Catalytic Converter Configuration and Method for Desulfurizing a NOx Storage Catalytic Converter
A catalytic converter configuration for an internal combustion engine that is capable of running lean has an exhaust gas duct and a NOx storage catalytic converter arranged in the exhaust gas duct. A novel method allows desulfurizing the NOx storage catalytic converter. An H2S storage catalytic converter is provided. This catalytic converter is capable of storing hydrogen sulfide under a rich or stoichiometric exhaust gas atmosphere with lambda≦1 and oxidizing hydrogen sulfide under a lean exhaust gas atmosphere with lambda>1.
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This application claims the priority, under 35 U.S.C. §119, of German patent application DE 10 2006 038 367.2, filed Aug. 16, 2006; the prior application is herewith incorporated by reference in its entirety.
BACKGROUND OF THE INVENTION Field of the InventionThe invention relates to a catalytic converter configuration for internal combustion engines capable of running lean and having a NOx storage catalytic converter arranged in their exhaust gas duct. The invention also relates to a method for desulfurizing the NOx storage catalytic converter.
In internal combustion engines which are operated with a lean fuel-air mixture, traditional three-way catalytic converters are not sufficient for quantitative conversion of all exhaust gas constituents, in particular nitrogen oxides NOx. Therefore, the arrangement of so-called NOx storage catalytic converters in the exhaust gas ducts of such internal combustion engines is known. NOx storage catalytic converters have a NOx storage component which stores NOx under a lean exhaust gas atmosphere. NOx regeneration is performed through short rich intervals during which the stored NOx is desorbed and converted to N2 and O2 by means of a catalytic component of the NOx storage catalytic converter. The use of NOx storage catalytic converters is known in both diesel engines and lean mix gasoline engines.
Due to the sulfur that is present in the fuel, the NOx storage catalytic converter loses activity over its surface life. This is referred to as sulfur poisoning. The sulfur is deposited in the form of sulfate on the storage components of the catalytic converter, thereby blocking the NOx storage sites of the storage catalytic converter so they are no longer available for storing NOx. If a lower limit of NOx storage capacity of the NOx storage catalytic converter is reached, it must be desulfurized (desulfated). This is performed at high exhaust gas temperatures of at least 500° C. by exposing the storage catalytic converter to a rich exhaust gas atmosphere (lambda<1). At these temperatures, the stored sulfur is desorbed and reduced to SO2 by the reducing exhaust gas atmosphere while also being reduced to hydrogen sulfide H2S. The richer the exhaust gas conditions during desulfurization, the faster the desorption and reduction of sulfur take place, which has positive effects on thermal aging of the storage catalytic converter, but is associated with an increase in the unwanted formation of H2S.
It is known that to perform desulfurization, the engine is operated alternately in rich operation with lambda<1 and in lean operation with lambda>1 for short intervals of time, i.e., in so-called wobble operation. This promotes the heating of the catalytic converter to the required desulfurization temperature and maintaining same. Furthermore, due to the alternating exposure of the storage catalytic converter to rich and lean exhaust gas, production of H2S is decreased because in the lean intervals oxygen is incorporated into the catalytic converter, thereby ensuring oxidation of H2S, which is formed as an intermediate, to SO2. However, it has been found that complete desulfurization of a storage catalytic converter in wobble operation is also associated with a certain production of H2S, the concentration of which may result in exceeding limit values.
SUMMARY OF THE INVENTIONIt is accordingly an object of the invention to provide a catalytic converter configuration and a method for desulfurizing a NOx storage catalyst which overcomes the above-mentioned disadvantages of the heretofore-known devices and methods of this general type and which allows desulfurizing the NOx storage catalyst in such a way that it protects the catalytic converter and in which production of H2S is minimized. It is a concomitant object to provide for a catalytic converter configuration that is suitable for implementing the novel method.
With the foregoing and other objects in view there is provided, in accordance with the invention, a catalytic converter configuration for an internal combustion engine that is capable of running lean, comprising:
an exhaust gas duct connected with the internal combustion engine;
a NOx storage catalytic converter disposed in said exhaust gas duct; and
an H2S storage catalytic converter configured to store hydrogen sulfide under a rich or stoichiometric exhaust gas atmosphere with lambda≦1 and to release the hydrogen sulfide under a lean exhaust gas atmosphere with lambda>1.
In other words, the objects of the invention are achieved by a catalytic converter configuration that includes an H2S storage catalytic converter that is suitable for storing hydrogen sulfide H2S under rich or stoichiometric exhaust gas atmosphere, i.e., with an air/fuel ratio of lambda≦1 and then releasing it in a lean exhaust gas atmosphere, with lambda>1, in particular essentially as sulfur dioxide SO2. Through the inventive arrangement of the H2S storage catalytic converter it is possible to desulfurize the NOx storage catalytic converter under constantly rich exhaust gas conditions and thus at relatively low temperatures, thereby delaying its thermal aging. At the same time unwanted H2S emissions are greatly reduced or even prevented entirely.
According to an advantageous embodiment of the invention, the H2S storage catalytic converter is connected downstream from the NOx storage catalytic converter in the direction of flow of the exhaust gas, the H2S storage catalytic converter being arranged directly adjacent to the NOx storage catalytic converter or at a distance therefrom. As an alternative the H2S storage catalytic converter may also be integrated into the NOx storage catalytic converter, i.e., there may be a mixed coating of H2S and NOx storage catalytic converter components on a common support for the catalytic converter. All these requirements ensure that the H2S released from the NOx storage catalytic converter is stored and converted in the H2S storage catalytic converter.
As the H2S storage component of the H2S storage catalytic converter, it preferably contains a metal component which is suitable for binding H2S as metal sulfide in particular under rich or stoichiometric exhaust gas atmosphere. The prerequisite for selecting the suitable metal component is its suitability for entering into a metal-sulfur compound in the rich exhaust gas and releasing the sulfur, preferably in the form of SO2, under lean conditions. Metals of subgroups I, II and/or VIII of the periodic system of elements are especially suitable for this purpose, preferably using silver (Ag), zinc (Zn), cadmium (Cd), iron (Fe), cobalt (Co) and/or nickel (Ni). The loading of the H2S storage catalytic converter with the metal component depends on the desired H2S storage capacity of the H2S storage catalytic converter, in particular after typical sulfur loading of the NOx storage catalytic converter to be removed at the time of its desulfurization. In typical cases, a specific metal loading of at least 0.2 g/l has proven advantageous, in particular at least 0.3 g/L, especially preferably at least 0.5 g/l.
Furthermore it is preferably also provided that the H2S storage catalytic converter may additionally have an oxidation catalytic component or a three-way catalytic component under a lean exhaust gas atmosphere, i.e., it catalyzes oxidation of carbon moNOxide CO and/or hydrocarbons HC and—in the case of a three-way catalytic effect—additionally supports reduction of nitrogen oxides NOx. To do so, the catalytic converter may additionally contain at least one noble metal, e.g., platinum (Pt), palladium (Pd) and/or rhodium (Rh).
Another advantageous embodiment according to the invention, the catalytic converter configuration also has an oxygen-storing component downstream from the NOx storage catalytic converter and/or the H2S storage catalytic converter, this oxygen-storing component being capable of storing oxygen in a lean exhaust gas atmosphere and releasing oxygen under a rich exhaust gas atmosphere, so that H2S desorbed from the NOx storage catalytic converter is oxidized to SO2. Such oxygen-storing components (OSC for oxygen storage component) are known in the state of the art and therefore will not be explained further here. In addition with the help of the oxygen stored in the OSC, the components CO and HC can also be converted and thus emissions in rich operation can be reduced.
The present invention also relates to a method for desulfurizing a NOx storage catalytic converter in which hydrogen sulfide coming from the NOx storage catalytic converter is stored in an H2S storage catalytic converter and is released again, preferably as SO2 under a lean exhaust gas atmosphere having a lambda>1 in particular above a certain catalytic converter temperature. The release temperature in the H2S storage catalytic converter may be induced by an upstream particle filter reaction, for example (by way of PF regeneration).
It is especially advantageous to alternately treat the NOx storage catalytic converter in so-called wobble operation during desulfurization, i.e., with rich intervals with lambda≦1 and lean intervals with lambda>1. However, the desulfurization may also essentially be performed in continuous rich operation of the internal combustion engine using the catalytic converter configuration described above.
Other features which are considered as characteristic for the invention are set forth in the appended claims.
Although the invention is illustrated and described herein as embodied in catalytic converter configuration and method for desulfurizing a NOx storage catalytic converter, it is nevertheless not intended to be limited to the details shown, since various modifications and structural changes may be made therein without departing from the spirit of the invention and within the scope and range of equivalents of the claims.
The construction and method of operation of the invention, however, together with additional objects and advantages thereof will be best understood from the following description of specific embodiments when read in connection with the accompanying drawings.
Referring now to the figures of the drawing in detail and first, particularly, to
According to a first advantageous embodiment of the present invention, a catalytic converter configuration 12 is connected downstream from the internal combustion engine 10. Exhaust gas emanating from the internal combustion engine 10 is directed into the catalytic converter configuration, where it is after-treated. The catalytic converter configuration 12 comprises an exhaust gas duct 14 in which various catalytic converters are arranged. According to the embodiment depicted here, an oxidation catalytic converter or a three-way catalytic converter that acts as a precatalytic converter 16 is arranged in a position near the internal combustion engine 10. Alternatively or in addition to the precatalytic converter 16 a particulate filter (not shown here) may also be arranged near the engine for storing soot (carbon black) particles and may optionally also be combined with the oxidative or three-way precatalytic converter 16 on a common support.
Downstream from the precatalytic converter 16 (and/or the particle filter provided as an alternative or in addition), a NOx storage catalytic converter 18 is provided in the exhaust gas duct 14. The NOx storage catalytic converter 18 has a NOx storage component which stores NOx under a lean exhaust gas atmosphere and releases it again in the intermediate regeneration intervals during which the internal combustion engine 10 is operated with a stoichiometric or rich air-fuel mixture. An oxidation component or three-way component integrated into the NOx storage catalytic converter 18 catalyzes the reaction of the desorbed nitrogen oxides N2 and oxygen O2 during the NOx regeneration.
In addition to NOx storage, incorporation of sulfur present in the fuel also takes place in the form of sulfate in the NOx storage catalytic converter 18 in an unwanted manner. Since the sulfur is not removed from the NOx storage catalytic converter 18 during the usual NOx regeneration thereof, it therefore accumulates in the storage catalytic converter 18 and leads to increasing blockage of the NOx storage sites. To ensure an adequate NOx storage activity, desulfurization is performed at greater intervals. To do so, the NOx storage catalytic converter 18 is heated to a desulfurization temperature of 550° C. or more, for example, through engine-related measures, and is at least temporarily exposed to a rich or stoichiometric exhaust gas atmosphere having a lambda<1. Under these conditions, sulfur is desorbed and released mainly in the form of sulfur dioxide SO2. However, a portion of the sulfur is released in the form of hydrogen sulfide H2S during the desulfurization, which is also unwanted because of the toxicity of H2S and its odor problem. The formation of H2S is even more intense, the richer the air-fuel mixture and the longer the NOx storage catalytic converter 18 is exposed to the rich exhaust gas. On the other hand, complete desulfurization of the NOx storage catalytic converter 18 cannot be achieved with an air-fuel mixture that is only slightly rich and/or desulfurization must be performed at higher catalytic converter temperatures, which is associated with a thermal burden on the NOx storage catalytic converter 18 and an increased fuel consumption.
To avoid this problem, the catalytic converter configuration 12 according to this invention has an H2S storage catalytic converter 20 which is arranged downstream from the NOx storage catalytic converter 18 and directly adjacent thereto in the example shown in
The exhaust gas duct also contains various gas sensors. Upstream from the precatalytic converter 16 (and/or the particulate filter) there is an oxygen-sensitive gas sensor 22, in particular a lambda probe which regulates the lambda regulation [sic; enables lambda regulation] of the air-fuel mixture of the internal combustion engine 10 in a known way. Another oxygen-sensitive gas sensor 24 is arranged downstream from the H2S storage catalytic converter 20. This may also be a lambda probe or a NOx sensor, which supplies an oxygen-dependent signal. Additional gas sensors and/or temperature sensors may also be additionally installed in the exhaust gas duct 14.
The internal combustion engine 10 is supplied with air through an air intake duct 26 in which there is an adjustable throttle valve 28. An electronic engine control unit 30 which is provided for controlling the internal combustion engine 10 receives the signals of the gas sensors 22 and 24, any other gas and/or temperature sensors that might be present as well as various operating parameters of the internal combustion engine 10, e.g., rotational speed, the driver's intended torque, etc. Depending on this data, the engine control unit 30 executes the control using stored characteristic lines and/or engine characteristics maps, to which end the control unit influences parameters, e.g., the quantity the fuel, the injection point in time, the firing angle (in gasoline engines), the exhaust gas recirculation EGR rate, air mass, etc. The engine control unit 30 in particular also contains a program algorithm for operating the exhaust gas system 12, in particular for performing the desulfurization of the NOx storage catalytic converter 18.
The system shown in
In the embodiment shown in
Performance of a method for desulfurizing a NOx storage catalytic converter in a system according to
First, starting from a leaner exhaust gas atmosphere with lambda≈1.01 a rich exhaust gas atmosphere with lambda≈0.98 is adjusted for heated the NOx storage catalytic converter 18 and for initiating its desulfurization. As soon as the rich exhaust gas reaches the NOx storage catalytic converter 18, it leads to an intense release of SO2 (curve 104, point in time 176000). However, release of SO2 drops again very rapidly in favor of an increase in the H2S emissions (curve 106). Starting approximately at the point in time 192000, so-called wobble operation is begun, in which the internal combustion 10 is operated alternately with a lean air-fuel mixture with lambda≈1.01 and a rich air-fuel mixture with lambda≈0.98. The lambda curve 102 measured downstream from the NOx storage catalytic converter 18 follows this change with a certain delay and with reduced amplitudes, which is caused first by the exhaust gas running time and secondly by the consumption of oxygen in the exhaust gas to reduce the sulfur. Switching between lean and rich intervals is regulated by the lambda probe 24 downstream from the NOx storage catalytic converter 18. The switch from lean to rich is made as soon as the probe detects a lean exhaust gas. Conversely, the switch from rich to lean is made as soon as the lambda probe 24 records the breakthrough of rich exhaust gas. In each rich interval, an increase in SO2 emission 104 downstream from the NOx storage catalytic converter 18 can be observed, declining toward the end of the rich interval—with increasing consumption of the oxygen incorporated in the lean intervals—in favor of the H2S emission 106.
Claims
1. A catalytic converter configuration for an internal combustion engine that is capable of running lean, comprising:
- an exhaust gas duct connected with the internal combustion engine;
- a NOx storage catalytic converter disposed in said exhaust gas duct; and
- an H2S storage catalytic converter configured to store hydrogen sulfide under a rich or stoichiometric exhaust gas atmosphere with lambda≦1 and to release the hydrogen sulfide under a lean exhaust gas atmosphere with lambda>1.
2. The catalytic converter configuration according to claim 1, wherein said H2S storage catalytic converter is disposed downstream and at a spacing distance from said NOx storage catalytic converter.
3. The catalytic converter configuration according to claim 1, wherein said H2S storage catalytic converter is disposed downstream and adjoining said NOx storage catalytic converter.
4. The catalytic converter configuration according to claim 1, wherein said H2S storage catalytic converter is integrated in said NOx storage catalytic converter.
5. The catalytic converter configuration according to claim 1, wherein said H2S storage catalytic converter contains at least one metal component suitable for binding H2S as a metal sulfide under a rich or stoichiometric exhaust gas atmosphere with lambda≦1.
6. The catalytic converter configuration according to claim 5, wherein said metal component includes at least one metal of subgroups I, II and/or VIII of the table of elements.
7. The catalytic converter configuration according to claim 5, wherein said metal component includes at least one component selected from the group consisting of Ag, Zn, Cd, Fe, Co, and Ni.
8. The catalytic converter configuration according to claim 5, wherein a specific loading of said H2S catalytic converter with said at least one metal component amounts to at least 0.2 grams per liter.
9. The catalytic converter configuration according to claim 5, wherein a specific loading of said H2S catalytic converter with said at least one metal component amounts to at least 0.5 grams per liter.
10. The catalytic converter configuration according to claim 1, wherein said H2S storage catalytic converter additionally has an oxidation catalytic component or a three-way catalytic component.
11. The catalytic converter configuration according to claim 5, wherein said H2S storage catalytic converter contains at least one noble metal component.
12. The catalytic converter configuration according to claim 11, wherein said noble metal component is selected from the group consisting of platinum, palladium, and rhodium.
13. The catalytic converter configuration according to claim 1, which further comprises a component for storing oxygen disposed downstream of said NOx storage catalytic converter and/or of said H2S storage catalytic converter.
14. The catalytic converter configuration according to claim 1, which comprises an oxygen-sensitive gas sensor disposed downstream of said NOx storage catalytic converter and/or of said H2S storage catalytic converter.
15. The catalytic converter configuration according to claim 14, wherein said oxygen-sensitive gas sensor is a lambda probe or a NOx sensor.
16. A method of desulfurizing a NOx storage catalytic converter disposed in an exhaust gas duct of an internal combustion engine that is capable of running lean, which comprises:
- exposing the NOx storage catalytic converter at least temporarily to a rich or stoichiometric exhaust gas atmosphere with lambda≦1 at a desulfurization temperature of the NOx storage catalytic converter; and
- storing hydrogen sulfide released from the NOx storage catalytic converter in an H2S storage catalytic converter; and
- releasing the hydrogen sulfide in a lean exhaust gas atmosphere with lambda>1.
17. The method according to claim 16, which comprises, during desulfurization, alternately exposing the NOx storage catalytic converter to rich intervals with a rich or stoichiometric exhaust gas atmosphere with lambda≦1 and in lean intervals to a lean exhaust gas atmosphere with lambda>1.
18. The method according to claim 16, which comprises regenerating the H2S storage catalytic converter by an oxidation product of H2S.
19. The method according to claim 16, which comprises regenerating the H2S storage catalytic converter by regeneration of SO2 by exposure of the H2S storage catalytic converter to a lean exhaust gas atmosphere and a minimum temperature.
Type: Application
Filed: Aug 16, 2007
Publication Date: Feb 21, 2008
Applicant: VOLKSWAGEN AG (Wolfsburg)
Inventors: Achim Freitag (Wolfenbuttel), Martina Kosters (Hannover)
Application Number: 11/839,958
International Classification: F01N 3/20 (20060101);