CN101473127A - Exhaust gas purification system for internal combustion engine - Google Patents
Exhaust gas purification system for internal combustion engine Download PDFInfo
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- CN101473127A CN101473127A CNA2007800212380A CN200780021238A CN101473127A CN 101473127 A CN101473127 A CN 101473127A CN A2007800212380 A CNA2007800212380 A CN A2007800212380A CN 200780021238 A CN200780021238 A CN 200780021238A CN 101473127 A CN101473127 A CN 101473127A
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- fuel injection
- gas flow
- egr gas
- combustion engine
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 105
- 238000000746 purification Methods 0.000 title abstract description 9
- 239000000446 fuel Substances 0.000 claims abstract description 259
- 230000001052 transient effect Effects 0.000 claims abstract description 22
- 238000002347 injection Methods 0.000 claims description 215
- 239000007924 injection Substances 0.000 claims description 215
- 239000007921 spray Substances 0.000 claims description 38
- 230000003111 delayed effect Effects 0.000 claims description 12
- 238000001514 detection method Methods 0.000 claims description 11
- 238000005507 spraying Methods 0.000 claims description 8
- 230000006835 compression Effects 0.000 claims description 3
- 238000007906 compression Methods 0.000 claims description 3
- 239000007789 gas Substances 0.000 description 133
- 239000013618 particulate matter Substances 0.000 description 19
- 238000007599 discharging Methods 0.000 description 13
- 210000001367 artery Anatomy 0.000 description 12
- 210000003462 vein Anatomy 0.000 description 12
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 7
- 239000001301 oxygen Substances 0.000 description 7
- 229910052760 oxygen Inorganic materials 0.000 description 7
- 238000005516 engineering process Methods 0.000 description 3
- 239000003054 catalyst Substances 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000003647 oxidation Effects 0.000 description 2
- 238000007254 oxidation reaction Methods 0.000 description 2
- 230000037361 pathway Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- PVNIIMVLHYAWGP-UHFFFAOYSA-N Niacin Chemical compound OC(=O)C1=CC=CN=C1 PVNIIMVLHYAWGP-UHFFFAOYSA-N 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000011664 nicotinic acid Substances 0.000 description 1
- 235000001968 nicotinic acid Nutrition 0.000 description 1
- 230000001915 proofreading effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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Classifications
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- 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
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- 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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
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- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/403—Multiple injections with pilot injections
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- 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
- F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
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- 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
-
- 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
- Y02T10/40—Engine management systems
Abstract
It is an object of the present invention to suppress NOx emissions while also suppressing an increase in unburned fuel emission and accidental fire in an exhaust gas purification system for an internal combustion engine that has a super charger and an EGR apparatus, when the internal combustion engine is in a transient operating state. In the present invention, a target charging pressure and a target EGR gas amount are calculated based on the operating state of the internal combustion engine. If the actual charging pressure has not reached the target charging pressure when the internal combustion is operating in a transient state, then the EGR gas amount is controlled to an amount smaller than the target EGR gas amount.
Description
Technical field
The present invention relates to a kind of exhaust gas purification system for internal combustion engine with pressurized machine and EGR device.
Background technique
In the emission control system of internal-combustion engine, known a kind of emission control system of at least a portion I. C. engine exhaust being introduced the EGR device in the gas handling system as EGR gas that has.Can reduce the NOx discharge amount by EGR gas is introduced in the gas handling system.
The Japan Patent spy opens No.5-263716 and discloses in exhaust gas purification system for internal combustion engine, the technology of restriction variable quantity when changing the EGR gas flow that will be introduced in the gas handling system.
In exhaust gas purification system for internal combustion engine, decide to change boost pressure (charging pressure) and EGR gas flow on the operating condition of internal-combustion engine with pressurized machine and EGR device.Yet the responsiveness when the responsiveness ratio when changing boost pressure changes the EGR gas flow is low.
Therefore, when boost pressure rising and EGR gas flow increased when the operating condition at internal-combustion engine is transient state, the EGR gas flow was excessive with respect to actual supercharge pressure sometimes.In this case, the EGR gas flow is excessive with respect to the air inflow that flows into cylinder.As a result, the risk that has unburned fuel emissions increase and accidental ignition (catching fire accidental fire).
Summary of the invention
The present invention considers the problems referred to above and proposes, its purpose is to be provided for to have the technology of the exhaust gas purification system for internal combustion engine of pressurized machine and EGR device, wherein, when internal-combustion engine is in transient state operating condition (transition operation state), this technology can suppress the NOx discharging, and can also suppress unburned fuel emissions increases and accidental ignition.
In the present invention, overcome the above problems in the following ways.
That is, in the present invention, calculate target boost pressure and target EGR gas flow based on the operating condition of internal-combustion engine.When internal-combustion engine turned round under the transient state operating condition, if actual supercharge pressure miss the mark boost pressure still, then the EGR gas flow was controlled to the amount less than target EGR gas flow.
More specifically, exhaust gas purification system for internal combustion engine according to the present invention be characterised in that comprise following: EGR device, described EGR device are used for introducing at least a portion exhaust of internal-combustion engine in the gas handling system of described internal-combustion engine as EGR gas; Pressurized machine, described pressurized machine are used to utilize the energy of the exhaust of described internal-combustion engine that supercharging is carried out in air inlet; EGR gas flow control gear, described EGR gas flow control gear are used to control by described EGR device introduces EGR gas flow in the gas handling system of described internal-combustion engine; Target EGR gas flow calculates device, and described target EGR gas flow calculates device and is used for calculating target EGR gas flow as the desired value of described EGR gas flow based on the operating condition of described internal-combustion engine; Target boost-pressure calculation means, described target boost-pressure calculation means are used for calculating target boost pressure as the desired value of boost pressure based on the operating condition of described internal-combustion engine; And boost pressure detection device, described boost pressure detection device is used to detect actual supercharge pressure, wherein, when described internal-combustion engine is in the transient state operating condition, if be lower than described target boost pressure by the detected actual supercharge pressure of described boost pressure detection device, then described EGR gas flow control gear is controlled to amount less than described target EGR gas flow with described EGR gas flow.
According to the present invention, when internal-combustion engine was in the transient state operating condition, the EGR gas flow that can suppress to be introduced in the gas handling system became excessive with respect to actual supercharge pressure (promptly with respect to air inflow).Therefore, when internal-combustion engine turns round, can suppress the NOx discharging under transient behaviour, also having suppressed unburned fuel emissions simultaneously increases and accidental ignition.
In the present invention, when described internal-combustion engine turns round, if described actual supercharge pressure is lower than described target boost pressure, then can control described EGR gas flow under transient behaviour, make described actual supercharge pressure low more, described EGR gas flow is just more little.Thereby, can obtain to be more suitable for gas flow in the EGR of actual supercharge pressure.
Fuelinjection nozzle in described internal-combustion engine is directly under the situation of in-cylinder injection fuel, the present invention can also comprise: secondary fuel sprays actuating device, and described secondary fuel sprays actuating device and is used for carrying out secondary fuel injection by the timing of described Fuelinjection nozzle before the main fuel that near the timing the compression stroke top dead center is carried out sprays; Secondary fuel injection timing control gear, described secondary fuel injection timing control gear are used to control the execution timing of being sprayed the described secondary fuel injection of actuating device execution by described secondary fuel; And target sub fuel injection timing computing device, described target sub fuel injection timing computing device is used for calculating based on the operating condition of described internal-combustion engine the target sub fuel injection timing of the execution desired value regularly of spraying as described secondary fuel.
In addition, when described internal-combustion engine is in the transient state operating condition, if be lower than described target boost pressure by the detected actual supercharge pressure of described boost pressure detection device, the described target sub fuel injection timing of execution timing ratio that then described secondary fuel injection timing control gear can spray described secondary fuel postpones more.
Postpone execution that secondary fuel sprays and regularly shortened execution that secondary fuel sprays regularly and the interval between the main fuel execution regularly of spraying.Therefore, spray the easier burning of fuel of being sprayed by secondary fuel.
Therefore, as mentioned above, actual supercharge pressure is lower than under the situation of target boost pressure when carrying out secondary fuel and spray, and can suppress unburned fuel emissions increases and accidental ignition.
Here, along with the boost pressure step-down, air inflow diminishes.So,, spray the fuel that is sprayed by secondary fuel and become and more be difficult to burning along with the boost pressure step-down.
Therefore, as mentioned above, the described target sub fuel injection timing of execution timing ratio that sprays when described secondary fuel postpones more for a long time, and the execution that described secondary fuel sprays regularly can be controlled such that described actual supercharge pressure is low more, and the execution that then described secondary fuel sprays regularly is delayed manyly more.Thereby spraying the fuel that is sprayed by secondary fuel can more easily burn.
The present invention can also comprise: secondary fuel injection controller, and described secondary fuel injection controller is used to control secondary fuel injection amount; And target sub fuel injection amount computing device, described target sub fuel injection amount computing device is used for calculating target sub fuel injection amount as the desired value of described secondary fuel injection amount based on the operating condition of described internal-combustion engine.And more if the described target sub fuel injection timing of execution timing ratio that described secondary fuel sprays postpones, then described secondary fuel injection controller can be controlled to described secondary fuel injection amount the amount less than described target sub fuel injection amount.
As mentioned above, postpone execution that secondary fuel sprays and regularly shortened execution that secondary fuel sprays regularly and the interval between the main fuel execution regularly of spraying.So,, and carry out main fuel probably in this state and spray owing to the burning of being sprayed the fuel that is sprayed by secondary fuel has consumed oxygen.As a result, the risk that exists particulate matter (hereinafter being called PM) to increase.
Therefore, by reducing secondary fuel injection amount, reduced the amount of spraying the oxygen that burning consumed of the fuel that is sprayed by secondary fuel.Thereby, can suppress the generation of PM.
According to the above description, the execution timing ratio target sub fuel injection timing that sprays at secondary fuel postpones can suppress the increase of PM under the more situation.
Here, the execution that secondary fuel sprays regularly is delayed manyly more, and the interval between the execution regularly that execution timing that promptly secondary fuel sprays and main fuel spray is short more, then will may lack oxygen more during the burning of being sprayed the fuel that is sprayed by main fuel.Therefore, the execution that secondary fuel sprays regularly is delayed manyly more, and PM will may increase more.
Therefore, as mentioned above, when described secondary fuel injection amount was controlled to amount less than described target sub fuel injection amount, described secondary fuel injection amount can be controlled such that the execution that described secondary fuel sprays regularly is delayed manyly more, and described secondary fuel injection amount is just more little.Thereby secondary fuel injection amount can be set to the amount that is more suitable for the interval between the execution regularly that the execution timing and the main fuel of secondary fuel injection spray.
Be raised under the situation of target boost pressure in the variation of boost pressure owing to the internal combustion engine operation state, actual supercharge pressure may temporarily exceed target boost pressure.When boost pressure increased, air inflow increased.So under the situation that the EGR gas flow increases, the possibility that unburned fuel emissions increases and accidental ignition takes place is less.
Therefore, in the present invention, when described internal-combustion engine is in the transient state operating condition, if be higher than described target boost pressure by the detected actual supercharge pressure of described boost pressure detection device, then described EGR gas flow control gear can be controlled to described EGR gas flow the amount greater than described target EGR gas flow.
In view of the above, when internal-combustion engine is in the transient state operating condition, be higher than at actual supercharge pressure under the situation of target boost pressure, can further suppress the NOx discharging, also having suppressed unburned fuel emissions simultaneously increases and accidental ignition.
In addition, in this case, when described internal-combustion engine is in the transient state operating condition, when described actual supercharge pressure is higher than described target boost pressure, described EGR gas flow can be controlled such that described actual supercharge pressure is high more, and described EGR gas flow is just big more.Thereby, can obtain to be more suitable for gas flow in the EGR of actual supercharge pressure.
Directly under the situation of the in-cylinder injection fuel of described internal-combustion engine, the present invention can also comprise at Fuelinjection nozzle: the fuel injection timing control gear, and described fuel injection timing control gear is used to control the fuel injection timing of described Fuelinjection nozzle; And target fuel injection timing computing device, described target fuel injection timing computing device is used for calculating target fuel injection timing as the desired value of described fuel injection timing based on the operating condition of described internal-combustion engine.
If described EGR gas flow is controlled to the amount greater than described target EGR gas flow, then described fuel injection timing can postpone more than described target fuel injection timing.
Postpone can the raise temperature of exhaust of fuel injection timing.So,,, can promote the oxidation of PM causing owing to increase EGR gas flow under the situation that PM increases according to above explanation.
Therefore, according to above explanation,, also can suppress the PM discharging and arrive extraneous even when the EGR gas flow is controlled to amount greater than target EGR gas flow.
Here, the EGR gas flow is big more, and then the possibility of PM increase is big more.And fuel injection timing postpones to such an extent that more meaning can make that the temperature of exhaust is high more more.
Therefore, when described fuel injection timing postpones more for a long time than described target fuel injection timing, described fuel injection timing control gear can be controlled described fuel injection timing, makes that described EGR gas flow is big more, and then described fuel injection timing is delayed manyly more.In view of the above, the EGR gas flow is big more, can make that the temperature of exhaust is high more.So, can further suppress the PM discharging and arrive extraneous.
By below in conjunction with the accompanying drawing the following detailed description of the embodiment of the present invention, above-mentioned and other purpose of the present invention, feature and advantage will be more apparent for those skilled in the art.
Description of drawings
Fig. 1 is schematically illustrated according to the internal-combustion engine of the embodiment of the invention and the figure of intake and exhaust system thereof;
Fig. 2 is the flow chart that the control routine that is used to control boost pressure, EGR gas flow, main fuel injection quantity, secondary fuel injection amount, main fuel injection timing and secondary fuel injection timing is shown.
Embodiment
Below based on the specific embodiment of description of drawings according to exhaust gas purification system for internal combustion engine of the present invention.
Fig. 1 is schematically illustrated according to the internal-combustion engine of present embodiment and the figure of intake and exhaust system thereof.Internal-combustion engine 1 is for to be used for the diesel engine of powered vehicle, and has four cylinders 2.Cylinder 2 is respectively equipped with the Fuelinjection nozzle 3 to cylinder 2 inner direct fuel.
Internal-combustion engine 1 is connected with gas exhaust manifold 7 with intake manifold 5.One end of inlet air pathway 4 is connected with intake manifold 5, and an end of exhaust passageway 6 is connected with gas exhaust manifold 7.
The gas compressor 8a of turbosupercharger (pressurized machine) 8 is installed in the inlet air pathway 4.The turbine 8b of turbosupercharger 8 is installed in the exhaust passageway 6.
Intake manifold 5 is provided with the pressure transducer 14 that detects boost pressure.In the present embodiment, pressure transducer 14 is corresponding to boost pressure detection device according to the present invention.
The downstream of turbine 8b is provided with the particulate filter (hereinafter being called filter) 9 that captures the particulate matter (PM) in the exhaust in exhaust passageway 6.Filter was held NOx occlusion reduction catalyst (hereinafter being called the NOx catalyzer) in 9 years.In addition, be provided with the temperature transducer 15 that detects delivery temperature in the downstream of exhaust passageway 6 internal filters 9.
Internal-combustion engine 1 according to present embodiment has at least a portion exhaust as the EGR device 11 in the EGR gas introducing gas handling system.EGR device 11 has EGR path 12, and an end of this EGR path is connected with gas exhaust manifold 7, and the other end is connected with intake manifold 5.EGR gas is directed to intake manifold 5 via EGR path 12 from gas exhaust manifold 7.In addition, EGR path 12 is provided with EGR valve 13, and this EGR valve control is introduced into the amount of the EGR gas in the intake manifold 5.
It is other that electronic control unit (ECU) 10 is arranged on internal-combustion engine 1.ECU 10 is the unit according to the operating condition of the operating condition controlling combustion engine 1 of driver's demand and internal-combustion engine 1.ECU 10 is electrically connected with pressure transducer 14, temperature transducer 15, crank position sensor 16 and accel sensor 17.Crank position sensor 16 detects the crank angle of internal-combustion engine 1.Accel sensor 17 detects the accelerator opening of the vehicle that internal-combustion engine 1 is installed.The output signal of the sensor is input to ECU 10.
ECU 10 estimates the temperature of filter 9 based on the checkout value of temperature transducer 15.In addition, ECU10 draws the rotating speed of internal-combustion engine 1 based on the checkout value of crank position sensor 16, and draws the load of internal-combustion engine 1 based on the checkout value of accel sensor 17.
ECU 10 also is electrically connected with Fuelinjection nozzle 3 and EGR valve 13, and these valves are by ECU 10 controls.
According to present embodiment, near the timing the top dead center of compression stroke is carried out main fuel by Fuelinjection nozzle 3 and is sprayed, and secondary fuel injection is carried out in the timing before main fuel sprays in a burning cycle.Main fuel injection quantity, secondary fuel injection amount, carry out the timing (hereinafter being called main fuel injection timing) that main fuel sprays and carry out secondary fuel injection timing (hereinafter being called secondary fuel injection timing) by ECU 10 controls.
According to present embodiment, ECU 10 controls the EGR gas flow by the aperture of control EGR valve 13.In the present embodiment, EGR valve 13 is corresponding to EGR gas flow control gear according to the present invention.
Then, based on the flow chart shown in Fig. 2, the control routine that is used to control boost pressure, EGR gas flow, main fuel injection quantity, secondary fuel injection amount, main fuel injection timing and secondary fuel injection timing according to present embodiment is described.This routine is stored among the ECU 10 in advance, and is repeating with predetermined interval when the each rotation at the bent axle of internal-combustion engine 1 (for example) between internal-combustion engine 1 on-stream period.
In this routine, at first at S101, ECU 10 detects the operating condition (rotating speed, load etc.) of internal-combustion engine 1.
Then, ECU 10 proceeds to the processing of S102, and calculates target main fuel injection quantity Qfmaint, target sub fuel injection amount Qfsubt, target main fuel injection timing tmaint, target injection interval Δ tinjt, target boost pressure Pint and target EGR gas flow Qgt based on the operating condition of internal-combustion engine 1.Relation between the operating condition of these values and internal-combustion engine 1 is stored among the ECU 10 in advance as the arteries and veins spectrogram.
Notice that target injection interval Δ tinjt is the desired value of injection interval, this injection interval is the time between main fuel injection timing and the secondary fuel injection timing.In the present embodiment, carry out the ECU 10 that handles at S102 and calculate device, target boost-pressure calculation means, target sub fuel injection timing computing device, target sub fuel injection amount computing device and target fuel injection timing computing device corresponding to target EGR gas flow.
Then, ECU 10 proceeds to the processing of S103.If internal-combustion engine 1 turns round under transient state, then Yi Shang desired value will change.Yet the operating lag of boost pressure is greater than the operating lag of fuel injection amount, fuel injection timing and EGR gas flow.Therefore, in the present embodiment, as will be described later, based on boost pressure ratio RPin, promptly the ratio (Pinm/Pint) of Shi Ji boost pressure Pinm and target boost pressure Pint comes corrected sub fuel injection quantity, main fuel injection timing, secondary fuel injection timing and EGR gas flow.
In S103, ECU 10 calculates boost pressure ratio RPin by target boost pressure Pint and the actual supercharge pressure Pinm that recorded by boost-pressure sensor 14 at that time.
Then, ECU 10 proceeds to the processing of S104, and judges that whether boost pressure ratio RPin is less than 1.If make sure judgement in S104, then ECU 10 proceeds to the processing of S105; If make negates to judge that then ECU 10 proceeds to the processing of S112.
After the processing that proceeds to S105, ECU 10 calculates the correction factor a1 that is used to proofread and correct the EGR gas flow, is used to proofread and correct the b and the correcting value c that is used for corrected sub fuel injection quantity correction time of injection interval based on the rotational speed N e of boost pressure ratio RPin and internal-combustion engine 1.
Correction factor a1, correction time b and correcting value c and boost pressure ratio RPin and internal-combustion engine 1 rotational speed N e between each relation be stored among the ECU10 in advance as first, second and the 3rd arteries and veins spectrogram.ECU 10 based on described arteries and veins spectrogram respectively calculation correction coefficient a1, correction time b and correcting value c.
In first, second and the 3rd arteries and veins spectrogram, boost pressure ratio RPin is equal to or less than 1 value.In the first arteries and veins spectrogram, if boost pressure ratio RPin is 1, then correction factor a1 is 1; If boost pressure ratio RPin is less than 1, then correction factor a1 be less than 1 on the occasion of.When boost pressure ratio RPin less than 1 the time, correction factor a1 reduces along with reducing of boost pressure ratio RPin, but along with the increase of the rotational speed N e of internal-combustion engine 1 and increase.
In the second arteries and veins spectrogram, if boost pressure ratio RPin is 1, then correction time, b was zero; If boost pressure ratio RPin is less than 1, then correction time, b was greater than zero value.When boost pressure ratio RPin less than 1 the time, correction time, b increased along with reducing of boost pressure ratio RPin, but along with the increase of the rotational speed N e of internal-combustion engine 1 and reduce.
In the 3rd arteries and veins spectrogram, if boost pressure ratio RPin is 1, then correcting value c is zero; If boost pressure ratio RPin is less than 1, then correcting value c is the value greater than zero.When boost pressure ratio RPin less than 1 the time, correcting value c increases along with reducing of boost pressure ratio RPin, but along with the increase of the rotational speed N e of internal-combustion engine 1 and reduce.
Then, ECU 10 proceeds to the processing of S106, and multiplies each other by the correction factor a1 and the target EGR gas flow Qgt that will determine in S105, calculates and proofreaies and correct EGR gas flow Qgc1.At this moment, correction EGR gas flow Qgc1 must be the amount less than target EGR gas flow Qgt.
Then, ECU 10 proceeds to the processing of S107, and the aperture of control EGR valve 13, makes the EGR gas flow that is introduced in the intake manifold 5 equal to proofread and correct EGR gas flow Qgc1.That is to say that the aperture of EGR valve 13 is set to the little aperture of aperture when being controlled so as to target EGR gas flow Qgt when the EGR gas flow.
Then, ECU 10 proceeds to the processing of S108, and by deduct b correction time that determines in S105 from target injection interval Δ tinic, calculates and proofread and correct injection interval Δ tinjc.
Then, ECU 10 proceeds to the processing of S109, and the corrected sub fuel injection timing, makes injection interval equal to proofread and correct injection interval Δ tinjc.That is to say that secondary fuel injection timing postpones more than the secondary fuel injection timing of (in this moment, secondary fuel injection timing is corresponding to target sub fuel injection timing according to the present invention) when injection interval is controlled to target injection interval Δ tinjt.
Then, ECU 10 proceeds to the processing of S110, and by deduct the correcting value c that determines in S105 from target sub fuel injection amount Qfsubt, calculates corrected sub fuel injection quantity Qsubc.
Then, ECU 10 proceeds to the processing of S111, and secondary fuel injection amount is controlled to corrected sub fuel injection quantity Qsubc.That is to say that secondary fuel injection amount is controlled to the little amount than target sub fuel injection amount Qsubt.ECU 10 finishes the execution of current routine subsequently.
On the other hand, after the processing that proceeds to S112, ECU 10 judges that whether boost pressure ratio RPin is greater than 1.If make sure judgement in S112, then ECU 10 proceeds to the processing of S113.Yet, negate to judge if in S112, make, ECU 10 finishes the execution of current routine.When finished the execution of present procedure this moment, ECU 10 is judged to be did not need to proofread and correct main fuel injection quantity, secondary fuel injection amount, main fuel injection timing, injection interval and EGR gas flow, and above-mentioned amount is controlled to the desired value of calculating in S102.
In S113, ECU 10 judges whether the temperature T c of filter 9 is equal to or higher than predetermined temperature Tca.Here, predetermined temperature Tca is the temperature that is equal to or higher than by the lower limit of filter 9 contained NOx activity of such catalysts temperature of holding, and is preset temperature.That is to say that if the temperature of filter 9 is equal to or higher than predetermined temperature Tca, it is active carrying on a shoulder pole then that the NOx catalyzer of holding can be judged as.If making at step S113 negates to judge that then ECU 10 proceeds to the processing of S114.Yet if make sure judgement in step S113, ECU 10 finishes the execution of current routine.When finish the execution of current routine this moment, negative situation about judging is similar with making among the S112, ECU 10 is judged to be does not need to proofread and correct main fuel injection quantity, secondary fuel injection amount, main fuel injection timing, injection interval and EGR gas flow, and this tittle is controlled to the desired value of calculating in S102.
At step S114, ECU 10 calculates d correction time that is used to proofread and correct the correction factor a2 of EGR gas flow and is used to proofread and correct main fuel injection timing based on the rotating speed of boost pressure ratio RPin and internal-combustion engine 1.
Correction factor a2 and correction time d and the rotating speed of boost pressure ratio RPin and internal-combustion engine 1 between relation be stored in advance among the ECU 10 as the 4th and the 5th arteries and veins spectrogram respectively.ECU 10 based on described arteries and veins spectrogram respectively calculation correction coefficient a2 and correction time d.
In the 4th and the 5th arteries and veins spectrogram, boost pressure ratio RPin is equal to or greater than 1 value.In the 4th arteries and veins spectrogram, if boost pressure ratio RPin is 1, then correction factor a2 is 1.When boost pressure ratio RPin greater than 1 the time, correction factor a2 increases along with the increase of boost pressure ratio RPin, and also along with the increase of the rotational speed N e of internal-combustion engine 1 and increase.
In the 5th arteries and veins spectrogram, if boost pressure ratio RPin is 1, then correction time, d was zero.When boost pressure ratio RPin greater than 1 the time, correction time, d increased along with the increase of boost pressure ratio RPin, and also along with the increase of the rotational speed N e of internal-combustion engine 1 and increase.
Then, ECU 10 proceeds to the processing of S115, and multiplies each other calculation correction EGR gas flow Qgc2 by the correction factor a2 and the target EGR gas flow Qgt that will determine in S114.At this moment, correction EGR gas flow Qgc2 must be the amount greater than target EGR gas flow Qgt.
Then, ECU 10 proceeds to the processing of S116, and the aperture of control EGR valve 13, makes the EGR gas flow that is introduced into intake manifold 5 equal to proofread and correct EGR gas flow Qgc2.That is to say the big aperture of aperture the when aperture of EGR valve 13 is set to and is controlled to target EGR gas flow Qgt than EGR gas flow.
Then, ECU 10 proceeds to the processing of S117, and the d and target main fuel injection timing tmaint addition correction time by determining in S114, calculates and proofreaies and correct main fuel injection timing tmainc.
Then, ECU 10 proceeds to the processing of S118, and main fuel injection timing is controlled to correction main fuel injection timing tmainc.That is to say that main fuel injection timing postpones more than target main fuel injection timing tmaint.Note, in this case, control secondary fuel injection timing, make injection interval equal target injection interval Δ tinjt.Afterwards, ECU 10 finishes the execution of current routine.
According to above-mentioned routine, if make boost pressure ratio RPin become less than 1 owing to internal-combustion engine 1 turns round under transient behaviour, if promptly actual supercharge pressure Pinm is lower than target boost pressure Pint, then the EGR gas flow is corrected to the amount less than target EGR gas flow Qgt.Therefore, when internal-combustion engine 1 turned round under transient behaviour, the EGR gas flow that can suppress to be introduced into intake manifold 5 became excessive amount with respect to actual supercharge pressure Pinm.That is to say, can suppress the EGR gas flow and become more excessive than actual air inflow.
Therefore,, when internal-combustion engine 1 turns round, the NOx discharging be can suppress under transient behaviour, the increase of unburned fuel emissions and the generation of accidental ignition also can be suppressed simultaneously according to present embodiment.
According to above-mentioned routine, when the EGR gas flow was corrected to amount less than target EGR gas flow Qgt, the EGR gas flow was controlled such that actual supercharge pressure Pinm is low more, and the EGR gas flow is just more little.Therefore, can access and be more suitable for gas flow in the EGR of actual supercharge pressure.
In addition, air inflow increases along with the increase of the rotating speed of internal-combustion engine 1.Therefore, according to above-mentioned routine, when the EGR gas flow was corrected to amount less than target EGR gas flow Qgt, the EGR gas flow was controlled such that the rotational speed N e of internal-combustion engine 1 is low more, and the EGR gas flow is just more little.
According to above-mentioned routine, if actual supercharge pressure Pinm is lower than target boost pressure Pint, then by postponing secondary fuel injection timing, injection interval is corrected to the time shorter than target injection interval Δ tinjt.Therefore, spray the easier burning of fuel of being sprayed by secondary fuel.Thereby, can suppress the increase of unburned fuel emissions and spray the fuel that the is sprayed generation of the accidental ignition that caused that is difficult to burn by secondary fuel.
According to above-mentioned routine, when injection interval was corrected to the time of lacking than target injection interval Δ tinjt, injection interval was controlled such that actual supercharge pressure Pinm is low more, and injection interval is just short more.That is to say that air inflow is more little, secondary fuel injection timing is delayed just manyly more.Therefore, spraying the fuel that is sprayed by secondary fuel can more easily burn.
According to above-mentioned routine, be corrected at injection interval under the situation of the time that is shorter than target injection interval Δ tinjt, air inflow reduces along with the reduction of the rotational speed N e of internal-combustion engine 1.Therefore, injection interval is controlled to the shorter time.
According to above-mentioned routine, if actual supercharge pressure Pinm less than target boost pressure Pint, then secondary fuel injection amount is controlled to the amount less than target sub fuel injection amount Qsubt.That is to say that if injection interval is corrected to the time that is shorter than target injection interval Δ tinjt, then secondary fuel injection amount is corrected to the amount less than target sub fuel injection amount Qsubt.
After injection interval shortened, oxygen was because secondary fuel sprays the burning of the fuel that is sprayed is consumed, and carried out the main fuel injection probably in this state.At this moment, can be by reducing the amount of oxygen that burning consumed that secondary fuel injection amount reduces to be sprayed by secondary fuel the fuel that is sprayed.That is, can increase the amount of spraying the utilizable oxygen of burning of the fuel that is sprayed by main fuel.As a result, to amount, be shorter than at injection interval under the situation of target injection interval Δ tinjt, can suppress the increase of PM less than target sub fuel injection amount Qsubt by corrected sub fuel injection quantity.
According to above-mentioned routine, when secondary fuel injection amount was corrected to amount less than target sub fuel injection amount Qsubt, secondary fuel injection amount was controlled such that actual supercharge pressure is low more, and secondary fuel injection amount is just more little.That is to say that secondary fuel injection amount is controlled such that injection interval is short more, secondary fuel injection amount is just more little.Therefore, can suppress to spray lacking of the needed oxygen of institute's combustion of fuel injected by main fuel.As a result, by controlling secondary fuel injection amount as mentioned above, secondary fuel injection amount can be set to the amount that is more suitable in injection interval, therefore, can further suppress the increase of PM.
As previously mentioned, according to above-mentioned routine, when injection interval was corrected to the time of lacking than target injection interval Δ tinjt, injection interval was controlled such that the rotational speed N e of internal-combustion engine 1 is low more, and injection interval is just short more.Therefore, when secondary fuel injection amount was corrected to amount less than target sub fuel injection amount Qsubt, secondary fuel injection amount was controlled such that the rotational speed N e of internal-combustion engine 1 is low more, and promptly injection interval is short more, and secondary fuel injection amount is just more little.
According to above-mentioned routine, if make boost pressure ratio RPin greater than 1 owing to internal-combustion engine 1 turns round under transient behaviour, if promptly actual supercharge pressure Pinm is higher than target boost pressure Pint, and the temperature T c of filter 9 is lower than predetermined temperature Tca, and then the EGR gas flow is corrected to the amount greater than target EGR gas flow Qgt.
Because higher boost pressure can cause air inflow and increase that under the situation that the EGR gas flow has increased, the possibility that unburned fuel emissions increases and accidental ignition takes place is less.In addition, along with the further increase of EGR gas flow, can further reduce the NOx discharging.The result, when actual supercharge pressure Pinm is higher than target boost pressure Pint, by proofreading and correct the EGR gas flow to amount greater than target EGR gas flow Qgt, can further reduce the NOx discharging, can also suppress the increase of unburned fuel discharging and the generation of accidental ignition simultaneously.
According to above-mentioned routine, when the EGR gas flow was corrected to amount greater than target EGR gas flow Qgt, the EGR gas flow was controlled such that actual supercharge pressure Pinm is high more, and the EGR gas flow is just big more.Therefore, can obtain to be more suitable for gas flow in the EGR of actual supercharge pressure.
The rotating speed of internal-combustion engine 1 is high more, and then air inflow is big more.Therefore, according to above-mentioned routine, when the EGR gas flow was corrected to amount greater than target EGR gas flow Qgt, the EGR gas flow was controlled such that the rotational speed N e of internal-combustion engine 1 is high more, and the EGR gas flow is just big more.
In addition, in above-mentioned routine, if actual supercharge pressure Pinm is higher than target boost pressure Pint, and the temperature T c of filter 9 is lower than predetermined temperature Tca, and then main fuel injection timing postpones more than target main fuel injection timing tmaint.That is to say that when the EGR gas flow was corrected to amount greater than target EGR gas flow Qgt, main fuel injection timing postponed more than target main fuel injection timing tmaint.
Postpone main fuel injection timing and make it possible to elevated exhaust temperature.Therefore, more surpassing under the situation that target EGR gas flow Qgt causes existing the possibility that PM increases by main fuel injection timing is postponed than target main fuel injection timing tmaint owing to increasing the EGR gas flow, can promote the oxidation of PM.As a result, can suppress the PM discharging arrives extraneous.
According to above-mentioned routine, when main fuel injection timing postpones more for a long time than target main fuel injection timing tmaint, actual supercharge pressure is high more, and then main fuel injection timing is delayed manyly more.That is to say that the EGR gas flow is big more, then main fuel injection timing is delayed manyly more.Thereby the temperature of exhaust can raise along with the increase of EGR gas flow.Therefore, along with the further increase of EGR gas flow, can make that delivery temperature is higher.As a result, by controlling main fuel injection timing as mentioned above, can further suppress the PM discharging and arrive extraneous.
As previously mentioned, according to above-mentioned routine, when the EGR gas flow was corrected to amount greater than target EGR gas flow Qgt, the EGR gas flow was controlled such that the rotational speed N e of internal-combustion engine 1 is high more, and the EGR gas flow is just big more.Therefore, when main fuel injection timing postpones more for a long time than target main fuel injection timing tmaint, the rotational speed N e of internal-combustion engine 1 is high more, and promptly the EGR gas flow is big more, and then main fuel injection timing is delayed manyly more.
Notice that if the temperature of filter 9 is equal to or higher than predetermined temperature Tca, then the NOx catalyzer of being held in 9 years by filter is by activate.Therefore, can in the exhaust in the NOx catalyzer, store NOx.Thereby, in the present embodiment, be equal to or higher than under the situation of predetermined temperature Tca in the temperature of filter 9, even when actual supercharge pressure Pinm is higher than target boost pressure Pint, also the EGR gas flow is not proofreaied and correct to the amount greater than target EGR gas flow Qgt.Therefore, this has suppressed the increase of PM.
Although describe the present invention at preferred embodiment, those skilled in the art can suitably revise in the spirit and scope of claims and implement the present invention as can be known.
Commercial Application
According to the present invention, when internal combustion engine is in transient state running state lower time, have booster and EGR The exhaust gas purification system for internal combustion engine of device can suppress the NOx discharging, also can suppress fuel simultaneously The generation of the increase of discharging and unexpected igniting.
Claims (10)
1. the emission control system of an internal-combustion engine is characterized in that comprising:
EGR device, described EGR device are used for introducing at least a portion exhaust of described internal-combustion engine in the gas handling system of described internal-combustion engine as EGR gas;
Pressurized machine, described pressurized machine are used to utilize the energy of the exhaust of described internal-combustion engine that supercharging is carried out in air inlet;
EGR gas flow control gear, described EGR gas flow control gear are used to control by described EGR device introduces EGR gas flow in the gas handling system of described internal-combustion engine;
Target EGR gas flow calculates device, and described target EGR gas flow calculates device and is used for calculating target EGR gas flow as the desired value of described EGR gas flow based on the operating condition of described internal-combustion engine;
Target boost-pressure calculation means, described target boost-pressure calculation means are used for calculating target boost pressure as the desired value of boost pressure based on the operating condition of described internal-combustion engine; And
The boost pressure detection device, described boost pressure detection device is used to detect actual supercharge pressure, wherein,
When described internal-combustion engine is in the transient state operating condition, if be lower than described target boost pressure by the detected actual supercharge pressure of described boost pressure detection device, then described EGR gas flow control gear is controlled to amount less than described target EGR gas flow with described EGR gas flow.
2. the emission control system of internal-combustion engine according to claim 1, when described EGR gas flow is controlled to amount less than described target EGR gas flow, described EGR gas flow control gear is controlled described EGR gas flow, makes described actual supercharge pressure low more, and described EGR gas flow is just more little.
3. the emission control system of internal-combustion engine according to claim 1 and 2 also comprises:
Fuelinjection nozzle, described Fuelinjection nozzle are used to inject fuel directly in the cylinder of described internal-combustion engine;
Pair fuel sprays actuating device, and described secondary fuel sprays actuating device and is used for carrying out secondary fuel injection by the timing of described Fuelinjection nozzle before the main fuel that near the timing the compression stroke top dead center is carried out sprays;
Secondary fuel injection timing control gear, described secondary fuel injection timing control gear are used to control the execution timing of being sprayed the described secondary fuel injection of actuating device execution by described secondary fuel; And
Target sub fuel injection timing computing device, described target sub fuel injection timing computing device are used for calculating based on the operating condition of described internal-combustion engine the target sub fuel injection timing of the execution desired value regularly of spraying as described secondary fuel, wherein
When described internal-combustion engine is in the transient state operating condition, if be lower than described target boost pressure by the detected actual supercharge pressure of described boost pressure detection device, then described secondary fuel injection timing control gear postpones the described target sub fuel injection timing of execution timing ratio that described secondary fuel sprays more.
4. the emission control system of internal-combustion engine according to claim 3, wherein, the described target sub fuel injection timing of execution timing ratio that sprays when described secondary fuel postpones more for a long time, described secondary fuel injection timing control gear is controlled the execution timing that described secondary fuel sprays, make described actual supercharge pressure low more, the execution that then described secondary fuel sprays regularly is delayed manyly more.
5. according to the emission control system of claim 3 or 4 described internal-combustion engines, also comprise:
Secondary fuel injection controller, described secondary fuel injection controller is used to control secondary fuel injection amount; And
Target sub fuel injection amount computing device, described target sub fuel injection amount computing device are used for calculating target sub fuel injection amount as the desired value of described secondary fuel injection amount based on the operating condition of described internal-combustion engine, wherein
If it is more that the described target sub fuel injection timing of the execution timing ratio that described secondary fuel sprays postpones, then described secondary fuel injection controller is controlled to amount less than described target sub fuel injection amount with described secondary fuel injection amount.
6. the emission control system of internal-combustion engine according to claim 5, wherein, when described secondary fuel injection amount is controlled to amount less than described target sub fuel injection amount, described secondary fuel injection controller is controlled described secondary fuel injection amount, the execution that makes described secondary fuel spray regularly is delayed manyly more, and described secondary fuel injection amount is just more little.
7. the emission control system of internal-combustion engine according to claim 1, wherein, when described internal-combustion engine is in the transient state operating condition, if be higher than described target boost pressure by the detected actual supercharge pressure of described boost pressure detection device, then described EGR gas flow control gear is controlled to amount greater than described target EGR gas flow with described EGR gas flow.
8. the emission control system of internal-combustion engine according to claim 7, wherein, when described EGR gas flow is controlled to amount greater than described target EGR gas flow, described EGR gas flow control gear is controlled described EGR gas flow, make described actual supercharge pressure high more, described EGR gas flow is just big more.
9. according to the emission control system of claim 7 or 8 described internal-combustion engines, also comprise:
Fuelinjection nozzle, described Fuelinjection nozzle are used to inject fuel directly in the cylinder of described internal-combustion engine;
The fuel injection timing control gear, described fuel injection timing control gear is used to control the fuel injection timing of described Fuelinjection nozzle; And
Target fuel injection timing computing device, described target fuel injection timing computing device are used for calculating target fuel injection timing as the desired value of described fuel injection timing based on the operating condition of described internal-combustion engine, wherein
If described EGR gas flow is controlled to the amount greater than described target EGR gas flow, then described fuel injection timing control gear postpones more than described target fuel injection timing described fuel injection timing.
10. the emission control system of internal-combustion engine according to claim 9, wherein, when described fuel injection timing postpones more for a long time than described target fuel injection timing, described fuel injection timing control gear is controlled described fuel injection timing, make that described EGR gas flow is big more, then described fuel injection timing is delayed manyly more.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP161498/2006 | 2006-06-09 | ||
| JP2006161498A JP2007327480A (en) | 2006-06-09 | 2006-06-09 | Exhaust emission control system of internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN101473127A true CN101473127A (en) | 2009-07-01 |
Family
ID=38461018
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNA2007800212380A Pending CN101473127A (en) | 2006-06-09 | 2007-06-11 | Exhaust gas purification system for internal combustion engine |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US20090158713A1 (en) |
| EP (1) | EP2032825A1 (en) |
| JP (1) | JP2007327480A (en) |
| CN (1) | CN101473127A (en) |
| WO (1) | WO2007142367A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104981598A (en) * | 2012-12-18 | 2015-10-14 | Fca美国有限责任公司 | Exhaust gas recirculation control method and system |
| CN112105808A (en) * | 2018-05-08 | 2020-12-18 | 五十铃自动车株式会社 | Internal combustion engine, control method for internal combustion engine, and control system for internal combustion engine |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010222978A (en) * | 2009-03-19 | 2010-10-07 | Toyota Motor Corp | Control device for internal combustion engine |
| US9133793B2 (en) * | 2010-12-22 | 2015-09-15 | GM Global Technology Operations LLC | Boosting devices with integral features for recirculating exhaust gas |
| US9217396B2 (en) | 2010-12-22 | 2015-12-22 | GM Global Technology Operations LLC | Boosting devices with integral features for recirculating exhaust gas |
| JP6354482B2 (en) * | 2014-09-16 | 2018-07-11 | 株式会社デンソー | Diesel engine control device |
| JP6222175B2 (en) * | 2015-07-07 | 2017-11-01 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP7444126B2 (en) | 2021-04-01 | 2024-03-06 | 株式会社豊田自動織機 | Internal combustion engine system control device |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5918582A (en) * | 1995-07-13 | 1999-07-06 | Nissan Motor | Integrated internal combustion engine control system with high-precision emission controls |
| DE19628235C2 (en) * | 1995-07-13 | 2003-04-17 | Nissan Motor | Integrated engine control with a motor vehicle exhaust gas control device |
| JP3430923B2 (en) * | 1998-06-15 | 2003-07-28 | 日産自動車株式会社 | Supercharging control device for internal combustion engine |
| JP3292152B2 (en) * | 1998-08-19 | 2002-06-17 | トヨタ自動車株式会社 | Fuel injection control device for internal combustion engine |
| EP1077319B1 (en) * | 1999-08-16 | 2005-04-20 | Mazda Motor Corporation | Method and system for controlling a diesel engine |
| US8271336B2 (en) * | 1999-11-22 | 2012-09-18 | Accenture Global Services Gmbh | Increased visibility during order management in a network-based supply chain environment |
| US6612292B2 (en) * | 2001-01-09 | 2003-09-02 | Nissan Motor Co., Ltd. | Fuel injection control for diesel engine |
| JP3995239B2 (en) * | 2002-10-30 | 2007-10-24 | 株式会社小松製作所 | Control method of engine EGR system |
| US7031824B2 (en) * | 2004-04-07 | 2006-04-18 | General Motors Corporation | Multivariable actuator control for an internal combustion engine |
-
2006
- 2006-06-09 JP JP2006161498A patent/JP2007327480A/en active Pending
-
2007
- 2007-06-11 WO PCT/JP2007/062185 patent/WO2007142367A1/en active Application Filing
- 2007-06-11 CN CNA2007800212380A patent/CN101473127A/en active Pending
- 2007-06-11 US US12/308,173 patent/US20090158713A1/en not_active Abandoned
- 2007-06-11 EP EP07745439A patent/EP2032825A1/en not_active Withdrawn
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104981598A (en) * | 2012-12-18 | 2015-10-14 | Fca美国有限责任公司 | Exhaust gas recirculation control method and system |
| CN112105808A (en) * | 2018-05-08 | 2020-12-18 | 五十铃自动车株式会社 | Internal combustion engine, control method for internal combustion engine, and control system for internal combustion engine |
| CN112105808B (en) * | 2018-05-08 | 2023-11-21 | 五十铃自动车株式会社 | Internal combustion engine, control method for internal combustion engine, and control system for internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2007327480A (en) | 2007-12-20 |
| WO2007142367A1 (en) | 2007-12-13 |
| US20090158713A1 (en) | 2009-06-25 |
| EP2032825A1 (en) | 2009-03-11 |
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