CN106103948B - 用于抑制白烟排放的内燃机的控制装置 - Google Patents

用于抑制白烟排放的内燃机的控制装置 Download PDF

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CN106103948B
CN106103948B CN201580011775.1A CN201580011775A CN106103948B CN 106103948 B CN106103948 B CN 106103948B CN 201580011775 A CN201580011775 A CN 201580011775A CN 106103948 B CN106103948 B CN 106103948B
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air inflow
control device
exhaust
internal combustion
combustion engine
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CN106103948A (zh
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后藤勇
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • 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
    • F01N3/023—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 using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—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 using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
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    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Materials Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

提供了一种用于内燃机的控制装置。所述控制装置包括温度传感器和电子控制单元。所述温度传感器被配置为检测排气控制装置的温度。所述电子控制单元被配置为：(a)估计排气控制装置上的含硫化合物累积量；以及(b)当满足含硫化合物累积量等于或大于预定累积量(S1)并且排气控制装置的温度等于或高于预定温度以上(S2)的特定条件时，控制进气量调节器使得相比于在相同的操作状态下未满足所述特定条件时的所述进气量(S4)，满足所述特定条件时的所述进气量增加(S5)。

Description

用于抑制白烟排放的内燃机的控制装置
技术领域
本发明涉及一种用于内燃机的控制装置。
背景技术
在一些情况下，排气中的含硫化合物可能在诸如催化剂的排气控制装置 上累积。日本专利申请公开第2010-229916号(JP 2010-229916A)公开了一 种分离累积在催化剂上的硫的硫中毒再生控制。此外，日本专利申请公开第 7-247916号(JP 7-247916 A)、日本专利申请公开第2004-245046号(JP 2004-245046 A)以及日本专利申请公开第2011-132836号(JP 2011-132836 A) 也公开了用于再生催化剂的技术。
发明内容
当累积的含硫化合物与排气控制装置分离时，排气可以可视地被识别为 白烟。例如，当这样的白烟被可视地识别出时，使用者可能会感到焦虑。
本发明提供了一种用于内燃机的控制装置，在其中，白烟不被容易且可 视地识别出。
根据本发明的方案，提供了一种用于内燃机的控制装置，所述内燃机包 括设置在内燃机的排气系统中的排气控制装置，以及调节关于内燃机的进气 量的进气量调节器。所述控制装置包括温度传感器和电子控制单元。所述温 度传感器被配置为检测排气控制装置的温度。电子控制单元被配置为：(a) 估计含硫化合物累积量，所述含硫化合物累积量是累积在排气控制装置上的 含硫化合物的量；以及(b)当满足含硫化合物累积量等于或大于预定累积量 以及排气控制装置的温度等于或高于预定温度以上的特定条件时，控制进气量调节器使得相比于在相同的操作状态下未满足特定条件时的进气量，满足 特定条件时的所述进气量增加。
所述电子控制单元可以被配置为，当满足特定条件并且内燃机的操作状 态处于预定区域内时，控制进气量调节器使得相比于在相同的操作状态下未 满足特定条件时的进气量，满足特定条件时的进气量增加。所述电子控制单 元可以被配置为，当满足特定条件且相比于预定区域所述内燃机的操作状态 处于高负荷侧区域或高转速侧区域时，控制进气量使得相比于在相同的操作 状态下未满足特定条件时的进气量，满足特定条件时的进气量不增加。
进气量调节器可以是节气门、排气再循环阀，以及涡轮增压器的排气涡 轮的可变喷嘴叶片中的至少一种，而进气量增加控制可以采用控制节气门至 打开侧的控制、控制排气再循环阀至闭合侧的控制、以及控制可变喷嘴叶片 至闭合侧的控制中的至少一种。
能够提供一种用于内燃机的控制装置，在其中，白烟不被容易且可视地 识别出。
附图说明
下面将参照附图对本发明的示范性实施例的特征、优点以及技术和工业 意义进行描述，其中相同的附图标记表示相同的元件，且在附图中：
图1是示出实施例的发动机系统的图示；
图2A是示出当产生白烟时排气中包含的含硫化合物的浓度的曲线图；
图2B是示出当产生白烟时的发动机转速的曲线图；
图2C是示出当产生白烟时进气量的曲线图；
图2D是示出当产生白烟时催化剂床的温度的曲线图；
图3是示出白烟被可视地识别出的区域以及白烟未被可视地识别出的区 域的图；以及
图4是示出由ECU执行的控制的示例的流程图。
具体实施例
图1是示出根据实施例的发动机系统10的示意图。柴油发动机(以下称 为发动机)11包括进气歧管12和排气歧管13。进气歧管12通过进气通道 14连接到涡轮增压器15的压缩机16的出口。进气通道14配备有冷却进气 的中间冷却器IC和调节有关发动机11的进气量的节气门V。排气歧管13 通过排气通道17连接到涡轮增压器15的排气涡轮18的入口。可变喷嘴叶片 18a设置在排气涡轮18的入口。可以响应于可变喷嘴叶片18a的开度对通过 排气涡轮18的排气的流速进行调节。排气涡轮18的出口连接到排气通道19。 从发动机11产生的排气通过排气涡轮18排出到排气通道19。发动机11包 括4个气缸C和4个分别直接喷射燃料到4个气缸C中的燃料喷射阀F，但 本发明不限于此。EGR(排气再循环)通道14a连接在进气通道14和排气通 道17之间。EGR通道14a配备有EGR阀Va。发动机11配备有检测发动机 的转速的曲轴转角传感器CS。
排气通道19配备有净化排气的排气控制装置E。DOC(柴油氧化催化剂) 20和DPF(柴油微粒过滤器)21按从上游侧到下游侧的顺序设置在排气控 制装置E内。DOC 20是氧化排气中包含的HC和NO以便转化成H2O和CO2的氧化催化剂。DPF 21捕捉排气中包含的颗粒物质。排气控制装置E为排气 控制装置的一个例子。
燃料添加阀24、SOx传感器25以及温度传感器26被设置在排气涡轮 18和DOC 20之间的排气通道19中。SOx传感器25检测流过DOC 20的排 气中的硫浓度。此外，可以在燃料罐中设置燃料性质传感器来替代SOx传感 器25，以便直接检测燃料中的硫浓度。燃料添加阀24将用于燃烧累积在DPF 21上的PM(颗粒物质)的燃料添加到排气中。温度传感器26检测流入DOC 20中的排气的温度。
温度传感器27设置在DOC 20和DPF 21之间的排气通道19中。温度传 感器27检测穿过DOC 20并流入DPF 21的排气的温度。温度传感器28和空 燃比传感器29设置在DPF 21的下游侧的排气通道19中。温度传感器28检 测通过DPF 21的排气的温度。空燃比传感器29检测通过DPF 21的排气的 空燃比。
ECU(电子控制单元)30控制整个发动机系统10。ECU 30是包括未在 附图中示出的ROM(只读存储器)、RAM(随机存取存储器)、CPU(中央 处理单元)等的计算机。ECU 30电连接到节气门V和EGR阀Va，或电连 接到上述传感器。
ECU 30估计累积在DOC 20和DPF 21上的含硫化合物的量。具体地， 由于含硫化合物累积量与发动机11所消耗的燃料量相关，因此，ECU 30基 于发动机11所消耗的燃料消耗量来估计含硫化合物的累积量。然而，含硫化 合物累积量可以通过其他方法来估计。另外，ECU 30可以预先存储在发动机 系统10使用处的所用燃料中的硫浓度，并且考虑该硫浓度来估计含硫化合物 累积量。另外，含硫化合物累积量可以考虑根据从SOx传感器25等获取的 输出值所估计的燃料中的硫浓度来估计。ECU 30是估计排气控制装置的含硫 化合物累积量的估计单元的例子。
ECU 30根据温度传感器26、27和28的测量值来检测温度，即，排气控 制装置E的催化剂床的温度。此外，该温度可以通过直接在DOC 20和DPF 21中安装温度传感器来检测。温度传感器26、27和28的每一个是检测排气 控制装置的温度的检测单元的例子。此外，可以由发动机11的操作状态来估 计催化剂床的温度。
接着，将对排气被可视地识别为白烟的情况进行说明。图2A至图2D是 示出当产生白烟时的各种值的曲线图。图2A的纵轴表示包含在排气中的含 硫化合物的浓度。在图2A中，排气未被可视地识别为白烟所在的可允许的 极限值由虚线表示。图2B的纵轴表示发动机的转速。图2C的纵轴表示进气 量。图2D的纵轴表示催化剂床的温度。图2A至图2D的横轴表示经过的时 间。
假设这样的情况，其中一定程度的含硫化合物累积在DOC 20和DPF 21 上且发动机11的转速逐渐增加，使得催化剂床的温度逐渐增加。如图2B至 2D所示，当发动机11的转速增加、进气量增加、发动机11的操作状态属于 将在后面描述的区域R1且催化剂床的温度增加时，排气中的含硫化合物浓 度变得接近于如图2A所示的可允许的极限值。当如图2D中所示催化剂床 的温度进一步增加时，含硫化合物浓度超过可允许的极限值，使得如图2A所示排气被可视地识别为白烟。原因是假定当催化剂床的温度达到预定值或 更高时从DOC20和DPF 21分离的含硫化合物(SOx)的量增加且排气中的 S03与H2O结合以便于变成H2SO4雾，并且作为白烟排出。例如，当在车辆 爬山的情况下排气的温度增加时，或者当在PM再生控制的执行期间DOC 20 和DPF 21的温度变成高温时，可能会产生这样的白烟。
图3是示出白烟被可视地识别出的区域R1以及白烟未被可视地识别出 的区域R2的图。在此图中，纵轴表示发动机11的负荷，而横轴表示发动机 11的转速。此图是通过实验等事先准备的，并存储在ECU30的ROM中。根 据发动机11的操作状态，即使当在预定值以上的含硫化合物累积在DOC 20 和DPF 21上的同时DOC 20和DPF 21变热时，也存在排气没有可视地被识 别为白烟的情况。
例如，当操作状态属于发动机转速高于区域R1的区域R2时，排气的流 速是很快的。所以，排气中的含硫化合物浓度也降低，因此，白烟不容易被 可视地识别。此外，在这种情况下，车速在很多情况下也是很快的，因此， 白烟不容易被可视地识别。此外，当操作状态属于负荷高于区域R1的区域 R2时，燃料喷射量增加且排气的温度变成高温。由于这个原因，认为作为白 烟的一个因素的水分在排气从排气通道17向外部排出前蒸发。此外，当操作 状态属于发动机负荷或转速低于区域R1的区域R2时，由于DOC 20的低温 导致从DOC 20分离的含硫化合物的量小。由于这个原因，白烟不容易被可 视地识别。
在本实施例中，当满足可视地识别白烟的条件时，进气量增加，使得白 烟被稀释。其结果是，由于白烟的稀释导致白烟不容易被可视地识别。在图 2A和图2C中，当进气量增加时获取的含硫化合物浓度以及进气量是由虚线 表示的。
图4是示出由ECU 30执行的控制的示例的流程图。ECU 30判定DOC 20 和DPF 21的含硫化合物累积量是否等于或大于预定值(步骤S1)。该预定值 是，在发动机11的操作状态属于区域R1且DOC 20和DPF 21的温度落在 预定范围内的情况下，当排气由于累积在DOC20和DPF 21上的含硫化合物 的分离而被可视地识别为白烟时DOC 20和DPF 21的含硫化合物积累量的 值。
当在步骤S1中做出肯定判定时，ECU 30判定催化剂床的温度是否等于 或高于预定值(步骤S2)。该预定值表示在该发动机11的操作状态属于区域 R1并且DOC 20和DPF 21的含硫化合物累积量等于或大于预定值的情况下， 由于含硫化合物的分离导致该排气开始被可视地被识别为白烟时催化剂床的 温度的值。
ECU 30判定发动机11的操作状态是否属于区域R1(步骤S3)。具体地， ECU 30根据发动机11的燃料喷射量和转速来识别发动机的操作状态，并且 判定发动机11的操作状态是否属于图3的图中所示的区域R1。此外，步骤 S1到步骤S3的处理对应于用于判定是否满足产生白烟的条件的处理。
当在步骤S1到步骤S3中的任一步中做出否定判定时，ECU 30执行进 气量正常控制(下面，称为正常控制)(步骤S4)。正常控制指示调节EGR 阀Va的或节气门V的开度的控制，使得进气量达到对应于所请求的发动机 11的操作状态的目标进气量。当在步骤S1和步骤S2中的任一步中做出否定 判定时不产生白烟或当在步骤S3中做出否定判定时白烟不容易被可视地识 别。由于这个原因，在这种情况下，即使当进气量是由正常方法控制的，也不会引起任何问题。正常控制是当未满足产生白烟的条件时执行的控制。在 执行正常控制之后一系列控制结束。
步骤S1到步骤S3的所有步骤中都做出肯定判定的情况对应于产生的白 烟可以被可视地识别的情况。在这种情况下，ECU 30执行进气量增加控制(以 下，称为量增加控制)(步骤S5)。在量增加控制中，使进气量变得大于当以 与量增加控制下的操作状态相同的操作条件来执行正常控制时设定的进气 量。具体来说，节气门V的开度被设定为使得节气门V完全打开，而EGR 阀Va的开度被设定为使得EGR阀Va完全关闭。因此，引入到发动机11中 新鲜空气的量增大，而回流到发动机11的入口的排气的量基本上变为零。因 此，进气量如通过图2A和图2C的虚线所示增大，且排气量也增加使得白烟 被稀释。其结果是，由于白烟的稀释使得白烟不容易地被可视地识别。节气 门V和EGR阀Va是调节进气量的进气量调节器的例子。
接下来，ECU 30判定量增加控制执行期是否经过了预定时期(步骤S6)。 这里，预定时期是被充分地设定为使得累积在DOC 20和DPF 21上的含硫化 合物完全分离的时期。当在步骤S6中做出肯定判定时，则控制结束。当控 制结束时，DOC 20和DPF 21的含硫化合物累积量被复位为零。在步骤S1 的处理中当再次执行该控制时，含硫化合物的累积量是根据累积量被复位后 的燃料消耗量来估计的。
当在步骤S6中做出否定判定时，ECU 30执行步骤S1之后的处理。此 外，在这种情况下，在再次执行控制的步骤S1的处理中，考虑到在量增加 控制的实际时期期间从DOC 20和DPF 21中分离的含硫化合物，ECU 30估 计当前的含硫化合物的累积量。
如上所述，通过在满足产生白烟的条件时执行量增加控制能够抑制可视 地识别出白烟的使用者感觉不舒服的问题。另外，通过在不满足条件时执行 正常控制能够抑制对驾驶性能的影响。
此外，量增加控制并不限于节气门V被调节至完全打开且EGR阀Va被 调节至完全闭合的控制。例如，相比于在与量增加控制相同的操作状态下的 正常控制中设定的节气门V的开度，在量增加控制中的节气门V的开度可以 被控制向打开侧。同样地，相比于在与量增加控制相同的操作状态下的正常 控制中设定的EGR阀Va的开度，在量增加控制中的EGR阀Va的开度可以 被控制向闭合侧。即使在这种情况下，相比于正常控制而言可以增加进气量。
在量增加控制中，可以仅节气门V的开度相比于正常控制被控制向打开 侧，而EGR阀Va的开度可以继续受到正常控制。此外，在发动机11中， 可以仅EGR阀Va的开度相比于正常控制被控制向闭合侧，而节气门V的开 度可以继续受到正常控制。
相比于在与量增加控制相同的操作状态下的正常控制中设定的可变喷嘴 叶片18a的开度，量增加控制中可变喷嘴叶片18a的开度可以被控制向闭合 侧。因此，增压压力降低，并且因此，可以增加有关发动机11的进气量。因 此，量增加控制可以是控制节气门V向打开侧的控制、控制EGR阀Va向闭 合侧的控制、以及控制可变喷嘴叶片18a向闭合侧的控制中的至少一种。
在通过点燃由燃料添加阀24添加到排气的燃料燃烧累积在DPF 21上的 PM的PM再生控制的执行期间，量增加控制可以同步于DPF 21的温度的增 加被执行。
可以执行校正，使得量增加控制执行时期随着燃料的硫浓度的增加而增 加。另外，可以执行校正，使得进气量随着燃料的硫浓度的增加而增加。一 般情况下，随着燃料的硫浓度的增加，白烟排出时期增加且排气中的硫浓度 增加，使得白烟容易被可视地识别。另外，区域R1可以随着燃料的硫浓度 的增加而加宽。
此外，可以通过增加进气量而稍微降低DOC 20和DPF 21的温度。即使 在这样的配置中，通过抑制含硫化合物从DOC 20和DPF 21中的分离以及白 烟的产生能够防止使用者可能容易地且可视地识别出白烟的问题。
上述实施例仅仅是实现本发明的例子，并且本发明并不限于此。对于上 述说明，很明显地，该实施例的各种变型都包括在本发明的范围内，并且在 本发明的范围内可以采用各种实施例。

Claims (4)

1.一种用于内燃机的控制装置，所述内燃机包括设置在所述内燃机的排气系统中的排气控制装置，并且所述内燃机包括被配置为调节所述内燃机的进气量的进气量调节器，所述控制装置的特征在于包括：
温度传感器，其被配置为检测所述排气控制装置的温度；以及
电子控制单元，其被配置为：
(a)估计含硫化合物累积量，所述含硫化合物累积量是累积在所述排气控制装置上的含硫化合物的量；以及
(b)当在操作状态下满足所述含硫化合物累积量等于或大于预定累积量并且所述排气控制装置的所述温度等于或高于预定温度的特定条件时，控制所述进气量调节器，使得相比于当在所述操作状态下未满足所述特定条件时，所述进气量调节器增加所述进气量，
所述电子控制单元被配置为，当满足所述特定条件并且所述内燃机的所述操作状态处于预定区域内时，控制所述进气量调节器使得相比于当满足所述特定条件且相比于所述预定区域所述内燃机的所述操作状态处于高负荷侧区域或高转速侧区域时，所述进气量调节器增加进气量。
2.根据权利要求1所述的控制装置，其特征在于
所述进气量调节器是节气门，并且
所述电子控制单元被配置为控制所述节气门至打开侧以便于增加所述进气量。
3.根据权利要求1所述的控制装置，其特征在于
所述进气量调节器是排气再循环阀，并且
所述电子控制单元被配置为控制所述排气再循环阀至闭合侧以便于增加所述进气量。
4.根据权利要求1所述的控制装置，其特征在于
所述进气量调节器是涡轮增压器的排气涡轮的可变喷嘴叶片，并且
所述电子控制单元被配置为控制所述可变喷嘴叶片至闭合侧以便于增加所述进气量。
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