxide emissions
Solution Approach 1:
The patent applies parameter changes by dynamically adjusting the compressor activation timing and duration based on engine operating conditions. The control system modifies compressor operation parameters (when to activate, how long to run) to optimize the balance between improved combustion chamber filling and maintenance of appropriate exhaust gas recirculation rates, thereby controlling nitrogen oxide emissions while maximizing engine performance benefits.
Solution Approach 2:
The patent implements feedback control by continuously monitoring engine parameters and emissions data to adjust compressor operation in real-time. The control system uses feedback from sensors and emissions measurements to optimize compressor activation, ensuring that the benefits of improved filling are achieved while minimizing the negative impact on exhaust gas recirculation and nitrogen oxide formation.
3Object-generated harmful factors
If multiple exhaust aftertreatment components are installed to meet tightening emissions standards, then emissions reduction capability is improved, but packaging space, weight, and cost increase
Solution Approach 1:
The patent applies universality by designing the exhaust aftertreatment system where components serve multiple functions. The electric heating element, for example, serves both to pre-heat the exhaust gas for catalyst operation and to provide control over thermal management. The compressor system is integrated to serve both performance enhancement and emissions control functions. This multi-functionality reduces the total number of separate components needed while maintaining comprehensive emissions reduction capability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration reduces raw particle emissions while minimizing nitrogen oxide emissions, improves engine performance, and extends the regeneration intervals of the particulate filter, thereby reducing fuel consumption and carbon dioxide emissions.
Implementation Method 1
the catalyst (62) comprises an electric heating element (88) connected to the on-board electrical system (86), with which the catalyst substrate and/or the exhaust gas side upstream of the catalyst substrate is heated
Data Source
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AI summary
The invention relates to an internal combustion engine (10), in particular a diesel engine, with an air supply system (50) and an exhaust system (60). In the air supply system (50), a selectively driven compressor (20), in particular an electrically driven compressor, is arranged on a fresh air side of the internal combustion engine (10). At least one catalyst (42, 46, 48, 62) is arranged in the exhaust system (60), wherein the internal combustion engine (10) and the selectively driven compressor (20) are connected to an electrical system (86), preferably a 48-volt electrical system, of a motor vehicle. It is provided that the catalyst (42, 46, 48, 62) includes an electrical heating element (88) connected to the vehicle electrical system (86) and that the substrate of the catalyst (42, 46, 48, 62) and/or the exhaust system (60) upstream of the substrate can be heated by the electrical heating element (88).The invention further relates to a method for operating such an internal combustion engine (10). In this method, the selectively driveable compressor (20) is activated in dynamic operating situations of the internal combustion engine (10) to reduce raw particulate emissions, and the electric heating element (88) is activated to minimize nitrogen oxide emissions.