阅读说明：本技术 具有改进的scr系统的汽油发动机总成和方法 (Gasoline engine assembly and method with improved SCR system ) 是由 P·戈特彻尔 K·普雷维德尔 P·贝格 保罗·卡普斯 G·科勒 于 2019-10-04 设计创作，主要内容包括：本发明涉及一种用于运行汽油发动机总成的方法和一种汽油发动机总成,其中,该汽油发动机总成包括汽油发动机(1)和废气处理设备(2),其中,该废气处理设备(2)包括主催化器(3)和设于主催化器(3)下游的SCR催化器(15),并且其中,在正常运行阶段中动力燃料和空气在该汽油发动机(1)中反应生成废气,其中,在SCR催化器(15)的还原运行中通过通入废气处理设备(2)的供应管线(14)来给SCR催化器(15)供应氧气且尤其是空气,用以氮氧化物还原,其中,在还原运行中流过主催化器(3)的废气氧含量低于5体积％或者基本上为零,和/或其中,在还原运行中流过主催化器(3)的废气氧气量被保持低到如下程度,即,不影响主催化器(3)的效率。(The invention relates to a method for operating a gasoline engine assembly and a gasoline engine assembly, wherein the gasoline engine assembly comprises a gasoline engine (1) and an exhaust gas treatment device (2), wherein the exhaust gas treatment device (2) comprises a main catalyst (3) and an SCR catalyst (15) arranged downstream of the main catalyst (3), and wherein in a normal operating phase a propellant and air react in the gasoline engine (1) to form exhaust gas, wherein in a reduction operation of the SCR catalyst (15) is supplied with oxygen, in particular air, for nitrogen oxide reduction via a supply line (14) leading into the exhaust gas treatment device (2), wherein in the reduction operation the oxygen content of the exhaust gas flowing through the main catalyst (3) is less than 5% by volume or substantially zero, and/or wherein, the oxygen content of the exhaust gas flowing through the main catalytic converter (3) during the reduction operation is kept low to such an extent that the efficiency of the main catalytic converter (3) is not impaired.)

1. A method for operating a gasoline engine assembly,

-wherein the gasoline engine assembly comprises a gasoline engine (1) and an exhaust gas treatment device (2),

-wherein the exhaust gas treatment device (2) comprises at least one main catalyst (3) and an SCR catalyst (15) arranged downstream of the main catalyst (3), and

-wherein in a normal operation phase power fuel and air are reacted in the gasoline engine (1) to form exhaust gases,

it is characterized in that the utility model is characterized in that,

-in a reduction operation of the SCR catalyst (15), the SCR catalyst (15) is supplied with oxygen, in particular air, preferably ambient air, and possibly filtered or compressed, via a supply line (14) leading into the exhaust gas treatment device (2) for nitrogen oxide reduction,

-wherein the oxygen content of the exhaust gas flowing through the main catalyst (3) in the reduction operation is less than 5 vol.% or substantially zero, and/or

-wherein the amount of exhaust gas oxygen flowing through the main catalyst (3) in said reduction operation is kept low to such an extent that the efficiency of the main catalyst (3) is not affected.

2. The method as set forth in claim 1,

-in said normal operating phase, the exhaust gases of the gasoline engine (1) are supplied to the main catalyst (3) and the SCR catalyst (15),

the main catalyst (3) is designed or used as a three-way catalyst, and

-the gasoline engine (1) is operated or regulated in its normal operating phase within a lambda window around lambda 1.

3. The method according to claim 1 or 2,

-during a reduction operation of the SCR catalyst (15), nitric oxide NO is converted into nitrogen N₂And water H₂O, wherein the reaction proceeds substantially according to the following equation:

4NO+4NH₃+O₂→4N₂+6H₂o, and/or

-during a reduction operation of the SCR catalyst (15), nitrogen monoxide NO and nitrogen dioxide NO₂Is converted into nitrogen gas N₂And water H₂O, wherein the reaction proceeds substantially according to the following equation:

NO+2NH₃+NO₂→2N₂+3H₂o, and/or

-during the reduction operation of the SCR catalyst (15), nitrogen dioxide NO₂Is converted into nitrogen gas N₂And water H₂O, wherein the reaction proceeds substantially according to the following equation:

8NH₃+6NO₂→7N₂+12H₂O。

4. method according to one of the preceding claims, characterized in that the oxygen volume flow or the air volume flow which is supplied in particular unidirectionally to the SCR catalyst (15) via the supply line (14) is controlled or regulated in particular by means of a supply valve (12).

5. The method according to one of the preceding claims,

-motive fuel is fed into the exhaust gas treatment device (2) by a metering device (17) before the SCR catalyst (15),

-wherein the power fuel comprises or can be converted into a reducing agent for nitrogen oxide reduction, and/or

Reducing agents for nitrogen oxide reduction and in particular ammonia NH₃Is generated by the main catalyst (3), in particular by the three-way catalyst, and/or is generated by optionally temporarily adjusting the operating temperature of the gasoline engine (1) in the normal operating range of the gasoline engine, in particular in such a way that the gasoline engine (1) is operated in a substoichiometric manner.

6. The method according to one of the preceding claims,

-the exhaust gas treatment device (2) comprises: the main catalyst(s) (3) and the SCR catalyst (15) and/or possibly one or more pre-catalysts and/or one or more secondary catalysts and in particular one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particle filters (4) in particular coated with a gaseous exhaust gas treatment effect coating and/or one or more NO_xStorage catalyst (10) and/or one or more NO-containing catalysts_xAn exhaust gas treatment component storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust gas treatment components and/or secondary air injectors comprising an SCR coating, or

-the exhaust gas treatment device (2) is formed by the main catalyst(s) (3) and said SCR catalyst (15) and possibly one or more pre-catalysts and/or one or more secondary catalysts and especially one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particulate filters (4) especially coated with a gaseous exhaust gas treatment effect coating and/or one or more NO_xStorage catalyst (10) and/or one or more NO-containing catalysts_xAn exhaust gas treatment component storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust gas treatment components comprising an SCR coating and/or a secondary air injector.

7. The method according to one of the preceding claims,

-in the reduction mode, oxygen, in particular air, is supplied to the SCR catalyst (15) by the supply line (14) leading into the exhaust gas treatment device (2) after the main catalyst (3), in particular after the three-way catalyst and before the SCR catalyst (15), or

-in the reduction mode, oxygen, in particular air, is supplied to the SCR catalyst (15) by the supply line (14) leading into the exhaust gas treatment device (2) before the gasoline engine particulate filter (4) and before the SCR catalyst (15), or

-in said reduction operation, oxygen and in particular air is supplied to the SCR catalyst (15) by the supply line (14) leading into the exhaust gas treatment device (2) after the gasoline engine particulate filter (4) and before the SCR catalyst (15).

8. The method according to one of the preceding claims,

-supplying ambient air to the SCR catalyst (15) in the reduction operation,

ambient air enters the supply line (14) from the environment, in particular unidirectionally,

-wherein ambient air flows out of the supply line (14) before the SCR catalyst (15) and after the main catalyst (3) and/or after the gasoline engine particulate filter (4), or

-wherein air flows out of the supply line (14) before the gasoline engine particulate filter (4) and before the SCR catalyst (15) and after the main catalyst (3).

9. The method as set forth in claim 8,

-the ambient air is automatically drawn in through the exhaust gas flow present in the exhaust gas treatment device (2), and

-the ambient air is fed into the exhaust gas treatment device (2) through a venturi nozzle (11).

10. The method according to one of the preceding claims,

-supplying the SCR catalyst (15) with air, in particular air compressed by a turbocharger (5) of the gasoline engine (1), in said reduction operation,

-the air enters the supply line (14) between the compressor (7) and the charge air cooler (13) of the turbocharger (5) or between the charge air cooler (13) of the turbocharger (5) and the gasoline engine (1),

-wherein the air flows out of the supply line (14) after the main catalyst (3) and/or possibly after the gasoline engine particulate filter (4) and before the SCR catalyst (15), or

-wherein the air flows out of the supply line (14) after the main catalyst (3) and possibly before the gasoline engine particulate filter (4) and before the SCR catalyst (15).

11. The method according to one of the preceding claims,

-after the gasoline engine (1) and before the SCR catalyst (15), in particular in the front region of the SCR catalyst (15), a heating element (18) for heating the SCR catalyst (15) is provided, and/or

-after the gasoline engine (1) and before the gasoline engine particulate filter (4), in particular in the front region of the gasoline engine particulate filter (4), a heating element (18) for heating the gasoline engine particulate filter (4) is provided, and/or

-after the gasoline engine (1) and before the main catalyst (3), in particular in the front region of the main catalyst (3), a heating element (18) for heating the main catalyst (3) is provided, and/or

-after the gasoline engine (1) and before the secondary catalyst, in particular in the front region of the secondary catalyst, a heating element (18) is provided for heating the secondary catalyst,

-wherein the respective heating element (18) is preferably itself coated with a catalytically active coating.

12. The method according to one of the preceding claims,

the operating phases of the gasoline engine assembly comprise a normal operating phase, a possible inertia operating phase and a regeneration operation,

the gasoline engine (1) is preferably operated and/or regulated during a normal operating phase within a lambda window of around 1 lambda,

the coasting phase is constituted by at least one non-ignited coasting phase and/or at least one ignited coasting phase,

-the gas flowing through the main catalyst (3) contains a small amount of oxygen, in particular essentially no oxygen, and in particular the exhaust gas resulting from stoichiometric or sub-stoichiometric combustion, in particular staged sub-stoichiometric combustion, during said ignition coast-down phase,

-wherein the gasoline engine (1) is supplied with exhaust gases produced in the gasoline engine (1) before or at the transition from said normal operation phase to said non-ignited inertia-operating phase via an exhaust gas recirculation line (9) in said non-ignited inertia-operating phase, or

-wherein the gasoline engine (1) is supplied with exhaust gases produced in the gasoline engine (1) before or at the transition from the ignited coasting phase to the non-ignited coasting phase via an exhaust gas recirculation line (9) in the non-ignited coasting phase.

13. A method according to any one of the preceding claims, characterized in that the oxygen content of the exhaust gas situated in the main catalyst (3) or flowing through the main catalyst (3) in the non-ignited inertia phase of operation substantially corresponds to the oxygen content of the exhaust gas flowing through the main catalyst (3) in the normal phase of operation or in the ignited inertia phase of operation.

14. The method according to one of the preceding claims,

-the exhaust gas treatment device (2) comprises the main catalyst (3), optionally a gasoline engine particulate filter (4), the SCR catalyst (15) and optionally NO downstream of the SCR catalyst (15)_xA storage catalyst (10) for the storage of a fuel,

-wherein, in the regeneration operation of the gasoline engine particulate filter (4), oxygen, in particular air, preferably filtered and/or compressed ambient air, is supplied to the gasoline engine particulate filter (4) via one or said supply line (14) into the exhaust gas treatment device (2), and/or

-wherein in the NO_xDuring storage operation of the storage catalyst (10), oxygen is supplied via one or the supply lines (14) to the exhaust gas treatment device (2)And especially air, preferably filtered and/or compressed ambient air, is supplied to the NO_xA storage catalyst (10).

15. The method according to one of the preceding claims,

-the oxygen content of the exhaust gas flowing through the main catalyst (3) or the oxygen content of the exhaust gas located in the main catalyst (3) is less than 5 vol.% or substantially zero, and/or when oxygen, in particular air, is fed into the exhaust gas treatment device (2), and/or

-when oxygen, in particular air, is fed into the exhaust gas treatment device (2), the amount of exhaust gas oxygen flowing through the main catalyst (3) or the amount of exhaust gas oxygen located in the main catalyst (3) is kept low to such an extent that the efficiency of the main catalyst (3) is not affected.

16. Method according to one of the preceding claims, characterized in that the motive fuel is fed via the metering device (17) after the oxidation catalyst and before the SCR catalyst (15).

17. A kind of gasoline engine assembly is disclosed,

-wherein the gasoline engine assembly comprises a gasoline engine (1) and an exhaust gas treatment device (2),

-wherein the exhaust gas treatment device (2) comprises a main catalyst (3) and an SCR catalyst (15) arranged downstream of the main catalyst (3),

-wherein in a normal operating phase exhaust gases are generated in the gasoline engine (1) from the reaction of the propellant and air,

-wherein the gasoline engine assembly comprises a supply line (14) which opens into the exhaust gas treatment device (2), in particular through which it can flow unidirectionally,

it is characterized in that the utility model is characterized in that,

-the gasoline engine assembly is set up for carrying out the method according to one of claims 1 to 16.

18. A gasoline engine assembly according to claim 17, characterised in that the gasoline engine (1) is designed as a gasoline engine (1) which is adjusted before the exhaust gas treatment device (2) within a λ window around λ -1.

19. The gasoline engine assembly as set forth in claim 17 or 18,

the supply line (14) opens into the exhaust-gas treatment device (2) before the SCR catalyst (15),

-wherein the supply line (14) branches off between a compressor (7) and a charge air cooler (13) of a turbocharger (5) of the gasoline engine (1), or

-wherein the supply line (14) branches off between a charge air cooler (13) of a turbocharger (5) of the gasoline engine (1) and the gasoline engine (1), or

-wherein the supply line (14) branches off between an air filter and a compressor (7) of a turbocharger (5) of the gasoline engine (1), or

-wherein the supply line (14) is opened with respect to ambient air to feed air from the environment outside the gasoline engine assembly.

20. The gasoline engine assembly as recited in any one of claims 17 to 19,

the supply line (14) opens into the exhaust-gas treatment device (2) before the SCR catalyst,

-wherein the supply line (14) comprises a fan (22) fed from the air intake and/or ambient air, and/or

-wherein the supply line (14) comprises an accumulator (21), in particular a compressed air accumulator.

21. The gasoline engine assembly as recited in any one of claims 17 to 20,

-the supply line (14) leads into the exhaust gas treatment device (2) before the SCR catalyst (15), and/or

-the supply line (14) opens, in particular unidirectionally, with respect to ambient air towards the exhaust gas treatment device (2) to feed air from the environment outside the gasoline engine assembly, and/or

-ambient air is automatically drawn into the exhaust gas treatment device (2) by the exhaust gas flow present in the exhaust gas treatment device (2), and/or

-ambient air is fed into the exhaust gas treatment device (2) via a venturi nozzle (11).

22. The gasoline engine assembly as recited in any one of claims 17 to 21,

-the gasoline engine particle filter (4) is designed uncoated or as a two-way catalyst or a three-way catalyst or a four-way catalyst, or

-the gasoline engine particulate filter (4) comprises no catalyst, or a two-way catalyst or a three-way catalyst or a four-way catalyst.

23. The gasoline engine assembly as recited in any one of claims 17 to 22,

-the gasoline engine particulate filter (4) comprises said SCR catalyst (15), wherein the SCR catalyst (15) is arranged in a rear region of the gasoline engine particulate filter (4), and/or

-a coating serving as an SCR catalyst (15), such as in particular vanadium, an iron-containing zeolite or a copper-containing zeolite, is provided on the gasoline engine particulate filter (4), wherein said coating serving as an SCR catalyst (15) is preferably applied from the rear side of the gasoline engine particulate filter (4) in the exhaust gas flow direction.

24. The gasoline engine assembly as recited in any one of claims 17 to 23,

-an oxidation catalyst coated with an oxidation catalyst coating is provided between the main catalyst (3) and the gasoline engine particulate filter (4), or

-the gasoline engine particulate filter (4) has an oxidation catalyst coating at least in its front region,

-wherein the oxidation catalyst coating is set up for reacting NO with O₂Reaction to formNO₂。

25. The gasoline engine assembly as recited in any one of claims 17 to 24,

-after the gasoline engine (1) and before the main catalyst (3), in particular in the front region of the main catalyst (3), a heating element (18), in particular with a catalytic coating, is provided for heating the main catalyst (3), and/or

-after the gasoline engine (1) and in particular after the main catalyst (3) and before the oxidation catalyst, in particular in the front region of the oxidation catalyst, a heating element (18), in particular with a catalytic coating, is provided for heating the oxidation catalyst, and/or

-after the gasoline engine (1) and in particular after the oxidation catalyst and before the gasoline engine particulate filter (4), in particular in the front region of the gasoline engine particulate filter (4), a heating element (18), in particular with a catalytic coating, is provided for heating the gasoline engine particulate filter (4), and/or

-after the gasoline engine and in particular after the gasoline engine particulate filter (4) and in NO_xBefore the storage catalyst (10), in particular in the NO_xIn the front region of the storage catalyst (10), a catalyst coating is provided for heating the NO_xA heating element (18) of the catalytic converter (10) is stored.

26. The gasoline engine assembly as recited in any one of claims 17 to 25,

-the gasoline engine assembly comprises a gasoline engine (1) and has at least the main catalyst (3), the gasoline engine particulate filter (4) and NO_xAn exhaust-gas treatment device (2) which stores a catalyst (10),

the main catalyst (3) is designed or used as a three-way catalyst,

-the gasoline engine particulate filter (4) possibly serving as a quaternary catalyst is arranged downstream of the main catalyst (3),

-downstream of the gasoline engine particulate filter (4) is provided the NO_xStores a catalyst (10), and

in the NO_xThe storage catalyst (10) may be preceded by a or the oxidation catalyst.

27. A gasoline engine assembly according to any of claims 17 to 26 wherein the NO is_xThe storage catalyst (10) is the last catalyst of the exhaust gas treatment device (2) in the exhaust gas flow direction.

Technical Field

The present invention relates to a method and a gasoline engine assembly according to the preambles of the independent claims.

Background

Different methods of operating internal combustion engines are known from the prior art.

For example, methods are known in which nitrogen oxides emitted by a diesel engine are selectively reduced at or within an SCR catalyst. Such SCR catalysts can be composed of titanium dioxide, vanadium pentoxide, tungsten dioxide, zeolites, and in particular copper-containing zeolites and iron-containing zeolites or activated carbon.

The normal operation of a diesel engine at superstoichiometric levels requires such lean-burn exhaust gas treatment, the function of which occurs in the exhaust gas temperature range which is generally lower for diesel engines than for gasoline engines. It is generally provided that the SCR catalytic converter is supplied with the reducing agent required for the reaction, in particular ammonia NH, by means of a metering device₃。

The reducing agent may possibly be stored at least temporarily and/or in the SCR catalyst. Perhaps, ammonia accumulates in the active sites of the SCR catalyst. Reducing agent, in particular ammonia NH, stored at least temporarily₃Can subsequently reduce nitrogen oxides NO_xSuch as especially nitric oxide NO and nitrogen dioxide NO₂. However, the oxygen depletion and the high exhaust gas temperature level resulting from the normal operation of stoichiometric gasoline engines prove to be disadvantageous for the reaction in the context of gasoline engines according to the prior art.

Furthermore, methods are known for operating diesel or gasoline engines, in which exhaust gas containing particles is filtered while passing through the porous filter walls of an exhaust gas filter. During the filtration process, particles are intercepted by and deposited on the filter medium of the exhaust gas filter.

The filter wall of the exhaust gas filter can be made of various porous materials and, for example, of fibers or powder. The fibers or powders themselves consist in particular of ceramic materials or metals. Typical ceramic materials are mullite, cordierite, silicon carbide (SiC) and aluminum titanate.

The deposition of particles on or in the filter wall surface, so that a particle layer is formed which influences the filtration, the so-called filter cake, which on the one hand leads to a further improvement of the filtration efficiency, which is preferably as optimal as possible without prior loading, and on the other hand leads to an increase in the flow resistance and thus to an increase in the pressure difference which is generated by the exhaust gas volume flow at the exhaust gas filter.

In gasoline engine assemblies, as is already known from conventional diesel engine assemblies, regeneration of the exhaust gas filter is also required with correspondingly high soot loadings in order to be able to reduce or prevent excessive back pressures or undesirable temperature peaks which can damage components in the event of soot burnout in the particle filter. Because gasoline engine assemblies have significantly lower untreated particulate emission levels (particulate mass) and significantly higher exhaust gas temperature levels than diesel engine assemblies, regeneration is rarely required in gasoline engine assemblies.

The following describes the use of synergy between gasoline and diesel engines. Unlike diesel engines, NO is present as a regenerating agent in a particulate filter (here a gasoline engine particulate filter) in gasoline engines₂. Although the common term "regeneration with oxygen" in diesel engines refers to active regeneration, the term "regeneration with NO" refers to active regeneration₂The term "regeneration" refers to passive regeneration, which is used in the context of the present invention as follows: "regeneration with oxygen" is referred to within the scope of the invention as active regeneration, even if no active engine intervention is required to reduce soot particles. Further, "utilize NO₂Regeneration "is also referred to as passive regeneration in connection with gasoline engines.

In conventional gasoline engine assemblies, the exhaust gas temperature is higher than in conventional diesel engine assemblies, so that thermal oxidative regeneration (so-called active regeneration), i.e. oxidation of carbon by the supply of oxygen, of the gasoline engine particulate filter can be achieved more simply. On the other hand, in comparison to conventional diesel engine assemblies, less oxygen is present in conventional gasoline engine assemblies as a result of stoichiometric normal operation, so that significantly less oxygen is available for active regeneration of the gasoline engine particle filter.

Disclosure of Invention

The object of the invention is to overcome the disadvantages of the prior art. The object of the invention is, in particular, to provide a method for operating a gasoline engine assembly and a gasoline engine assembly of this type in order to further minimize or reduce the nitrogen oxide levels that are already low after the at least one main catalytic converter, in particular a three-way catalytic converter, in particular in the direction of the pollutant ambient air limit value. In addition, the bookThe object of the invention is to provide a catalyst for the reaction of by-products and intermediate products of a catalytic reaction, such as, for example, NH, which may be present₃For storage or conversion. In particular, the object of the invention is to overcome the disadvantages of the prior art. The task of the present invention is therefore to approach the so-called "zero-impulse-emissions" vision, in order on the one hand to provide the end customer with a gasoline engine assembly that saves on the consumption of power fuel, and on the other hand to protect the environment by being as much as possible below the harmful emissions legislation made by the legislator.

The object of the invention is achieved, inter alia, by the features of the independent claims.

The invention relates to a method for operating a gasoline engine assembly, wherein the gasoline engine assembly comprises a gasoline engine and an exhaust gas treatment device, wherein the exhaust gas treatment device comprises at least one main catalyst and an SCR catalyst arranged downstream of the main catalyst, wherein during a normal operating phase an exhaust gas is generated in the gasoline engine by reacting a propellant and air.

The invention provides that, in the reduction operation of the SCR catalyst, oxygen, in particular air, preferably optionally filtered or compressed ambient air, is supplied to the SCR catalyst via a supply line leading into the exhaust gas treatment device in order to reduce the nitrogen oxides, wherein the oxygen content of the exhaust gas flowing through the main catalyst is less than 5% by volume or substantially zero in the reduction operation, and/or wherein the oxygen content of the exhaust gas flowing through the main catalyst in the reduction operation is kept low to such an extent that the efficiency of the main catalyst is not substantially influenced.

The gasoline engine assembly may be a gasoline engine assembly of an internal combustion engine, in particular of a motor vehicle.

Perhaps, the SCR catalyst is seated within the exhaust treatment device at a location where the exhaust gas temperature is lower when entering the SCR catalyst than when exiting the gasoline engine.

In particular, the SCR catalyst is arranged downstream of the main catalyst (which is designed as a three-way catalyst) and the gasoline engine particle filter and downstream of the NO_xUpstream of the storage catalyst. Advantageously, NO_xStorage catalysisWhich is the final component of the exhaust gas treatment device. Between the main catalyst and the gasoline engine particulate filter, an oxidation catalyst may also be provided, wherein it may be designed as part of the gasoline engine particulate filter.

Further, the exhaust gas treatment apparatus may include: the main and SCR catalyst(s) and/or possibly one or more pre-catalysts and/or one or more secondary catalysts, in particular one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particle filters, in particular coated with a coating for gaseous exhaust gas treatment and/or one or more NO_xStorage catalyst and/or one or more containing NO_xAn exhaust treatment component storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust treatment components containing an SCR coating and/or a secondary air injector.

Furthermore, the exhaust gas treatment device can be formed from the main catalyst/s and the SCR catalyst and/or possibly one or more pre-catalysts and/or one or more secondary catalysts and in particular one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particle filters, in particular coated with a gaseous exhaust gas treatment effect coating and/or one or more NO_xStorage catalyst and/or one or more containing NO_xAn exhaust gas treatment component storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust gas treatment components comprising an SCR coating and/or a secondary air injector.

In particular, exhaust gases generated in a gasoline engine flow through a main catalyst and then through an SCR catalyst of an exhaust gas treatment device.

In the reduction mode of the SCR catalyst, oxygen and in particular air, preferably ambient air and possibly filtered or compressed, is supplied to the SCR catalyst via the supply line. Preferably, the supply line opens into the exhaust gas treatment device after the main catalyst and before the SCR catalyst.

When the SCR catalyst or the exhaust gas flowing through the SCR catalystHaving a temperature greater than the reduction temperature, in particular greater than the NO depending on the technology_xAt ignition temperatures, preferably greater than 170 ℃, the SCR catalyst can convert nitrogen oxides emitted by the gasoline engine into nitrogen and water by supplying oxygen, and in particular air.

The reaction of nitric oxide, NO, proceeds substantially according to the following equation at reduction temperatures exceeding 250 ℃:

4NO+4NH₃+O₂→4N₂+6H₂O

it is also possible if both nitric oxide NO and nitrogen dioxide NO are present in the exhaust gas₂And the reduction temperature is in the range of 170-300 ℃, so-called 'rapid SCR reaction' can be carried out. The rapid SCR reaction proceeds essentially according to the following equation:

NO+2NH₃+NO₂→2N₂+3H₂O

nitrogen dioxide NO₂The reaction of (a) proceeds substantially according to the following equation:

8NH₃+6NO₂→7N₂+12H₂O

it may be provided that the reducing agent required for the reaction, in particular ammonia NH, is supplied to the SCR catalyst by a metering device (i.e. in so-called active form) or within the normal operating range of the gasoline engine and/or by changing the operating mode of the gasoline engine (i.e. in so-called passive form)₃。

Unlike conventional methods, there is no need to periodically run a gasoline engine lean, i.e., with excess air. Conversely, if the gasoline engine is periodically operated in a lean mode, the three-way catalyst does not operate at all. Now, an SCR catalyst is provided, to which oxygen and in particular air is supplied via a supply line. In contrast to the methods known from the prior art, it is also possible to operate and/or to regulate the gasoline engine, in particular always within a lambda window of around 1. It is thus possible to supply the three-way catalyst and other exhaust gas treatment system components as a three-way catalyst with exhaust gas which is substantially free of oxygen or has a low oxygen content at all times.

The measure according to the invention thus makes it possible to always keep the three-way catalyst within the effective window and at the same time to further reduce emissions by operating the SCR catalyst. This is done in particular by supplying air to an SCR catalyst arranged downstream of the three-way catalyst.

During the reduction operation of the SCR catalyst, the exhaust gas oxygen content flowing through the main catalyst or in the main catalyst and/or possibly in the pre-catalyst or the secondary catalyst or the heating catalyst is less than 5% by volume or substantially zero.

During the reduction operation of the SCR catalyst, the exhaust gas oxygen quantity flowing through the main catalyst or the exhaust gas oxygen quantity located in the main catalyst and/or in the main catalyst or the auxiliary catalyst or the heating catalyst is kept low to such an extent that the efficiency of the main catalyst and/or of the pre-catalyst or the auxiliary catalyst or the heating catalyst is not substantially influenced and is not influenced by the reduction operation of the SCR catalyst, so that a sufficiently high, preferably maximum, conversion of the pollutant emissions of the exhaust gas treatment component is ensured overall at all times.

In particular, the main catalyst, the main catalysts or the main catalyst/s and other exhaust-gas treatment components have/have a high, preferably the highest possible, efficiency both in normal operation and in reduction operation before the point of introduction of the supply line into the exhaust-gas treatment device.

Preferably, only the SCR catalytic converter and optionally a particle filter of the gasoline engine are flowed through by an oxygen-containing gas, in particular air, preferably optionally filtered or compressed ambient air, during the reduction operation.

Within the scope of the present invention, at least one main catalyst or the main catalyst means one or more catalysts, in particular a plurality of main catalysts, which have substantially the same function and/or function. The at least one primary catalyst may comprise one or more catalysts, in particular one or more pre-catalysts or secondary catalysts and/or one or more heating catalysts. The at least one main catalyst may be formed by one or more main catalysts, in particular one or more pre-catalysts and/or secondary catalysts and/or one or more heated catalysts. Preferably, at least one of the above-mentioned catalysts is coated with a ternary coating.

Preferably, provision is made for the method to be carried out automatically, in particular in a motor vehicle control unit and/or by means of a control and/or regulation of the motor vehicle control unit.

The reduction operation may be ended after the nitrogen oxides contained in the exhaust gas have been completely or at least partially converted in the SCR catalytic converter.

It may be provided that, during a normal operating phase, the exhaust gas of the gasoline engine is supplied to a main catalytic converter and to an SCR catalytic converter, the main catalytic converter is designed or used as a three-way catalytic converter, and the gasoline engine is operated or regulated during its normal operating phase within a lambda window of around 1.

In a normal operating phase, which in this case corresponds essentially to a normal operating mode of the gasoline engine assembly or of the gasoline engine, the propellant and air are fed into the combustion chamber of at least one cylinder of the gasoline engine and converted by combustion into exhaust gases.

The gasoline engine can be operated and/or regulated during normal operating phases, preferably within a lambda window of around 1. That is, the gasoline engine may be operated and/or regulated in a manner that floats around a lambda value equal to 1.0, particularly a lambda value in the range of 0.9 to 1.1, preferably 0.95 to 1.05. It can be provided that the gasoline engine is operated and/or regulated in a substoichiometric or superstoichiometric manner, or in a rich or lean manner, in stages or for a long time in its normal operating phase, provided that the exhaust-gas treatment components of the gasoline engine assembly permit a sufficiently high, in particular as optimal as possible, conversion of the untreated emissions under the stated conditions.

This may mean that a sufficiently high and preferably as large a pollutant conversion rate by means of the exhaust gas treatment components should be ensured overall, not only in the normal operating phase but also in the reduction operation. This makes it possible to achieve a sufficiently high pollutant reduction in both operating phases. In particular, it is provided that the pollutant emission conversion rate of the exhaust gas treatment system is at any time not lower than a threshold value for the pollutant emission conversion rate below which a sufficiently high reduction in the pollutant emission no longer occurs. It may be provided that the pollutant emission conversion threshold is as large as possible, in particular in the range of as close to 100% as possible.

In particular, it is provided that the exhaust gas generated by a gasoline engine is substantially free of oxygen and contains at most only a small amount of oxygen during normal operating phases.

It can be provided that the gasoline engine is operated in the same way during the normal operating phase during the reduction operation of the SCR catalyst.

Perhaps stipulated that during the reduction operation of the SCR catalyst, nitrogen monoxide NO is converted into nitrogen N₂And water H₂O, wherein the reaction proceeds substantially according to the following equation:

4NO+4NH₃+O₂→4N₂+6H₂o, and/or

During reduction operation of the SCR catalyst, nitrogen monoxide NO and nitrogen dioxide NO₂Conversion to nitrogen N₂And water H₂O, wherein the reaction proceeds substantially according to the following equation:

NO+2NH₃+NO₂→2N₂+3H₂o, and/or

Nitrogen dioxide NO in reduction operation of SCR catalyst₂Conversion to nitrogen N₂And water H₂O, wherein the reaction proceeds substantially according to the following equation:

8NH₃+6NO₂→7N₂+12H₂O

it may be provided that the oxygen or air volume flow supplied to the SCR catalytic converter via the supply line, in particular unidirectionally, is controlled or regulated, in particular by means of an intake valve.

Means for adjusting or preventing the air supply, in particular intake valves, may also be provided, by means of which the oxygen supply, in particular the air supply, by means of the supply line can be controlled and/or adjusted.

It must be ensured in particular that the supply line of the exhaust gas treatment device contains safety means, such as, for example, a check valve or a diaphragm, for preventing exhaust gases from possibly flowing out to the environment via the supply line in any case.

It may be provided that the fuel for motive force is supplied to the exhaust gas treatment device by a metering device upstream of the SCR catalytic converter, wherein the fuel for motive force contains a reducing agent for reducing nitrogen oxides or can be converted into a reducing agent for reducing nitrogen oxides and/or a reducing agent for reducing nitrogen oxides and in particular ammonia NH₃Is generated by a main catalyst, in particular a three-way catalyst, during normal operation of the gasoline engine and/or by a possible temporary adjustment of the operating temperature of the gasoline engine, in particular in such a way that the gasoline engine is operated in a substoichiometric manner. In the context of the present invention, the phrase "the propellant is supplied to the exhaust gas treatment device by the metering device before the SCR catalytic converter" means in particular that it is located in the exhaust gas treatment device beforehand and is not supplied from the outside, as is known, for example, in diesel engines.

That is, it is particularly advantageous if the reducing agent for reducing nitrogen oxides is generated by a main catalyst, in particular a three-way catalyst, in the normal operating range of the gasoline engine, in particular by operating the gasoline engine in a substoichiometric manner. That is, ammonia is produced as a byproduct in the three-way catalyst, thereby eliminating the need for an active supply of urea. Namely, the SCR catalyst adopts a passive operation mode: urea need not be input as it is generated and/or regenerated by engine operation.

By temporarily regulating the operating temperature of the gasoline engine, in particular the substoichiometric operation of the gasoline engine, it is possible to ensure a sufficiently high, preferably maximum, pollutant emission conversion rate of the exhaust gas treatment component as a whole at all times.

It may be provided that, during operation, in particular during reduction operation of the SCR catalyst, the power fuel suitable for selective catalytic reduction, for example, in particular a urea-containing mixture, a urea solution orThe metering is carried out in a so-called active manner before the SCR catalyst. The motor fuel may contain a reducing agent such as, inter alia, ammonia NH₃Or can be converted toProtogen such as in particular NH₃. Preferably, a urea-containing mixture, in particular an aqueous urea solution, such as, for exampleWherein the motor fuel is converted into a reducing agent, and in particular NH, perhaps by the reaction shown below₃：

Pyrolysis: (NH)₂)₂CO→NH₃+HNCO

Hydrolysis: HNCO + H₂O→NH₃+CO₂

In the first step, urea (NH)₂)₂CO may be converted to ammonia NH in a pyrolysis reaction₃And HNCO isocyanate. In a second step, in a hydrolysis reaction, the isocyanic acid HNCO is reacted with water H₂O is converted into ammonia NH₃And carbon dioxide CO₂。

Reducing agent and in particular NH₃Perhaps at least temporarily, may be stored and/or stored in the SCR catalyst. Perhaps, ammonia may accumulate in the active sites of the SCR catalyst. Then, at least temporarily, storing the reducing agent and in particular ammonia NH₃Can reduce nitrogen oxide NO_xSuch as in particular nitric oxide NO and nitrogen dioxide NO₂。

The metering of the propellant can take place by means of a metering device, such as in particular an injector or a nozzle.

It may be provided that the gasoline engine is operated in such a way that it produces a reducing agent, in particular hydrogen H₂. Hydrogen H produced₂Can react with the generated nitric oxide NO in the main catalyst, especially the three-way catalyst to generate ammonia NH according to the following formula₃And water H₂O：

2NO+5H₂→2NH₃+2H₂O

It is thus possible for the reducing agent required for the SCR reaction to reduce nitrogen oxides, and in particular ammonia NH₃Is produced without metering device by means of a so-called passive mode exclusively by means of a gasoline engine and a main catalyst.

It may be provided that the exhaust gas treatment device comprises: the main catalyst and the SCR catalyst and/or one or more pre-catalysts and/or one or more secondary catalysts, in particular one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particle filters, in particular coated with a gaseous exhaust gas treatment effect coating and/or one or more NO_xStorage catalyst and/or one or more containing NO_xAn exhaust gas treatment component and/or one or more SCR systems and/or one or more exhaust gas treatment components and/or secondary air injectors having a stored catalyst coating, or provision is made that the exhaust gas treatment device is formed by the main catalyst(s) and the SCR catalyst and/or by one or more pre-catalysts and/or one or more secondary catalysts, in particular by one or more oxidation catalysts having an oxidation catalyst coating and/or by one or more heating catalysts and/or by one or more gasoline engine particle filters, in particular coated with a gaseous exhaust gas treatment effect coating and/or by one or more NO filters_xStorage catalyst and/or one or more containing NO_xAn exhaust gas treatment component storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust gas treatment components comprising an SCR coating and/or a secondary air injector.

It may be provided that in reduction operation, oxygen and in particular air is supplied to the SCR catalyst via a supply line which opens into the exhaust gas treatment device after the main catalyst, in particular after the three-way catalyst and before the SCR catalyst, or in reduction operation, oxygen and in particular air is supplied to the SCR catalyst via a supply line which opens into the exhaust gas treatment device before the gasoline engine particle filter and before the SCR catalyst, or in reduction operation, oxygen and in particular air is supplied to the SCR catalyst via a supply line which opens into the exhaust gas treatment device after the gasoline engine particle filter and before the SCR catalyst.

It may be provided that the air is filtered and/or compressed ambient air.

It may be provided that the SCR catalyst is supplied with ambient air during reduction operation, and that ambient air enters the supply line from the environment, in particular in a single direction. Additionally, ambient air may flow out of the supply line before the SCR catalyst and after the main catalyst, after the gasoline engine particulate filter, or before the gasoline engine particulate filter and before the SCR catalyst and after the main catalyst.

It may be provided that the SCR catalyst is supplied with ambient air in reduction operation, which in particular enters the supply line unidirectionally from the environment, wherein the ambient air flows out of the supply line before the SCR catalyst and after the main catalyst and/or after the gasoline engine particle filter, or wherein the air leaves the supply line before the gasoline engine particle filter and before the SCR catalyst and after the main catalyst.

That is, in a reducing operation, ambient air may flow through the supply line and then through the SCR catalyst.

In particular, it is provided that uncompressed air, in particular uncompressed ambient air, enters the supply line and leaves the supply line before the SCR catalyst, in particular after the main catalyst.

It may be provided that ambient air is automatically drawn in by the exhaust gas flow present in the exhaust gas treatment device and that ambient air is fed into the exhaust gas treatment device via the venturi nozzle.

In particular, provision can be made for one end of the supply line to open into the environment, in particular outside the exhaust gas treatment device, and for the other end to open into the exhaust gas treatment device.

Additionally, negative pressure may exist or be present within the exhaust treatment device as it is being flowed through by the exhaust gas. It may therefore be possible to draw air from the environment into the exhaust gas treatment device, in particular automatically, by means of this underpressure, in particular before the SCR catalyst, via the supply line.

In particular, ambient air may be fed into the exhaust gas treatment device via a venturi nozzle. It may be provided that the exhaust gas treatment device is designed as a venturi nozzle in the region of the supply line leading into the exhaust gas treatment device.

It may be provided that the SCR catalyst is supplied with air, in particular air compressed by the turbocharger of a gasoline engine, in reduction operation, which air enters the supply line between the compressor of the turbocharger and the charge air cooler or between the charge air cooler of the turbocharger and the gasoline engine, wherein the air flows out of the supply line after the main catalyst and/or possibly after the gasoline engine particle filter and before the SCR catalyst, or wherein the air flows out of the supply line after the main catalyst and possibly before the gasoline engine particle filter and before the SCR catalyst.

That is, in reducing operation, air from the environment may flow through the compressor of the turbocharger, the supply line, and then through the SCR catalyst.

In particular, it is provided that the air compressed by the compressor of the turbocharger enters the supply line after the compressor of the turbocharger and flows out of the supply line before the SCR catalyst and in particular after the main catalyst.

It may be provided that the exhaust gas and/or the air supplied in the reduction mode is heated by a heating element, the heated air flows through the SCR catalytic converter and then through the SCR catalytic converter, and the heating element is arranged upstream of the SCR catalytic converter.

It may be provided that after the gasoline engine and before the SCR catalytic converter, in particular in the front region of the SCR catalytic converter, a heating element for heating the SCR catalytic converter is provided, and/or after the gasoline engine and before the gasoline engine particulate filter, in particular in the front region of the gasoline engine particulate filter, a heating element for heating the gasoline engine particulate filter is provided, and/or after the gasoline engine and before the main catalytic converter, in particular in the front region of the main catalytic converter, a heating element for heating the main catalytic converter is provided, and/or after the gasoline engine and before the secondary catalytic converter, in particular in the front region of the secondary catalytic converter, a heating element for heating the secondary catalytic converter is provided, wherein the respective heating element preferably has a catalytically active coating itself.

The heating element or elements can be supplied with power by a vehicle electrical supply, which has a nominal voltage of 12 volts or 48 volts, in particular.

It may be provided that at least one heating element is provided upstream of each exhaust-gas treatment component of the exhaust-gas treatment system, in particular in the front region of each exhaust-gas treatment component. For example, the individual catalytic converters can be brought to the temperature required for their effective operation (ignition temperature) in advance by the respective heating element.

In particular, provision is made for a heating element to be provided upstream of the SCR catalytic converter in order to be able to heat the SCR catalytic converter to its operating temperature rapidly, in particular during a cold start of the internal combustion engine, so that NO is reduced or prevented_xDischarging the discharge. Since the SCR catalyst generally requires a significantly lower temperature in terms of its function than a three-way catalyst, NO emitted by a gasoline engine_xEmissions can be admitted by the SCR catalyst at cold start.

Furthermore, the heating element and the resulting heating of the individual catalytic converters are used for the desulfurization thereof.

It may be provided that the operating phases of the gasoline engine assembly comprise a normal operating phase, or an idling phase and a regeneration operating phase, in which the gasoline engine is operated and/or regulated preferably within a lambda window of around 1, the idling phase being formed by at least one non-ignited idling phase and/or at least one ignited idling phase, in which the gas flowing through the main catalytic converter contains a small amount of oxygen, in particular essentially no oxygen, and in particular the exhaust gas resulting from stoichiometric or sub-stoichiometric combustion, in particular from sub-stoichiometric combustion, in particular in stages, wherein the gasoline engine is supplied with the exhaust gas produced in the gasoline engine before or during the transition from the normal operating phase to the non-ignited idling phase via the exhaust gas recirculation line in the non-ignited idling phase, or wherein the gasoline engine is supplied with exhaust gases produced in the gasoline engine before or during the transition from the ignition coast-down phase to the misfire coast-down phase via an exhaust gas recirculation line in the misfire coast-down phase.

It may be provided that the exhaust gas oxygen content in the main catalyst or the exhaust gas oxygen content flowing through the main catalyst during the non-ignition coasting phase substantially corresponds to the exhaust gas oxygen content flowing through the main catalyst during the normal operating phase or the ignition coasting phase.

It may be provided that the exhaust gas treatment device comprises a main catalyst, optionally a gasoline engine particle filter, an SCR catalyst and optionally NO downstream of the SCR catalyst_xStorage catalyst, wherein oxygen, in particular air, preferably filtered and/or compressed ambient air, is supplied to the gasoline engine particulate filter via one or the supply lines leading into the exhaust gas treatment device during regeneration operation of the gasoline engine particulate filter, and/or wherein NO is_xDuring storage operation of the storage catalyst, oxygen, in particular air, preferably filtered and/or compressed ambient air, is supplied to the NO via one or the supply lines to the exhaust gas treatment device_xThe catalyst is stored.

In particular, it is provided that oxygen supplied via the supply line is used in combination and, with the aid of this oxygen, the gasoline engine particulate filter is operated in its regeneration mode, the SCR catalyst is operated in its reduction mode and/or NO is operated in its storage mode_xThe catalyst is stored.

It is thus possible to locate NO in the operating range of the gasoline engine assembly_xThe gasoline engine particulate filter before the storage catalyst is regenerated, in which range regeneration has hitherto not been possible due to oxygen-starvation.

Perhaps stipulated for the provision of a particulate filter, an SCR catalyst and NO for a gasoline engine_xA supply line for oxygen from the storage catalyst leads to the exhaust gas treatment device before the particulate filter of the gasoline engine and after the main catalyst.

However, it may also be necessary to actively initiate regeneration of the particle filter of the gasoline engine in the gasoline engine assembly at the latest when the exhaust gas back pressure, due to the particle loading, exceeds an exhaust gas back pressure threshold value, at which the exhaust gas discharge is significantly impeded and in particular the limit values of components of the engine or exhaust gas treatment device which pose a potential durability hazard are exceeded.

The monitoring of the loading state and the starting and controlling of the regeneration of the gasoline engine particulate filter may be performed by an engine control device of the internal combustion engine, in particular by a controller of the internal combustion engine.

It may be provided that oxygen, in particular ambient air, is supplied to the gasoline engine particle filter, the oxidation catalyst and the NO via supply lines_xA storage catalyst and/or an SCR catalyst.

Or that oxygen, in particular ambient air, is supplied to the gasoline engine particle filter, the oxidation catalytic converter, the NO via the inherent supply line_xA storage catalyst and/or an SCR catalyst.

It may be provided that the exhaust gas oxygen content flowing through the main catalyst or the exhaust gas oxygen content located in the main catalyst is less than 5% by volume or substantially zero when oxygen, in particular air, is fed into the exhaust gas treatment device, and/or that the exhaust gas oxygen content flowing through the main catalyst or the exhaust gas oxygen content located in the main catalyst is kept low when oxygen, in particular air, is fed into the exhaust gas treatment device, to such an extent that the efficiency of the main catalyst is not impaired.

It may be provided that the propellant is supplied via a metering device after the oxidation catalyst and before the SCR catalyst.

The invention relates in particular to a gasoline engine assembly, wherein the gasoline engine assembly comprises a gasoline engine and an exhaust gas treatment device, wherein the exhaust gas treatment device comprises a main catalytic converter and an SCR catalytic converter arranged downstream of the main catalytic converter, wherein in a normal operating phase an exhaust gas is generated in the gasoline engine by reacting a propellant with air, wherein the gasoline engine assembly comprises a supply line which opens into the exhaust gas treatment device and through which an in particular unidirectional flow can flow, and wherein the gasoline engine assembly is designed to carry out the method according to the invention.

It may be provided that the gasoline engine is designed as a gasoline engine which is adjusted before the exhaust-gas treatment device within a lambda window of around 1.

It may be provided that the supply line opens into the exhaust-gas treatment device before the SCR catalytic converter, wherein the supply line branches off between a compressor of a turbocharger of the gasoline engine and a charge-air cooler, or wherein the supply line branches off between a charge-air cooler of a turbocharger of the gasoline engine and the gasoline engine, or wherein the supply line branches off between an air filter and a compressor of a turbocharger of the gasoline engine, or wherein the supply line is open to ambient air in order to feed air from the environment outside the gasoline engine assembly.

It may be provided that the supply line opens into the exhaust-gas treatment device before the SCR catalytic converter, wherein the supply line comprises a fan which is fed from the intake tract and/or from the ambient air, and/or wherein the supply line comprises a pressure accumulator, in particular a compressed air pressure accumulator.

It may be provided that a controllable and/or adjustable fan is provided along the supply line for the supply of oxygen, in particular air. The fan can be designed in particular as a secondary air pump, as an electric compressor or as a mechanical compressor.

It may be provided that the supply line opens into the exhaust gas treatment device before the SCR catalytic converter and/or that the supply line opens in particular unidirectionally with respect to ambient air toward the exhaust gas treatment device in order to feed air from the environment outside the gasoline engine assembly and/or that the ambient air is automatically drawn into the exhaust gas treatment device by the exhaust gas flow present in the exhaust gas treatment device and/or that ambient air is fed into the exhaust gas treatment device via a venturi nozzle.

It may be provided that a controllable and/or adjustable fan and/or a pressure accumulator is arranged along the supply line.

It is possible to fill the pressure accumulator continuously or intermittently by means of a fan, which in turn serves as an oxygen reservoir, in particular an air reservoir. The pressure accumulator may be arranged within the supply line between the fan and the point at which the supply line opens into the exhaust-gas treatment device.

It may be provided that air is fed from an air-filled accumulator via a supply line to the exhaust-gas treatment device.

It may be provided that the gasoline engine particulate filter is designed uncoated or as a two-way catalyst or a three-way catalyst or a four-way catalyst, or that the gasoline engine particulate filter does not comprise a catalyst or comprises a two-way catalyst or a three-way catalyst or a four-way catalyst.

In one embodiment, the gasoline engine particulate filter may be uncoated and is only designed to filter particles.

It can be provided that the gasoline engine particle filter is designed to filter particles and also to convert and/or store hydrocarbons, carbon monoxide and nitrogen oxides, optionally or in combination. Thus, gasoline engine particulate filters are designed as binary, ternary or quaternary catalysts, depending on the coating.

It may be provided that the gasoline engine particulate filter comprises the SCR catalyst, wherein the SCR catalyst is arranged in the rear region of the gasoline engine particulate filter and/or is provided with a coating serving as the SCR catalyst, such as, in particular, vanadium, an iron-containing zeolite or a copper-containing zeolite, at the gasoline engine particulate filter, wherein the coating serving as the SCR catalyst is preferably applied from the rear side of the gasoline engine particulate filter in the exhaust gas flow direction.

It may be provided that an oxidation catalytic converter coated with an oxidation catalytic converter coating is arranged between the main catalytic converter and the gasoline engine particulate filter, or that the gasoline engine particulate filter has an oxidation catalytic converter coating at least in its front region, wherein the oxidation catalytic converter coating is designed to react NO with O₂Reaction to form NO₂。

It may be provided that a catalytically coated heating element is arranged after the gasoline engine and before the main catalyst, in particular in the front region of the main catalyst, for heating the main catalyst, and/or that a catalytically coated heating element is arranged after the gasoline engine and in particular after the main catalyst and before the oxidation catalyst, in particular in the front region of the oxidation catalyst, for heating the oxidation catalyst, and/or that a catalytically coated heating element is arranged after the gasoline engine and in particular after the oxidation catalyst and before the gasoline engine particle filter, in particular in the front region of the gasoline engine particle filterHeating element, in particular catalytically coated, for heating a gasoline engine particle filter and/or after a gasoline engine and in particular after a gasoline engine particle filter and in the presence of NO_xBefore storage of the catalyst, in particular in NO_xIn the front region of the storage catalyst, a particularly catalytically coated device for heating NO is provided_xThe heating element of the catalyst is stored.

Perhaps stipulated that a gasoline engine assembly includes a gasoline engine and has at least the main catalyst, the gasoline engine particulate filter and NO_xExhaust gas treatment device with a storage catalyst, which is designed or used as a three-way catalyst, downstream of which a gasoline engine particle filter, possibly in the form of a four-way catalyst, is arranged, downstream of which the NO is arranged_xStorage catalyst and in NO_xOne or the oxidation catalytic converters may be arranged upstream of the storage catalytic converter.

Perhaps stipulated that NO_xThe storage catalyst is the last catalyst of the exhaust gas treatment device in the exhaust gas flow direction.

In the context of the present invention, the front region of an exhaust gas treatment element is the region which is flowed through by the exhaust gas earlier in the flow direction of the exhaust gas in the respective exhaust gas treatment element. In particular, it may be the region where exhaust gases enter the respective exhaust gas treatment component.

In the context of the present invention, the rear region of an exhaust gas treatment element is the region through which the exhaust gas flows later in the direction of flow of the exhaust gas in the respective exhaust gas treatment element. In particular, it may be a region where exhaust gases flow out of the respective exhaust gas treatment component.

Other inventive features may be derived from the claims, the description of the embodiments and the figures.

Drawings

The invention will now be further illustrated by way of examples, which are illustrative rather than exclusive and/or non-limiting.

FIGS. 1a, 1b, 1c, 1d, 1e, 1f, 1g and 1h show schematic views of different variants of a first embodiment of the gasoline engine assembly of the invention,

figures 2a, 2b, 2c and 2d show schematic views of different variants of a second embodiment of the gasoline engine assembly of the present invention,

figure 3 shows a schematic view of a third embodiment of the gasoline engine assembly of the present invention,

fig. 4a and 4b show schematic views of different variants of a fourth embodiment of the gasoline engine assembly of the present invention.

Unless otherwise specified, the reference numerals correspond to the following constituent elements:

1: gasoline engine, 2: exhaust gas treatment apparatus, 3: main catalyst, 4: gasoline engine particulate filter, 5: turbocharger, 6: throttle valve, 7: compressor, 8: turbine, 9: exhaust gas recirculation line, 10: NO_xStorage catalyst, 11: venturi nozzle, 12: intake valves, 13: charge air cooler, 14: supply line, 15: SCR catalyst, 16: other main catalyst, 17: metering device, 18: heating element, 19: filter device, 20: safety device, 21: accumulator, 22: a fan.

Detailed Description

Fig. 1a, 1b, 1c, 1d, 1e, 1f, 1g and 1h show schematic representations of different variants of a first embodiment of the gasoline engine assembly of the invention, which are suitable and/or set up for carrying out the method of the invention.

In this embodiment, the gasoline engine assembly includes a gasoline engine 1 and an exhaust gas treatment device 2. The exhaust gas treatment device 2 comprises a main catalyst 3 and an SCR catalyst 15 arranged downstream of the main catalyst 3. In this embodiment, the main catalyst 3 is designed as a three-way catalyst and is arranged immediately after the turbine 8 of the turbocharger 5, in particular close to the engine.

Alternatively, the exhaust gas treatment device 2 comprises a main catalyst 3, a gasoline engine particulate filter 4 arranged downstream of the main catalyst 3, an SCR catalyst 15 arranged downstream of the gasoline engine particulate filter 4 and/or NO optionally arranged downstream of the SCR catalyst 15_xThe catalyst 10 is stored.

Further, in fig. 1a, 1b, 1c, 1d, 1e, 1f, 1g and 1h, the gasoline engine assembly includes a turbocharger 5 and a throttle valve 6. The turbocharger 5 includes a compressor 7 and a turbine 8. According to fig. 1b, the gasoline engine assembly further comprises an exhaust gas recirculation line 9, i.e. a high pressure AGR line of a high pressure AGR system, compared to the gasoline engine assembly of fig. 1 a.

During a normal operation phase, in which the gasoline engine assembly is operating normally, the gasoline engine 1 is fueled. The motive fuel reacts with air during normal operation to produce exhaust.

During the normal operating phase, the gasoline engine 1 is operated and/or regulated within a λ window around λ ═ 1. That is, the gasoline engine 1 is operated in a floating manner around a λ value equal to 1.0, and is operated and/or controlled particularly in a range of λ 0.9 to 1.1, preferably λ 0.95 to 1.05. According to this embodiment, it can be provided that the gasoline engine 1 is operated and/or controlled in a staged or permanently rich manner during its normal operating phase.

According to this embodiment, the exhaust gas discharged from the gasoline engine 1 in the normal operation stage contains substantially no oxygen. According to this embodiment, in the reduction operation of the SCR catalyst 15, the gasoline engine 1 is operated in substantially the same manner as in the normal operation phase. That is, in the reduction operation, the exhaust gas discharged from the gasoline engine 1 also contains substantially no oxygen.

In all embodiments, it is provided that the amount of exhaust gas oxygen flowing through the main catalytic converter 3 or the amount of exhaust gas oxygen located in the main catalytic converter 3 during the reduction operation of the SCR catalytic converter 15 is so low that the efficiency of the main catalytic converter 3 is not substantially affected. As a result, the effectiveness, in particular the efficiency, of the main catalyst 3, in particular the three-way catalyst, is substantially the same before and after the reduction operation of the SCR catalyst 15.

In particular, it can be provided that the exhaust gas oxygen content flowing through the main catalytic converter 3 or the exhaust gas oxygen content located in the main catalytic converter 3 is less than 5% by volume or substantially zero during the reduction operation of the SCR catalytic converter 15.

The aforementioned conflict of objectives can thus be resolved and a method and a gasoline engine assembly are provided which allow low consumption of power fuel and low emissions of pollutants.

Therefore, even in the reduction operation, relatively hot engine exhaust gas remains substantially free of oxygen in the main catalyst 3. This makes it possible to avoid an enrichment of oxygen in the main catalyst 3 and thus an enrichment of the gasoline engine 1 which may be necessary subsequently.

According to this embodiment, in the reduction operation of the SCR catalyst 15, oxygen, in particular air, is supplied to the SCR catalyst 15 via the supply line 14.

According to this embodiment, the supply line 14 opens into the exhaust-gas treatment device 2 before the SCR catalyst 15 and branches off between the compressor 7 of the turbocharger 5 and the charge-air cooler 13.

That is, in the reduction operation of the SCR catalyst 15, oxygen and particularly air is air compressed by the turbocharger 5 of the gasoline engine 1. Furthermore, the compressed air enters the supply line 14 after the compressor 7 and before the charge air cooler 13 of the turbocharger 5 and flows out of the supply line 14 after the main catalyst 3 and before the SCR catalyst 15.

According to this embodiment, a device for adjusting or preventing the air supply, i.e. the inlet valve 12, is provided in the supply line 14, whereby the oxygen supply, in particular the air supply, through the supply line 14 is controlled and/or adjusted.

The gasoline engine 1 generates exhaust gas by a conversion reaction of the power fuel not only in the normal operating phase but also in the reduction operation of the SCR catalyst 15. The exhaust gases flow firstly through the turbine 8 of the turbocharger 5 and then through the exhaust-gas treatment components of the exhaust-gas treatment device 2 and then out to the environment.

During the reduction operation of the SCR catalyst 15, the nitrogen oxides contained in the exhaust gas are partly or completely converted into water and nitrogen within or at the SCR catalyst 15.

According to fig. 1a, 1b, 1d, 1e, 1f, 1g and 1h, the reducing agent for nitrogen oxide reduction is produced in the SCR catalyst 15 by means of a three-way catalyst. For this purpose, the gasoline engine 1 is operated such that the gasoline engine 1 generates hydrogen, for example. The hydrogen produced is then reacted with nitric oxide in a three-way catalyst to produce ammonia. Alternatively, in this variant, a metering device 17 can be provided for metering in the propellant.

According to fig. 1c, the propellant is fed into the exhaust gas treatment device 2 by a metering device 17 before the SCR catalyst 15.

According to fig. 1d, the supply line 14 leads into the exhaust gas treatment device 2 before the gasoline engine particulate filter 4 containing the SCR catalyst 15. According to the figure, the SCR catalyst 15 is arranged in the rear region of the gasoline engine particulate filter 4. In this case, the coating serving as the SCR catalyst 15 is applied from the rear side of the gasoline engine particulate filter 4 in the exhaust gas flow direction.

According to fig. 1e, NO is also provided after the SCR catalyst 15 or after the gasoline engine particulate filter 4 containing the SCR catalyst 15_xThe catalyst 10 is stored.

According to the variant shown in fig. 1f, in contrast to the variant shown in fig. 1a, a further main catalyst 16 and a gasoline engine particulate filter 4 are also arranged between the main catalyst 3 and the SCR catalyst 15.

According to the variant shown in fig. 1g, in contrast to the variant shown in fig. 1f, a heating element 18 is also provided before the main catalyst 3.

According to the variant shown in fig. 1h, in contrast to the variant shown in fig. 1g, a heating element 18 is also provided before the SCR catalytic converter 15.

Fig. 2a, 2b, 2c and 2d show schematic views of different variants of a second embodiment of the gasoline engine assembly of the invention, which are suitable and/or set up for carrying out the method of the invention. The features of the embodiments according to fig. 2a, 2b, 2c and 2d may advantageously correspond to the features of the embodiments according to fig. 1a, 1b, 1c, 1d, 1e, 1f, 1g and 1 h.

In contrast to the variant of the first embodiment, the oxygen and in particular the air required for the reduction operation of the SCR catalytic converter 15 is fed into the exhaust gas treatment device 2 via the venturi nozzle 11.

Furthermore, an intake valve 12 is provided at the supply line 14, which is designed to adjust the amount of oxygen, in particular the air, supplied to the SCR catalyst 15.

Fig. 3 shows a schematic view of a third embodiment of the gasoline engine assembly of the present invention, which is suitable and/or set up for carrying out the method of the present invention. The features of the embodiment according to fig. 3 may preferably correspond to the features of the embodiments according to fig. 1a, 1b, 1c, 1d, 1e, 1f, 1g, 1h, 2a, 2b, 2c and 2 d.

According to this embodiment, the exhaust gas treatment device 2 comprises a main catalyst 3, a gasoline engine particulate filter 4 and an SCR catalyst 15.

The ambient air filtered by the filter device 19 is fed into the exhaust gas treatment device 2 via the venturi nozzle 11. Furthermore, an intake valve 12 and a safety device 20 are provided at the supply line 14.

Fig. 4a and 4b show schematic views of different variants of a fourth embodiment of the gasoline engine assembly of the invention, which are suitable and/or set up for carrying out the method of the invention. The features of the embodiment according to fig. 4a and 4b may advantageously correspond to the features of the embodiment according to fig. 1a, 1b, 1c, 1d, 1e, 1f, 1g, 1h, 2a, 2b, 2c, 2d and 3.

The exhaust gas treatment device 2 comprises a main catalyst 3, a further main catalyst 16, a gasoline engine particulate filter 4 and an SCR catalyst 15.

According to fig. 4a, the filtered ambient air is optionally fed to the pressure accumulator 21 or directly to the exhaust gas treatment device 2 by means of a fan 22, which in this embodiment is designed in the form of an electric compressor 7. In addition, stored ambient air can be fed from the pressure accumulator 21 into the exhaust gas treatment device 2.

According to the variant shown in fig. 4b, unlike the variant shown in fig. 4a, ambient air is drawn in from the intake tract of the gasoline engine assembly by means of the fan 22. That is, the fan 2 diverts air before the compressor 7 of the turbocharger 5 of the gasoline engine assembly.

By the exemplary configuration, the effects of the present invention can be obtained.

The present invention is not limited to the embodiments shown, but encompasses any method and any gasoline engine assembly according to the claims below.