CN101418725A - Control unit for diesel engine - Google Patents

Control unit for diesel engine Download PDF

Info

Publication number
CN101418725A
CN101418725A CNA2008101732270A CN200810173227A CN101418725A CN 101418725 A CN101418725 A CN 101418725A CN A2008101732270 A CNA2008101732270 A CN A2008101732270A CN 200810173227 A CN200810173227 A CN 200810173227A CN 101418725 A CN101418725 A CN 101418725A
Authority
CN
China
Prior art keywords
mentioned
valve
diesel engine
regularly
outlet valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CNA2008101732270A
Other languages
Chinese (zh)
Inventor
醍醐康德
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Fuso Truck and Bus Corp
Original Assignee
Mitsubishi Fuso Truck and Bus Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Fuso Truck and Bus Corp filed Critical Mitsubishi Fuso Truck and Bus Corp
Publication of CN101418725A publication Critical patent/CN101418725A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0246—Variable control of the exhaust valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2305/00—Valve arrangements comprising rollers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

A control device for a diesel engine has a valve timing switching mechanism capable of selectively switching between first opening/closing timing and second opening/closing timing for an exhaust valve. The first opening/closing timing is set such that the period for which the exhaust valve is open overlaps the period for which an intake valve is open, and that opening start timing for the exhaust valve is after bottom dead center of expansion stroke of a piston. The second opening/closing timing is set such that opening start timing for the exhaust valve is advanced compared with the opening start timing according to the first opening/closing timing. A control unit controls the valve timing switching mechanism so that the exhaust valve is opened and closed according to the first opening/closing timing, at least when the diesel engine is operating in a predetermined cold condition.

Description

The control gear of diesel engine
Technical field
The present invention relates to a kind of control gear of diesel engine, particularly a kind of switching with the outlet valve that can change motor valve timing switching mechanism regularly and the control gear of diesel engine of exhaust gas post-treatment device with function of purifying engine exhaust.
Background technique
Current, as exhaust gas post-treatment device, be used for NOx (nitrogen oxide) reduction that the exhaust with diesel engine comprises and the NOx catalyzer of purifying exhaust gas and be used to catch particulate and the particulate filter of purifying exhaust gas etc.
For example, use ammonia selective reduction type NOx catalyzer (below be called the SCR catalyzer) as the NOx catalyzer in recent years.In the exhaust gas post-treatment device that has used this SCR catalyzer, supply with urea water at the upstream side of SCR catalyzer, utilize exhaust gas heat to add water decomposition the urea water of supplying with and the ammonia that produces is supplied to the SCR catalyzer.The ammonia that is supplied to the SCR catalyzer is adsorbed on the SCR catalyzer, by being promoted the denitration reaction between the NOx in ammonia and the exhaust by the SCR catalyzer, thereby carries out the reduction of NOx.
The SCR catalyzer need make the delivery temperature that flows in the SCR catalyzer rise to the temperature of SCR catalyst activation at least in order to bring into play this exhaust emission control function well.But when engine cold state, the delivery temperature of discharging from motor is lower, and is positioned at the not fully heating such as outlet pipe, leading portion oxidation catalyst and particulate filter of SCR catalyzer upstream side.Therefore, exhaust gas heat is absorbed by these parts, and the delivery temperature that flows into the SCR catalyzer obviously descends.Because above-mentioned delivery temperature descends, the SCR catalyzer might be brought into play above-mentioned exhaust emission control function well.
In addition, cause the generation of problem because delivery temperature descends, be not limited to the SCR catalyzer, various catalyzer or particulate filter for using as exhaust gas post-treatment device all can produce identical problem.That is,,, can't bring into play catalyst function well because delivery temperature descends and can't activate for the catalyzer that uses in the exhaust gas post-treatment device.In addition, for particulate filter, it is difficult that cyclic regeneration becomes, and particulate can be deposited in the particulate filter, and the capturing ability of particulate descends.
Problem when descending in order to solve above-mentioned delivery temperature, open in flat 10-No. 68332 communiques (below be called patent documentation 1) the spy of Japan and to have proposed a kind of valve timing control gear, by regularly, delivery temperature is risen in the switching of the outlet valve of engine cold state time change motor.
In the control gear of patent documentation 1, use the regularly variable mechanism of switching that makes outlet valve by the change exhaust cam shaft with respect to the phase place of bent axle.And, under the lower situation of engine temperature, the crankangle of the switching timing advance of outlet valve regulation.Thus, the calory burning in the cylinder is discharged energetically to exhaust side, utilize this calory burning that catalyzer etc. is activated as early as possible.
But, in the control gear of above-mentioned patent documentation 1, change with respect to the phase place of bent axle by making exhaust cam shaft, thereby the switching of outlet valve is regularly variable under the situation of fixing during driving valve.Thus, begin timing advance, thereby make the valve that closes of outlet valve finish timing, before the inlet open valve, close outlet valve early than exhaust top dead center by the valve of opening that makes outlet valve.Therefore, follow the closing valve of outlet valve and cylinder in residual gas be compressed once more.Thus, compressed residue gas know from experience after drive valve and discharge by suction valve from suction port.Its result sucks fresh air from suction port excess air ratio is descended owing to hindering in cylinder, thereby produces the problem that a large amount of black smoke of appearance or HC (hydrocarbon) discharge in air.
In addition, the control gear of above-mentioned patent documentation 1 utilizes the supply of oil pressure and the phase place of exhaust cam shaft is changed with respect to bent axle.Owing to when engine cold state, the temperature of the action oil that is supplied to is lower, thereby its viscosity is higher, so to a certain degree do not make the reduction of action oil viscosity, the then mechanism of control phase change stably if the temperature of action oil is risen.Therefore, in the control gear of above-mentioned patent documentation 1, under the lower situation of the temperature of action oil, consider the switching of outlet valve regularly is maintained the state of maximum lead angle.But in the case, because under the state that the temperature of action oil not have fully to rise, even motor is in the high capacity running state, also discharging operation oil swimmingly need be kept a period of time so outlet valve opens and closes the maximum lead angle state of timing.Therefore, upward as noted above, the amount that sucks the fresh air in the cylinder reduces.Rise because of the amount of the fresh air that transmits calory burning reduces delivery temperature, but because the amount of fresh air significantly reduces, black smoke is a large amount of to be occurred or the excessive rising of delivery temperature because partial combustion causes so might produce.
Summary of the invention
The present invention proposes in order to address the above problem, its purpose is, a kind of control gear of diesel engine is provided, it can not discharged a large amount of black smokes and delivery temperature is risen when engine cold state, can bring into play the good exhaust emission control function of exhaust gas post-treatment device as early as possible.
To achieve these goals, the control gear of diesel engine of the present invention has: the valve timing switching mechanism, and it can be with the switching of the outlet valve of diesel engine regularly, optionally switches to the 1st and open and close regularly and the 2nd open and close some in the timing; Exhaust gas post-treatment device, it purifies the exhaust of discharging from above-mentioned diesel engine; And control unit, it controls above-mentioned valve timing switching mechanism, so that at least when the above-mentioned diesel engine cold operation of predesignating, utilizes the above-mentioned the 1st to open and close outlet valve is opened and closed,
The above-mentioned the 1st opens and closes timing setting is, above-mentioned outlet valve open a part during the valve and overlapping with opening during the valve of the suction valve of the same cylinder of above-mentioned outlet valve, simultaneously above-mentioned outlet valve opens the retardation angle side of piston lower dead centre that valve begins regularly to be arranged in the expansion stroke of above-mentioned cylinder, the above-mentioned the 2nd opens and closes timing setting is, the valve of opening of above-mentioned outlet valve begins regularly to be positioned at the above-mentioned the 1st lead angle side that valve begins timing of opening that opens and closes regularly.
In the control gear of diesel engine as constituted above, when the cold operation of the diesel engine of predesignating, the control unit control valve is switching mechanism regularly, so that outlet valve open during the valve a part and with outlet valve be same cylinder suction valve open during the valve overlapping, open and close simultaneously outlet valve opened and closed with the 1st so that outlet valve open the retardation angle side of piston lower dead centre that valve begins regularly to be arranged in the expansion stroke of above-mentioned cylinder.
Thus, by the gas in the Piston Compression cylinder in expansion stroke, compare with the situation of utilizing the 2nd switching regularly outlet valve to be opened and closed, pumping loss increases.Owing to the fuel feed that increases for the pumping loss that compensates above-mentioned increase to each cylinder, so its result, the temperature of the exhaust of discharging from diesel engine rises.
In addition, because the valve of opening of outlet valve begins definite time delay, so compare with the situation of utilizing the 2nd switching regularly outlet valve to be opened and closed, the residue gas scale of construction in the cylinder increases, and the amount of the fresh air of suction cylinder correspondingly reduces.Thus, the amount of the fresh air that the heat that will be produced by fuel combustion transmits reduces, its result, and delivery temperature rises.
Thus,, delivery temperature is risen rapidly, can make the good exhaust emission control function of exhaust gas post-treatment device performance even when cold operation.
In addition, even because when utilizing the 1st switching that outlet valve is opened and closed, outlet valve open that valve continues to outlet valve open the opening till the timing overlapping during the valve of a part during the valve and suction valve, significantly increase so can prevent the residue gas scale of construction in the cylinder.Thus, the supply of fresh air in cylinder can't be hindered significantly by residual gas, and the amount that sucks the fresh air in the cylinder can significantly not reduce.Its result can rise delivery temperature rapidly preventing that black smoke etc. from discharging in air when.
Preferably in the control gear of above-mentioned diesel engine, the valve of opening of the above-mentioned outlet valve in the above-mentioned the 1st opens and closes regularly begins regularly, is set at above-mentioned piston lower dead centre 40 to 70 ° regulation crankangle afterwards.Thus, can more reliably preventing that black smoke etc. from discharging in air when, delivery temperature be risen rapidly.
Preferably in the control gear of above-mentioned diesel engine, above-mentioned valve timing switching mechanism, when supplying with action oil, make the switching of above-mentioned outlet valve regularly become above-mentioned the 2nd switching regularly, on the other hand, making the switching of above-mentioned outlet valve regularly become the above-mentioned the 1st when not supplying with above-mentioned action oil opens and closes regularly.
Because when the cold operation of diesel engine, the action oil viscosity is higher, so be difficult to action oil is suitably carried out stable control to the supply of valve timing switching mechanism.As noted above, constitute at above-mentioned valve timing switching mechanism, when not supplying with action oil, the switching of above-mentioned outlet valve is is regularly opened and closed under the situation regularly for the above-mentioned the 1st, when cold operation, do not supply with action oil and outlet valve is opened and closed with the 1st switching to the valve timing switching mechanism.Thus, when cold operation, can stablize and outlet valve is opened and closed regularly with the 1st open and close.
In addition, when the cold operation of diesel engine, the temperature of action oil not have fully to rise and diesel engine becomes under the situation of high capacity running state, and outlet valve continues to open and close timing with the 1st and opens and closes.At this moment, as noted above since outlet valve open that valve continues to outlet valve open the opening till the timing overlapping during the valve, of a part during the valve and suction valve so the residual gas in the cylinder can be suppressed less.Its result can significantly not reduce owing to suck the amount of the fresh air in the cylinder, so even under the high capacity running state, can prevent the excessive rising of a large amount of generations of black smoke or delivery temperature yet.
More preferably in the control gear of above-mentioned diesel engine, above-mentioned control unit, at the above-mentioned valve timing switching mechanism of control so that the switching of above-mentioned outlet valve regularly becomes the above-mentioned the 1st when opening and closing regularly, before the temperature of the above-mentioned action oil of judgement rises to more than or equal to regulation oil temperature, forbid the switching of above-mentioned outlet valve regularly regularly regularly being switched to above-mentioned the 2nd switching from above-mentioned the 1st switching by above-mentioned valve timing switching mechanism.
In the case, when outlet valve being opened and closed, till the temperature of control unit acts of determination oil rises to more than or equal to set point of temperature, open and close timing with the 1st and make the outlet valve switching at control unit control valve timing switching mechanism and with the 1st switching.
Thus, prevent that temperature from not having fully to rise and the higher action oil of viscosity is supplied with to the valve timing switching mechanism.Its result can prevent because the unsettled action of the valve timing switching mechanism that the higher action oil of viscosity causes.
In addition, in the control gear of above-mentioned diesel engine, it also can be above-mentioned control unit, judging that above-mentioned diesel engine is in predefined running state, promptly causes under the situation of the operating condition that the temperature of above-mentioned exhaust descends, control above-mentioned valve timing switching mechanism, make the switching of above-mentioned outlet valve regularly open and close regularly for the above-mentioned the 1st.
In the case, owing to be positioned under the situation that predefined running state is the running state that take place to descend of delivery temperature in diesel engine, by being opened and closed regularly with the 1st, outlet valve opens and closes, the air displacement that is supplied to exhaust gas post-treatment device is reduced, descend so can suppress the temperature of exhaust gas post-treatment device.Its result can keep the exhaust emission control function of exhaust gas post-treatment device well.
Specifically, also can be that above-mentioned diesel engine is equipped on the vehicle as power source, above-mentioned control unit is under the situation of the state of running slowly at above-mentioned vehicle, judges that above-mentioned diesel engine is in above-mentioned predefined running state.
In these cases, can prevent well that the delivery temperature that produces because of running slowly of diesel engine from descending, cause the exhaust emission control function of exhaust gas post-treatment device to descend.
Perhaps, specifically, also can be that above-mentioned control unit is in above-mentioned diesel engine under the situation of the state of running slowly, perhaps be under the situation of the low load operation conditions of low speed of regulation, judge that above-mentioned diesel engine is in above-mentioned predefined running state in above-mentioned diesel engine.
In these cases, can prevent well because of diesel engine run slowly or delivery temperature that the low load operation of the low speed of diesel engine produces descends, cause the exhaust emission control function of exhaust gas post-treatment device to descend.
Perhaps, specifically, above-mentioned control unit judges that above-mentioned diesel engine is in above-mentioned predefined running state under the situation of delivery temperature less than the regulation delivery temperature of above-mentioned diesel engine.
In these cases, can prevent well because the exhaust emission control function of the exhaust gas post-treatment device that the delivery temperature decline of diesel engine causes descends.
Description of drawings
Fig. 1 has been to use the overall structure figure of engine system of the control gear of diesel engine involved in the present invention.
Fig. 2 is that expression constitutes the 1st swing arm of valve timing switching mechanism and the plan view of the state before the 2nd swing arm assembling.
Fig. 3 is the plan view of valve timing switching mechanism.
Fig. 4 is the side view of the 2nd swing arm after the expression assembling.
Fig. 5 is the part sectioned view that the action piston is in the valve timing switching mechanism of non-driven state.
Fig. 6 is the part sectioned view that the action piston is in the valve timing switching mechanism of drive condition.
Fig. 7 is the plotted curve of expression by the valve lift amount and the switching relation regularly of the outlet valve of the 1st cam and the generation of the 2nd cam.
Fig. 8 is the plotted curve of the variation of excess air ratio when representing to make the driving valve and begin regularly to lag behind gradually of outlet valve respectively and delivery temperature.
Fig. 9 is in the Comparative Examples that is illustrated respectively in as prior art, the plotted curve of the excess air ratio when making the driving valve and begin regularly to lag behind gradually of outlet valve and the variation of delivery temperature.
Figure 10 is the flow chart that ECU carries out exhaust-gas temperature rising control.
Embodiment
Below, based on description of drawings an embodiment of the invention.
The control gear of the diesel engine that embodiments of the present invention are related is equipped on the vehicle.Fig. 1 has been to use the overall structure figure of the engine system of this control gear.At first, describe the structure of engine system in detail based on Fig. 1.
Diesel engine (below be called motor) 1 has the high pressure pressure accumulating chamber (being called public oily rail) 2 that each cylinder common land is provided with.Never illustrated fuel-injection pump is supplied with and the fuel under high pressure of savings in public oily rail 2, supply with to the oil sprayer 4 that is arranged on each cylinder, from each oil sprayer 4 to separately in-cylinder injection.
Turbosupercharger 8 is installed in inlet air pathway 6,, flows into the compressor 8a of turbosupercharger 8 from inlet air pathway 6 by the air inlet that not shown air-strainer sucks.Air inlet by compressor 8a supercharging is directed into intake manifold 12 via air inter cooler 10.The air that is directed into intake manifold 12 is by being arranged on suction valve (not shown) on each cylinder and driving valve and entering via suction port (not shown) in each cylinder of motor 1.In the inlet air pathway 6 of the upstream side of compressor 8a, be provided for detecting the air inflow sensor 14 of the air mass flow that enters motor 1.
On the other hand, because driving valve, outlet valve (Fig. 1 is not shown), is connected with outlet pipe 18 via gas exhaust manifold 16 from the relief opening (not shown) of each inblock cylinder exhaust of motor 1.Between gas exhaust manifold 16 and intake manifold 12 EGR path 22 is set, it is communicated with gas exhaust manifold 16 and intake manifold 12 via EGR valve 20.
The turbine 8b of turbosupercharger 8 is installed in outlet pipe 18, and this outlet pipe 18 is connected with exhaust gas post-treatment device 24.The running shaft mechanical link of the running shaft of turbine 8b and compressor 8a is born the turbine 8b Driven Compressor 8a of the exhaust of flowing in outlet pipe 18.
Exhaust gas post-treatment device 24 has upstream side housing 26 and downstream side housing 30, and this downstream side housing 30 utilizes path 28 to be communicated with the downstream side of upstream side housing 26.In upstream side housing 26, accommodate leading portion oxidation catalyst 32, accommodate simultaneously particulate filter (below be called filter) 34 in the downstream side of this leading portion oxidation catalyst 32.Filter 34 exhaust of purifying engine 1 by the particulate in the seizure exhaust.
Leading portion oxidation catalyst 32 makes NO (nitrous oxide) oxidation in the exhaust and generates NO 2(nitrogen dioxide).Because leading portion oxidation catalyst 32 is configured in the upstream side of filter 34, thus the NO that generates by leading portion oxidation catalyst 32 2In the inflow filter 34.The particulate that is captured in filter 34 and piles up is with the NO that supplies with from leading portion oxidation catalyst 32 2The reaction and oxidized, carry out the cyclic regeneration of filter 34 thus.
On the other hand, in downstream side housing 30, accommodate ammonia selective reduction type NOx catalyzer (below be called the SCR catalyzer) 36, the ammonia in its absorption exhaust, with ammonia as reducing agent and the NOx in the selective reduction exhaust, thereby purifying exhaust gas.Accommodate back segment oxidation catalyst 38 in the downstream side of SCR catalyzer 36, it is used for the ammonia that flows out from SCR catalyzer 36 is removed from exhaust.This back segment oxidation catalyst 38 also has following function: the CO (carbon monoxide) that will be in the forced regeneration of filter 34 described later generates during particle burning is oxidized to CO 2(carbon dioxide) discharges in atmosphere.
In addition, urea water injection device 40 is set in path 28, sprays in its exhaust in path 28 and supply with urea water.Supply with urea water via not shown supply pump to urea water injection device 40 from the urea water holding vessel 42 of storage urea water.The urea water that is supplied to along with the switching of urea water injection device 40 by spraying in the exhaust of urea water injection device 40 in path 28.
By the vaporific urea water that urea water injection device 40 sprays, utilize exhaust gas heat and add water decomposition, generate ammonia.The ammonia that generates is supplied to SCR catalyzer 36 with exhaust.The ammonia that 36 absorption of SCR catalyzer are supplied to promotes the denitration reaction between the NOx in ammonia and the exhaust.Thus, the NOx in the exhaust is reduced and is transformed to harmless N 2Deng.In addition, under the situation that ammonia does not flow out from SCR catalyzer 36 with the NOx reaction, this ammonia is removed from exhaust by back segment oxidation catalyst 38.
The upstream side of the SCR catalyzer 36 in downstream side housing 30 sets into oral-lateral temperature transducer 44, and it detects the delivery temperature of the inlet side of SCR catalyzer 36.
In motor 1, be provided for switching the switching valve timing switching mechanism (not shown in Fig. 1) regularly that is arranged on the outlet valve on each cylinder.This valve timing switching mechanism is described in detail in the back, and the switching timing of outlet valve is switched in constituting of valve timing switching mechanism by the supply of control action oil.Action oil control valve 46 shown in Figure 1 is to be provided with in order to control the action oil of supplying with to this valve timing switching mechanism.
In the engine system ECU (control unit) 48 is being set as constituted above, to be used to comprising that the operation of motor 1 is controlled at interior centralized control.ECU 48 is made of CPU, storage, timer etc., carries out the computing of various controlled quentity controlled variables, controls the control of the various device that is connected with ECU 48 simultaneously based on this controlled quentity controlled variable.
Input side at ECU 48, in order to collect the required information of various controls, except above-mentioned intake flow sensor 14, inlet side temperature transducer 44, also the speed probe 52 of the rotating speed of the cooling-water temperature sensor 50 of the cooling water temperature of joint detection motor 1, detection of engine 1, and detect the various sensor classes such as accel sensor 54 of the amount of entering into of not shown accelerator pedal.
On the other hand, the outlet side of ECU 48 is connected with the various device class of oil sprayer 4, EGR valve 20, urea water injection device 40 and the action oil control valve 46 etc. of each cylinder of controlling based on the controlled quentity controlled variable that calculates.
ECU 48 carries out fuel supply control, and this fuel supply control is used for the fuel quantity that computing is supplied with to each cylinder of motor 1, and controls oil sprayer 4 based on the fuel feed that calculates.The fuel feed (main injection amount) that motor 1 operation is required based on by the rotating speed of speed probe 52 detected motors 1 with by accel sensor 54 detected accelerator openings, reads from the corresponding diagram of storage in advance and determines.The amount of fuel that is supplied to each cylinder is by the opening valve time adjustment of oil sprayer 4.ECU 48 drives valve with the driving time corresponding with the fuel quantity that is determined with each oil sprayer, carries out the main injection of fuel thus to each cylinder.Its result, the fuel of supply engine 1 operation aequum.
ECU 48 also is used to make filter 34 forced regenerations and the forced regeneration control of restore funcitons except above-mentioned fuel supply control.
The particulate of in filter 34, piling up, as noted above by using the NO that supplies with from leading portion oxidation catalyst 32 2Cyclic regeneration and oxidized removal.But, exist and only utilize above-mentioned cyclic regeneration can't fully remove the situation that is deposited in the particulate in the filter 34.If this state continuance, then particulate is excessively piled up in the filter 34, and filter 34 might produce obstruction.Therefore, ECU 48 suitably makes the temperature rising of filter 34 and carries out forced regeneration, thereby keep the exhaust emission control function of filter 34 by corresponding with the particulate accumulation situation in the filter 34.
The accumulation situation of particulate is inferred based on upstream side and the differential pressure in downstream side and the checkout value of air inflow sensor 14 etc. of filter 34.When ECU 48 reaches established amount at the particulate accumulating amount of judging filter 34, the control of beginning forced regeneration.In forced regeneration control, ECU 48 carries out the back injection of fuel by control oil sprayer 4, thereby supplies with HC (hydrocarbon) in exhaust.Thus, by the oxidation reaction of HC in leading portion oxidation catalyst 32 that is supplied to, the temperature of the exhaust in the inflow filter 34 rises.By the rising of above-mentioned delivery temperature, the particulate that is deposited in the filter 34 is burned.
ECU 48 also carries out urea water and supplies with control, and this urea water is supplied with and controlled the urea water delivery volume that is used for suitably adjusting from urea water injection device 40, keeps the exhaust emission control function of SCR catalyzer 36 well.Supply with in the control in urea water, ECU 48 obtains the target delivery volume of the urea water required for the NOx in the selective reduction exhaust, based on this target delivery volume control urea water injection device 40.Thus, to the exhaust of the upstream side of SCR catalyzer 36, supply with urea water from urea water injection device 40.
As noted above from the urea water that urea water injection device 40 sprays, utilize exhaust gas heat to add water decomposition, its result, the ammonia of generation is supplied with to SCR catalyzer 36.The ammonia that SCR catalyzer 36 is supplied to by absorption promotes the denitration reaction between the NOx in ammonia and the exhaust, thereby NOx is reduced and purifying exhaust gas.
The selective reduction that reaches the NOx that is undertaken by SCR catalyzer 36 for the forced regeneration that makes above-mentioned filter 34 is carried out well, must make leading portion oxidation catalyst 32 or 36 activation of SCR catalyzer.And, in the selective reduction of the NOx that is undertaken by SCR catalyzer 36,, must make the urea water of to exhaust, supplying with from urea water injection device 40 utilize exhaust gas heat to add water decomposition well in order to supply with the ammonia of appropriate amounts to SCR catalyzer 36.Therefore, the delivery temperature of motor 1 must rise to the temperature that can make leading portion oxidation catalyst 32 or 36 activation of SCR catalyzer.
Therefore, in the control gear of present embodiment, do not reach in delivery temperature under the situation of running state of motor 1 of said temperature, the switching by the change outlet valve regularly heats up delivery temperature.
Below, describe in detail in order regularly to be arranged on the structure of the valve timing switching mechanism 56 on each cylinder as the switching of above-mentioned change outlet valve based on Fig. 2 to Fig. 7.
Fig. 2 is that expression constitutes the 1st swing arm 58 of valve timing switching mechanism 56 and the plan view of the state before the 2nd swing arm 60 assemblings.In addition, Fig. 3 is the plan view of valve timing switching mechanism 56, and Fig. 4 is the side view of the 2nd swing arm 60 after the expression assembling.
In each cylinder of motor 1, the 1st swing arm 58 and the 2nd swing arm of being supported swingably by arm shaft 62 60 is provided with adjoining each other respectively.In the 1st swing arm 58, be provided with shaft sleeve part 64, the 1 swing arms 58 that arm shaft 62 inserts via shaft sleeve part 64 by 62 supports of arm shaft.In addition, protrude and axial region 66 that arm shaft 62 is run through to the axial direction of arm shaft 62, be inserted in the shaft sleeve part 68 of the 2nd swing arm 60 from the shaft sleeve part 64 of the 1st swing arm 58.Thus, the 2nd swing arm 60 is by 66 supports of the axial region of the 1st swing arm 58, and the 2nd swing arm can be with respect to arm shaft 62 swings.
On the end of the arm 70 that extends to a side of the length direction of the 1st swing arm 58, can install and the roller 74 of the 1st cam 72 butts with rotating freely.On the other hand, on the end of the arm 76 that extends in the opposite direction with the extension side of setting of arm 70, link the valve shaft of outlet valve 78.The roller 74 of the 1st swing arm 58 bears the pretightening force of valve spring (not shown) and pushes to the 1st cam 72, and this valve spring is arranged on the outlet valve 78 that the arm 76 with the 1st swing arm 58 links.
In addition, from the shaft sleeve part 68 of the 2nd swing arm 60 on the end of the arm 80 that arm 70 equidirectionals with the 1st swing arm 58 extend, roller 84 can be installed with rotating freely, itself and the 2nd cam 82 butts with cam profile different with the 1st cam 72.The 2nd swing arm 60 utilizes the return spring 88 that engages with end at the heavy section 86 of the top of shaft sleeve part 68 formation, to the direction pretension that roller 84 is pushed to the 2nd cam 82.
On the shaft sleeve part 64 of the 1st swing arm 58, form cylinder body portion 90, it has the axis that is the approximate right angle direction with respect to the axis of arm shaft 62.Installation action piston 92 slidably in this cylinder body portion 90.Action piston 92 is via the oil circuit 94 that the inside of the arm shaft that is shown in 62 as described later forms, and bears to the oil pressure of the action oil of grease chamber's 96 supplies that are formed at action piston 92 belows to be driven.Action piston 92 is pushed by return spring 98 not when grease chamber's 96 supply action oil are non-driving, is positioned at the bottom of cylinder body portion 90 as shown in Figure 5.On the other hand, if supply with action oil to grease chamber 96, the piston 92 that then moves utilizes the oil pressure opposing return spring 98 of action oil, moves to the top of cylinder body portion 90 as shown in Figure 6.
On action piston 92,, form the engagement groove 104 that constitutes by deep trouth portion 100 and shallow slot portion 102 as Fig. 5 and shown in Figure 6.Corresponding with this engagement groove 104, above the arm 70 of the 1st swing arm 58, snap fit tabs 106 is protruded to the 1st swing arm 58 sides from the 2nd swing arm 60, extends to action piston 92 simultaneously to be provided with.
This snap fit tabs 106 as shown in Figure 6, when action piston 92 is positioned at the top of cylinder body portion 90 supplying with action oil to grease chamber 96, enter in the shallow slot portion 102 of action piston 92 along with the swing of the 2nd swing arm 60 that drives by the 2nd cam 82, with action piston 92 butt on swaying direction.Like this, by snap fit tabs 106 and action piston 92 butts, the swing of the 2nd swing arm 60 is passed to the 1st swing arm 58.
On the other hand, as shown in Figure 5, do not supplying with action oil and action piston 92 when being positioned at the bottom of cylinder body portion 90 to grease chamber 96, along with the swing of the 2nd swing arm 60 that is driven by the 2nd cam 82, snap fit tabs 106 enters in the deep trouth portion 100 of action piston 92.At this moment, snap fit tabs 106 not with action piston 92 butts, the swing of the 2nd swing arm 60 is not transmitted to the 1st swing arm 58.
In addition, supply with action oil to grease chamber 96 and reach from the grease chamber 96 discharging operation oil, undertaken by ECU 48 control action oil control valves 46 by as noted above.
The cam profile of the 1st cam 72 and the 2nd cam 82 is set at, and makes the lift amount of the outlet valve 78 that obtained by the 1st cam 72 all the time less than the lift amount of the outlet valve 78 that is obtained by the 2nd cam 82.Thus, as noted above oily by supplying with action to grease chamber 96, snap fit tabs 106 and action piston 92 butts that are positioned at cylinder body portion 90 tops, thereby the swing of the 2nd swing arm 60 is passed under the situation of the 1st swing arm 58, the 1st swing arm 58 is swung according to the cam profile of the 2nd swing arm 82, thereby carries out the switching of outlet valve 78.
On the other hand, do not supplying with action oil and action piston 92 when being positioned at the bottom of cylinder body portion 90 to grease chamber 96, because the swing of the 2nd swing arm 60 as noted above is not transmitted to the 1st swing arm 58, so outlet valve 78 utilizes the 1st swing arm 58 switchings according to the cam profile swing of the 1st cam 72.
In the present embodiment, the cam profile of the 1st cam 72 and the 2nd cam 82 is set at respectively, makes in the switching timing that is reached by the lift amount under the situation of each cam operated exhaust valve 78 based on crankangle, becomes characteristic shown in Figure 7.
That is, in Fig. 7, curve EX1 illustrates the lift amount of the outlet valve 78 that the cam profile by the 1st cam 72 obtains and opens and closes regularly (the 1st opens and closes regularly).In addition, curve EX2 illustrates the lift amount of the outlet valve 78 that the cam profile by the 2nd cam 78 obtains and opens and closes regularly (the 2nd opens and closes regularly).In addition, the curve IN among Fig. 7 represents the lift amount of the suction valve that is used in combination with outlet valve 78 and opens and closes regularly.
Shown in the curve EX2 of Fig. 7, under the situation of utilizing the 2nd cam that outlet valve 78 is opened and closed, the valve of opening of outlet valve 78 begins regularly early than the lower dead centre (BDC) of expansion stroke, closes valve in addition and finishes the valve of opening that regularly is later than suction valve and begin regularly.In addition, outlet valve 78 to open opening during the valve of a part during the valve and suction valve overlapping.The characteristic of the 2nd cam 82, the cam characteristic that drives usefulness with the outlet valve that uses in the common diesel engine that does not have the valve timing switching mechanism is identical.
Relative with it, under situation about being opened and closed by 72 pairs of outlet valves 78 of the 1st cam, shown in the curve EX1 of Fig. 7, the valve of opening of outlet valve 78 begins regularly to compare with the lower dead centre (BDC) in the expansion stroke, be positioned at crankangle A (°) the retardation angle side that lags behind.In addition, the retardation angle amount A that begins from this BDC is set at 40 to 70 ° regulation crankangle owing to reason described later.In addition, outlet valve 78 open a part during the valve, overlapping with opening during the valve of suction valve, the valve that closes of outlet valve 78 is finished regularly the valve that closes of the outlet valve 78 under the situation with the 2nd cam 82 and is finished regularly roughly consistent.
Thus, the valve of opening of outlet valve 78 begins regularly, begins regularly significantly to lag behind than the valve of opening under the situation about being opened and closed by 82 pairs of outlet valves 78 of the 2nd cam.But, the lift amount L1 of the outlet valve 78 under situation about opening and closing by 72 pairs of outlet valves 78 of the 1st cam, be set at the outlet valve 78 under the situation of the 2nd cam 82 lift amount L2 1/5 to 1/3, even thereby under situation about opening and closing by 72 pairs of outlet valves 78 of the 1st cam, the variance ratio of the lift amount of outlet valve 78 also can become the size of proper range, makes the switching of outlet valve 78 not have obstacle ground to carry out.
Promptly, switching with respect to the outlet valve 78 that is undertaken by the 2nd cam 82, finish regularly roughly consistent and only make out valve begin regularly to lag behind under 40 to 70 ° the situation of angle at the valve that closes that makes outlet valve 78 from BDC, the lift amount of event exhaust valve 78 still is L2, and then the tolerance limit load meeting of the valve spring of outlet valve 78 obviously descends.Therefore, in the action of outlet valve 78, produce problem such as outlet valve 78 sudden changes.Therefore, in order to prevent the problems referred to above, the lift amount L1 of outlet valve 78 need be set at the outlet valve 78 under the situation of the 2nd cam 82 lift amount L2 1/5 to 1/3.
Below, the exhaust-gas temperature rising that utilizes valve timing switching mechanism 56 as constituted above to carry out is described.
Fig. 8 is illustrated under the constant running state of motor 1 with load in the middling speed to move, by changing the cam profile of the 1st cam 72, the switching of the outlet valve 78 that opens and closes by the 1st cam 72 regularly with by the 2nd cam the switching that outlet valve 78 opens and closes so common outlet valve 78 is regularly compared, only will open under the situation that valve begins regularly to lag behind gradually, excess air ratio λ and delivery temperature Tti are with respect to the plotted curve that valve begins relation regularly of opening of outlet valve 78.In Fig. 8, excess air ratio λ is represented that by solid line delivery temperature Tti is represented by dot and dash line.In addition, the valve of opening of outlet valve 78 begins regularly to be represented by crankangle, is 0 ° with BDC, respectively with the timing of the lead angle side of BDC with on the occasion of expression, the timing of retardation angle side is represented with negative value.In addition, delivery temperature Tti is the delivery temperature of inlet side of the turbine 8b of turbosupercharger 8.
As shown in Figure 8 as can be known, the valve of opening of outlet valve 78 begins regularly to lag behind more, and delivery temperature Tti rises more.In addition, begin regularly to be set to behind the BDC 40 °, the crankangle of ° BBDC (Before Bottom Dead Center) promptly-40 by driving valve, delivery temperature is risen to more than or equal to 400 °, on the other hand, excess air ratio λ is about 2.3, guarantees the value more than or equal to 1.5.Like this, delivery temperature rises by making the opening that valve begins definite time delay of outlet valve 78, is because following reason.
Opening under the situation that valve begins definite time delay of outlet valve 78, thereby increase by the pumping loss of each cylinder of gas in the Piston Compression cylinder.At this moment, ECU 48 increases the fuel quantity of supplying with to each cylinder from sparger 4, to compensate the pumping loss of above-mentioned increase in order to obtain and to be exported by the corresponding motor of accel sensor 54 detected accelerator openings.Thus, its result, the delivery temperature of discharging from motor 1 rises.
In addition, begin definite time delay by the valve of opening that makes outlet valve 78, compare with situation about being opened and closed by 82 pairs of outlet valves 78 of the 2nd cam, the residue gas scale of construction in the cylinder increases, and the amount of fresh air that enters cylinder correspondingly reduces.Thus, the amount of fresh air of transmitting the heat that is produced by fuel combustion reduces, and delivery temperature rises thus.
Make the opening under the situation that valve begins definite time delay of outlet valve 78, excess air ratio λ begins retardation angle regularly and reduces with the valve of opening of outlet valve 78.At this moment, even after driving valve and beginning regularly to become BDC under the situation of the crankangle of 70 ° (70 ° of BBDC), excess air ratio λ is about 2.0, also guarantees the value more than or equal to 1.5.Like this, even make the valve of holding of outlet valve 78 begin definite time delay excess air ratio λ and also can not reduce significantly, be because following reason.
Even making the opening under the situation that valve begins definite time delay of outlet valve 78, as noted above, outlet valve 78 open that valve continues to outlet valve 78 open the opening till the timing overlapping during the valve of a part during the valve and suction valve.Therefore, though since the opening that valve begins hysteresisization regularly of outlet valve 78 and residual gas in the cylinder increases can significantly not increase.Thus, the supply of fresh air in cylinder can not hindered significantly by residual gas, and the delivery volume of fresh air can not reduce significantly, can guarantee the sufficient air excess rate.
Under the situation that excess air ratio λ reduces,, then be easy to generate black smoke as can be known if should be worth less than 1.5.But, opening under valve begins regularly to 70 ° the situation of crankangle behind the BDC, as noted above, excess air ratio λ is about 2.0, also guarantees the value more than or equal to 1.5.Therefore, can not begin hysteresisization regularly owing to the valve of holding along with outlet valve 78, excess air ratio λ reduces, and causes producing black smoke.In addition, this moment, delivery temperature further rose and more than or equal to 500 ℃.Thus, to begin timing setting be 40 to 70 ° regulation crankangle behind the BDC by the valve of opening with outlet valve 78, can excess air ratio λ be maintained the value that does not produce black smoke on one side, Yi Bian realize good exhaust-gas temperature rising.
In addition, make the opening under the situation that valve begins definite time delay of outlet valve 78 as noted above, compare with situation about not lagging behind, delivery temperature rises.Therefore, consider the reliability of motor 1, in the present embodiment, following function is set in ECU 48: surpass in delivery temperature under the situation of predefined high exhaust temperature, interrupt spraying, prevent that delivery temperature from excessively rising from the fuel of sparger 4.
Fig. 9 is used for the figure that compares with present embodiment, it is illustrated in shown in the device of above-mentioned patent documentation 1, by the phase place of change exhaust cam shaft with respect to bent axle, during driving valve, make the switching of outlet valve regularly variable under the constant situation, thereby make opening under the situation that valve begins timing advance of outlet valve, with Fig. 8 in the same manner, excess air ratio λ and delivery temperature Tti are with respect to the plotted curve that valve begins relation regularly of opening of outlet valve.
As shown in Figure 9 as can be known, begin regularly and close valve and finish under the situation about regularly shifting to an earlier date simultaneously at the valve of opening that makes outlet valve, delivery temperature Tti along with valve begin regularly in advance and rise, but corresponding with it, excess air ratio λ significantly reduces.Excess air ratio λ reduces like this, is because following reason.
In the case, because in the driving valve and begin timing advance of outlet valve, close valve and finish regularly and also shift to an earlier date, so outlet valve closes valve before the inlet open valve.Therefore, owing to residual a large amount of gases in cylinder, so fresh air entering in cylinder hindered significantly, excess air ratio λ significantly reduces.
Owing to produce the significantly reduction of excess air ratio λ as mentioned above,, can produce a large amount of black smokes so if delivery temperature is warming up to 600 ℃, then excess air ratio λ is reduced to about 1.3～1.4.
Relative with it, in the present embodiment,, can make exhaust-gas temperature rising well can the reduction by excess air ratio λ as noted above not causing producing under the situation of black smoke.Thus, the control gear of present embodiment is compared very excellent with above-mentioned Comparative Examples shown in Figure 9 as can be known.
Use valve timing switching mechanism 56 as noted above, ECU 48 is corresponding with the running state of motor 1 and carry out exhaust-gas temperature rising control.This exhaust-gas temperature rising control based on the flow chart of Figure 10, is carried out the in service of motor 1 repeatedly with the control cycle of regulation.
If beginning exhaust-gas temperature rising control, then at first in step S1, ECU 48 judges based on the checkout value of cooling-water temperature sensor 50 whether motor 1 is in the cold operation state.That is, under the situation of cooling water temperature less than the regulation water temperature of cooling-water temperature sensor 50 detected motors 1, ECU 48 judges that motor 1 is in the cold operation state.Via action oil control valve 46 under the lower situation of the temperature of the action oil that valve timing switching mechanism 56 is supplied with, because the action oil viscosity is higher, so might can't move well by valve timing switching mechanism 56.Therefore, based on the regulation oil temperature of the lowest temperature that becomes the action oil that valve timing switching mechanism 56 can move well, obtain and set the regulation water temperature in advance.Thus, ECU 48 less than the regulation water temperature, judges that motor 1 is positioned at the cold operation state that the oily temperature of action does not reach regulation oil temperature according to the checkout value of judging cooling-water temperature sensor 50, makes to handle to enter step S2.
In step S2, ECU 48 is in order to select the 1st cam 72 as the cam that drives outlet valve 78, and control action oil control valve 46 so that it does not supply with action oil to valve timing switching mechanism 56, finishes this control cycle.In valve timing switching mechanism 56, by not moving oily supply, the action piston 92 of the 1st swing arm 58 as noted above is positioned at the bottom of cylinder body portion 90.Therefore, the snap fit tabs 106 of the 2nd swing arm 60 enters in the deep trouth portion 100 of action piston 92, snap fit tabs 106 not with action piston 92 butts.Therefore, the swing of the 2nd swing arm 60 is not passed to the 1st swing arm 58.Thus, the 1st swing arm 58 is driven by the 1st cam 72, and outlet valve 78 opens and closes according to the cam profile of the 1st cam 72.Its result, as noted above, to begin definite time delay be 40 to 70 ° regulation crankangle behind the BDC to the valve of opening of outlet valve 78, carries out the intensification of exhaust.
After next control cycle, as long as judge that in step S1 motor 1 is in the cold operation state, then ECU 48 makes to handle and enters step S2.Thus, as noted above, continue to carry out exhaust-gas temperature rising by making outlet valve 78 utilize the 1st cam 72 to open and close.
Be positioned at motor 1 under the situation of cold operation state, the temperature of exhaust gas post-treatment device 24 also reduces usually.Be positioned at motor 1 under the situation of cold operation state,, leading portion oxidation catalyst 32, SCR catalyzer 36 and back segment oxidation catalyst 38 activated as early as possible by the exhaust-gas temperature rising that carries out as noted above.In addition, because the also rising rapidly of the temperature of filter 34, so can begin the circular regeneration of filter 34 as early as possible.And, as noted above, when carrying out above-mentioned exhaust-gas temperature rising, can suppress the generation of black smoke well.
In addition, judging that motor 1 is positioned under the situation of cold operation state, promptly the temperature of ECU 48 acts of determination oil does not reach under the situation of regulation oil temperature, does not supply with action oil and utilizes the 1st cam 72 to carry out the switching of outlet valve.Thus, can carry out exhaust-gas temperature rising can not cause the unsettled mode of action of valve timing switching mechanism 56 owing to the action oil of low temperature.
Carry out the warming-up operation by motor 1, the coolant water temperature of motor 1 rises.In step S1, the checkout value of judging cooling-water temperature sensors 50 at ECU 48 more than or equal to the regulation water temperature, be that motor 1 is not under the situation of cold machine running state, the temperature of acts of determination oil reaches the regulation oil temperature that can make valve timing switching mechanism 56 operating stablies.In the case, ECU48 makes to handle and enters step S3.
In step S3, ECU 48 judges that whether inlet side temperature transducer 44 detected delivery temperature Tex are more than or equal to regulation delivery temperature Ts.This regulation delivery temperature Ts, being based on the temperature that can activate with leading portion oxidation catalyst 32 headed by the SCR catalyzer 36 and back segment oxidation catalyst 38 sets, judge that at ECU 48 under the situation of delivery temperature Tex more than or equal to regulation delivery temperature Ts, delivery temperature reaches the temperature that can make above-mentioned SCR catalyzer 36, leading portion oxidation catalyst 32 and 38 activation of back segment oxidation catalyst.
Thus, in step S3, judge that at ECU 48 delivery temperature does not reach the temperature that can make above-mentioned each catalyst activation under the situation of delivery temperature Tex less than regulation delivery temperature Ts.Thus, ECU 48 makes the switching of handling the outlet valve 78 that enters step S2 and select to be undertaken by the 1st cam 72, finishes this control cycle.Thus, the exhaust-gas temperature rising that carries out as noted above.
After next control cycle, as long as after judging that in step S1 motor 1 is not in the cold operation state, judge that in step S3 delivery temperature Tex does not reach regulation delivery temperature Ts, ECU 48 just makes to handle and enters step S2.Its result, as noted above, continue to carry out exhaust-gas temperature rising by making outlet valve 78 utilize the 1st cam 72 to open and close.
Thus, even after motor 1 leaves the cold operation state, do not rise in delivery temperature under the situation of the temperature that can make above-mentioned each catalyst activation, perhaps delivery temperature reduces owing to the variation of running state, drop under the situation that is lower than the temperature that can make above-mentioned each catalyst activation, utilize the 1st cam 72 to open and close by outlet valve 78 and carry out exhaust-gas temperature rising.Thus, can be warming up to the temperature that can make above-mentioned each catalyst activation rapidly.
On the other hand, in step S3, judge that under the situation of delivery temperature Tex more than or equal to regulation delivery temperature Ts, ECU 48 makes to handle and enters step S4.In step S4, ECU48 judges based on by speed probe 52 detected engine speed and by accel sensor 54 detected accelerator openings whether vehicle is in the state of running slowly.
Under the state that runs slowly of vehicle, motor 1 also becomes the state of running slowly, and motor 1 becomes low load operation conditions, and perhaps the fuel injection from sparger 4 stops.Therefore, the delivery temperature of discharging from motor 1 reduces, and the exhaust after temperature is reduced is supplied with to exhaust gas post-treatment device 24.
Therefore, ECU 48 judges that vehicle is under the situation of the state of running slowly in step S4, and motor 1 is in the running state that delivery temperature reduces, and ECU 48 makes to handle and enters step S2.In step S2, ECU 48 selects the switching of the outlet valve 78 that is undertaken by the 1st cam 72 as noted above, finishes this control cycle.
After next control cycle, judge that in step S1 motor 1 is not in the cold operation state, after judging in step S3 that simultaneously delivery temperature Tex is greater than regulation delivery temperature Ts, as long as judge that in step S4 vehicle is in the state of running slowly, then ECU 48 makes to handle and enters step S4.Its result, as noted above, outlet valve 78 utilizes the 1st cam 72 to open and close.
If select to carry out the switching of outlet valve 78 by the 1st cam 72, then as noted above, the valve of opening of outlet valve 78 begins definite time delay.Thus, compare with situation about being opened and closed by 82 pairs of outlet valves 78 of the 2nd cam, the residue gas scale of construction in the cylinder increases, and the amount that fresh air enters in the cylinder correspondingly reduces.Thus, the air displacement of supplying with to exhaust gas post-treatment device 24 reduces, and the temperature that can suppress exhaust gas post-treatment device 24 reduces.
In addition, by like this when running slowly, select the switching of the outlet valve 78 that undertaken by the 1st cam 72, thereby the valve of opening of outlet valve begins definite time delay.Therefore, pumping loss increases piston by the gas in the compression cylinder.Thus, when running slowly, the engine braking effect that can obtain producing by the increase of pumping loss.
On the other hand, judge that in step S4 vehicle is not under the situation of the state of running slowly, ECU 48 makes to handle and enters step S5.In step S5, ECU 48 selects to carry out the switching of outlet valve 78 by the 2nd cam 82, finishes this control cycle.Thus, do not carry out the exhaust-gas temperature rising that valve opening and closing hysteresisization is regularly carried out that passes through as noted above, motor 1 normally moves.
As noted above, ECU 48 is by carrying out exhaust-gas temperature rising control, when the cold operation of motor 1 or delivery temperature Tex when not reaching regulation delivery temperature Ts, utilize the 1st cam 72 to carry out the switching of outlet valve 78, begin definite time delay by the valve of opening that makes outlet valve 78, delivery temperature is risen rapidly.
Special the temperature of the action oil of valve timing switching mechanism 56 usefulness is lower when the cold operation of motor 1, and the action oil viscosity uprises.Under this state, the regularly action of switching mechanism 56 of switching valve then might hinder the stable action of valve timing switching mechanism 56 if supply with action oil.But, in the present embodiment, move more than or equal to the regulation water temperature before the temperature of oil rises to more than or equal to regulation oil temperature at cooling-water temperature sensor 50 detected coolant water temperatures, forbid switching to the switching that utilizes the 2nd cam 82 to carry out outlet valve 78 from the switching that utilizes the 1st cam 72 to carry out outlet valve 78.At this moment, owing to do not need in the switching process of outlet valve 78 to supply with action oil utilizing the 1st cam 72 to carry out, so when the cold operation of motor 1, valve timing switching mechanism 56 is stably moved.
And when the cold operation of motor 1, as noted above when utilizing the 1st cam 72 to carry out the switching of outlet valve 78, as noted above, outlet valve 78 continues out valve, until the overlapping timing during the valve of opening of driving a part during the valve and suction valve of outlet valve 78.Thus, owing to the supply of fresh air in cylinder can not hindered significantly by residual gas, so the inlet of fresh air can significantly not reduce.Thus, under this state, even under motor 1 is converted to situation under the high capacity running state, delivery temperature can excessively not rise yet.
In addition, when the running slowly of vehicle, also utilize the 1st cam 72 to carry out the switching of outlet valve 78, make the valve of opening of outlet valve 78 begin definite time delay.Thus,, reduce, obtain engine braking effect simultaneously so can suppress the temperature of exhaust gas post-treatment device 24 well because the air displacement of supplying with to exhaust gas post-treatment device 24 reduces.
More than finish the control gear of the related diesel engine of explanation an embodiment of the invention, but the present invention is not limited to above-mentioned mode of execution.
For example, in the above-described embodiment,, use device with leading portion oxidation catalyst 32, filter 34, SCR catalyzer 36 and back segment oxidation catalyst 38 as exhaust gas post-treatment device 24.But the structure of exhaust gas post-treatment device 24 is not limited to this, can change as required.That is,, just can obtain identical effect by using the present invention so long as have the diesel engine that might make the exhaust gas post-treatment device that exhaust emission control function can't give full play to because delivery temperature reduces.
In addition, in the above-described embodiment, in the step S4 of exhaust-gas temperature rising control, by judging that vehicle is in the state of running slowly, ECU 48 judges that motor 1 is in the lower running state of delivery temperature, selects to carry out the switching of outlet valve 78 by the 1st cam 72.But the judgement whether motor 1 is positioned at the lower running state of delivery temperature is not limited to this.For example, also can self be in when running slowly state at motor 1, perhaps when motor 1 was in the low load operation conditions of the low speed of regulation, ECU 48 judged that motors 1 are in the lower running state of delivery temperature.
In addition, whether motor 1 is in the judgement of the state of running slowly, for example can be as noted above, and based on being undertaken by speed probe 52 detected engine speed, also can be based on to the fuel supply state of motor 1 and carry out.In addition, also can be by testing load or the rotating speed of grasping the delivery temperature that becomes the exhaust emission control function decline that makes exhaust gas post-treatment device in advance, based on these loads and rotating speed, ECU 48 judges the low load operation conditions of the low speed of afore mentioned rules.
And, judging shown in above-mentioned mode of execution whether vehicle is under the situation of the state of running slowly, and decision method is not limited to the method for above-mentioned mode of execution.For example, also can judge whether vehicle is in the state of running slowly based on the variance ratio of the travelling speed of vehicle or by the deceleration-operation that the driver of vehicle carries out.
In addition, in the above-described embodiment, use to have the 1st swing arm 58 that drives by the 1st cam 72 and by the valve timing switching mechanism 56 of the 2nd cam-actuated the 2nd swing arm 60.And valve timing switching mechanism 56 constitutes, and by switching from the 2nd swing arm 60 to the transmission of the swing of the 1st swing arm 58 and the disconnection of transmission, the switching of outlet valve 78 is regularly changed.But the formation of valve timing switching mechanism 56 is not limited to this.That is, so long as can switch that the 1st among the present invention opens and closes regularly and the 2nd structure that opens and closes timing gets final product.
In addition, in the above-described embodiment, based on the coolant water temperature by cooling-water temperature sensor 50 detected motors 1, ECU 48 judges the cold operation state of motor 1.But the decision method of cold operation state is not limited to this.For example, also can judge the cold operation state of motor 1 based on the temperature of the piston-cylinder unit of the temperature of the action oil that in valve timing switching mechanism 56, uses or motor 1.

Claims (9)

1. the control gear of a diesel engine is characterized in that, has:
Valve timing switching mechanism (56), it can be with the switching of the outlet valve (78) of diesel engine (1) regularly, optionally switches to the 1st and open and close regularly and the 2nd open and close some in the timing;
Exhaust gas post-treatment device (24), it purifies the exhaust of discharging from above-mentioned diesel engine (1); And
Control unit (48), it controls above-mentioned valve timing switching mechanism (56), so that at least when above-mentioned diesel engine (1) cold operation of predesignating, utilizes the above-mentioned the 1st to open and close outlet valve (78) is opened and closed,
The above-mentioned the 1st opens and closes timing setting is, above-mentioned outlet valve (78) open a part during the valve and overlapping with opening during the valve of the suction valve of the same cylinder of above-mentioned outlet valve (78), the valve of opening of above-mentioned outlet valve (78) begins the retardation angle side that timing is arranged in the piston lower dead centre of above-mentioned cylinder expansion stroke simultaneously
The above-mentioned the 2nd opens and closes timing setting is, the valve of opening of above-mentioned outlet valve (78) begins regularly to be positioned at the above-mentioned the 1st lead angle side that valve begins timing of opening that opens and closes regularly.
2. the control gear of diesel engine according to claim 1 is characterized in that,
The above-mentioned the 1st valve of opening that opens and closes the above-mentioned outlet valve (78) in the timing begins regularly, is set at above-mentioned piston lower dead centre 40 to 70 ° regulation crankangle afterwards.
3. the control gear of diesel engine according to claim 1 is characterized in that,
Above-mentioned valve timing switching mechanism (56), when supplying with action oil, make the switching of above-mentioned outlet valve (78) regularly become above-mentioned the 2nd switching regularly, on the other hand, making the switching of above-mentioned outlet valve (78) regularly become the above-mentioned the 1st when not supplying with above-mentioned action oil opens and closes regularly.
4. the control gear of diesel engine according to claim 3 is characterized in that,
Above-mentioned control unit (48), at control above-mentioned valve timing switching mechanism (56) so that the switching of above-mentioned outlet valve (78) regularly becomes the above-mentioned the 1st when opening and closing regularly, before the temperature of the above-mentioned action oil of judgement rises to more than or equal to regulation oil temperature, forbid the switching of above-mentioned outlet valve (78) regularly regularly regularly being switched to above-mentioned the 2nd switching from above-mentioned the 1st switching by above-mentioned valve timing switching mechanism (56).
5. the control gear of diesel engine according to claim 1 is characterized in that,
Above-mentioned control unit (48), judging that above-mentioned diesel engine (1) is in predefined running state, promptly causes under the situation of the operating condition that the temperature of above-mentioned exhaust descends, control above-mentioned valve timing switching mechanism (56), make the switching of above-mentioned outlet valve (78) regularly become above-mentioned the 1st switching regularly.
6. the control gear of diesel engine according to claim 5 is characterized in that,
Above-mentioned diesel engine (1) is equipped on the vehicle as power source,
Above-mentioned control unit (48) is under the situation of the state of running slowly at above-mentioned vehicle, judges that above-mentioned diesel engine (1) is in above-mentioned predefined running state.
7. the control gear of diesel engine according to claim 5 is characterized in that,
Above-mentioned control unit (48) is under the situation of the state of running slowly in above-mentioned diesel engine (1), judges that above-mentioned diesel engine (1) is in above-mentioned predefined running state.
8. the control gear of diesel engine according to claim 5 is characterized in that,
Above-mentioned control unit (48) hangs down under the situation of load operation conditions at the low speed that above-mentioned diesel engine (1) is in regulation, judges that above-mentioned diesel engine (1) is in above-mentioned predefined running state.
9. the control gear of diesel engine according to claim 5 is characterized in that,
Above-mentioned control unit (48) judges that above-mentioned diesel engine (1) is in above-mentioned predefined running state under the situation of delivery temperature less than the regulation delivery temperature of above-mentioned diesel engine (1).
CNA2008101732270A 2007-10-25 2008-10-24 Control unit for diesel engine Pending CN101418725A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2007277616 2007-10-25
JP2007277616A JP2009103093A (en) 2007-10-25 2007-10-25 Diesel engine control device

Publications (1)

Publication Number Publication Date
CN101418725A true CN101418725A (en) 2009-04-29

Family

ID=40530795

Family Applications (1)

Application Number Title Priority Date Filing Date
CNA2008101732270A Pending CN101418725A (en) 2007-10-25 2008-10-24 Control unit for diesel engine

Country Status (4)

Country Link
US (1) US20090107430A1 (en)
JP (1) JP2009103093A (en)
CN (1) CN101418725A (en)
DE (1) DE102008051496A1 (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102654074A (en) * 2011-03-03 2012-09-05 福特全球技术公司 Controlling a diesel engine system to reduce soot production
CN105164396A (en) * 2013-04-25 2015-12-16 丰田自动车株式会社 Multi-cylinder internal combustion engine
CN107532522A (en) * 2015-04-16 2018-01-02 日产自动车株式会社 Engine control system and engine control
CN109983210A (en) * 2016-11-30 2019-07-05 三菱重工业株式会社 Marine diesel engine

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT507516B1 (en) * 2010-02-04 2011-07-15 Avl List Gmbh INTERNAL COMBUSTION ENGINE WITH CYLINDER SHUT OFF
JP5143170B2 (en) * 2010-03-17 2013-02-13 日立オートモティブシステムズ株式会社 Control method for internal combustion engine
JP5440385B2 (en) * 2010-05-25 2014-03-12 いすゞ自動車株式会社 Exhaust gas purification system
JP5464059B2 (en) * 2010-06-04 2014-04-09 マツダ株式会社 ENGINE CONTROL METHOD AND CONTROL DEVICE
GB2492102B (en) * 2011-06-21 2013-08-28 Jaguar Cars Improved emissions control during cam profile switching diagnostic operation
DE102011111590A1 (en) 2011-08-25 2013-02-28 Volkswagen Aktiengesellschaft Exhaust gas treatment device, process for the treatment of exhaust gas and motor vehicle
US9909517B2 (en) 2015-11-23 2018-03-06 Cummins Inc. Mult-mode controls for engines systems including SCR aftertreatment
CN110719991B (en) * 2017-04-28 2023-05-09 伊顿智能动力有限公司 Aftertreatment temperature management through a shoe valve lift curve
DE102017219172A1 (en) 2017-10-25 2019-04-25 Bayerische Motoren Werke Aktiengesellschaft Control device for driving an internal combustion engine and method for heating an exhaust gas purification device
DE102018105357A1 (en) * 2018-03-08 2019-09-12 Man Truck & Bus Ag Method for operating an internal combustion engine to increase an exhaust gas temperature
DE102019113741A1 (en) * 2019-05-23 2020-11-26 Volkswagen Aktiengesellschaft Internal combustion engine with variable exhaust valve actuation and with electromotive or mechanical charging
DE102019113732B4 (en) * 2019-05-23 2021-05-12 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine with variable exhaust valve actuation during overrun operation
DE102019113751A1 (en) * 2019-05-23 2020-11-26 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine with variable exhaust valve actuation
DE102019113734A1 (en) * 2019-05-23 2020-11-26 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine with variable exhaust valve actuation with increased load requirements
DE102019113740A1 (en) * 2019-05-23 2020-11-26 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine with variable exhaust valve actuation and fuel injection for individual combustion chambers
DE102019113735A1 (en) * 2019-05-23 2020-11-26 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine with variable and temperature-regulated exhaust valve actuation
DE102019113747A1 (en) * 2019-05-23 2020-11-26 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine with variable exhaust valve actuation and with additional influencing of the combustion chamber filling
DE102019113749A1 (en) * 2019-05-23 2020-11-26 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine with variable exhaust valve actuation and with post fuel injection
CN113785106A (en) * 2020-02-19 2021-12-10 伊顿智能动力有限公司 Castellated device, mechanical capsule and rocker arm

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3347950B2 (en) 1996-08-28 2002-11-20 株式会社ユニシアジェックス Exhaust valve timing controller
JP2002276418A (en) * 2001-03-23 2002-09-25 Hitachi Ltd Cylinder injection engine having turbo supercharger, and its control method
US6772742B2 (en) * 2002-03-01 2004-08-10 International Engine Intellectual Property Company, Llc Method and apparatus for flexibly regulating internal combustion engine valve flow
DE102005054212B4 (en) * 2004-11-15 2021-09-23 Denso Corporation Start control device for an internal combustion engine
JP4475221B2 (en) * 2005-03-11 2010-06-09 トヨタ自動車株式会社 engine

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102654074A (en) * 2011-03-03 2012-09-05 福特全球技术公司 Controlling a diesel engine system to reduce soot production
CN102654074B (en) * 2011-03-03 2017-03-01 福特全球技术公司 Method and apparatus for controlling diesel engine system
CN105164396A (en) * 2013-04-25 2015-12-16 丰田自动车株式会社 Multi-cylinder internal combustion engine
CN105164396B (en) * 2013-04-25 2017-10-10 丰田自动车株式会社 Multi-cylinder internal-combustion engine
CN107532522A (en) * 2015-04-16 2018-01-02 日产自动车株式会社 Engine control system and engine control
CN107532522B (en) * 2015-04-16 2019-03-15 日产自动车株式会社 Engine control system and engine control
CN109983210A (en) * 2016-11-30 2019-07-05 三菱重工业株式会社 Marine diesel engine

Also Published As

Publication number Publication date
JP2009103093A (en) 2009-05-14
DE102008051496A1 (en) 2009-05-14
US20090107430A1 (en) 2009-04-30

Similar Documents

Publication Publication Date Title
CN101418725A (en) Control unit for diesel engine
US10167795B2 (en) Exhaust gas treatment system warm-up methods
US8943803B2 (en) Power system with cylinder-disabling strategy
CN102822481B (en) Regeneration assist calibration
CN102770649B (en) Regeneration assist delay period
CN101548073B (en) Internal combustion engine and control method thereof
CN102770635B (en) Regeneration assist transition period
CN101493026B (en) Exhaust reduction system having oxygen and temperature control
CN103184947B (en) The control gear of diesel engine and controlling method
CN105121815B (en) The control device of internal combustion engine
CN102947558B (en) Waste gas cleaning system
US10662842B2 (en) Exhaust purification device of engine, vehicle engine including exhaust purification device, and method of controlling engine
WO2009111097A2 (en) Charged air bypass for aftertreatment combustion air supply
JP5215940B2 (en) Coordinated control device for engine and continuously variable transmission
WO2004042206A1 (en) Method for cleaning a particle filter and a vehicle for utilizing said method
JP2008138619A (en) Exhaust emission control device of internal combustion engine
EP3894679B1 (en) Method and device for increased exhaust gas temperature in a diesel engine
US20090241519A1 (en) Method for the operation of an emission control system located in an exhaust gas zone of an internal combustion engine
CN103946496A (en) Exaust gas purification device for internal combustion engine
EP3524786B1 (en) Regeneration control device for exhaust purification device
JP6421797B2 (en) Engine control device
JP2008106687A (en) Filter regeneration device
JP6421796B2 (en) Engine control device
JP6421798B2 (en) Engine control device
WO2014013953A1 (en) Control device and control method of diesel engine

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
C10 Entry into substantive examination
SE01 Entry into force of request for substantive examination
C02 Deemed withdrawal of patent application after publication (patent law 2001)
WD01 Invention patent application deemed withdrawn after publication

Open date: 20090429