EP1464818A1 - Steuerungssystem für einen Motor, Motor, Steuerungsmethode für einen Motor und Computerprogramm-Produkt - Google Patents

Steuerungssystem für einen Motor, Motor, Steuerungsmethode für einen Motor und Computerprogramm-Produkt Download PDF

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Publication number
EP1464818A1
EP1464818A1 EP04007120A EP04007120A EP1464818A1 EP 1464818 A1 EP1464818 A1 EP 1464818A1 EP 04007120 A EP04007120 A EP 04007120A EP 04007120 A EP04007120 A EP 04007120A EP 1464818 A1 EP1464818 A1 EP 1464818A1
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EP
European Patent Office
Prior art keywords
malfunction
amount
trapped
engine
trapped amount
Prior art date
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Granted
Application number
EP04007120A
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English (en)
French (fr)
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EP1464818B1 (de
Inventor
Hiroyuki Mazda Motor Corporation Nishimura
Eriko Mazda Motor Corporation Yashiki
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Mazda Motor Corp
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Mazda Motor Corp
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Publication of EP1464818A1 publication Critical patent/EP1464818A1/de
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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
    • F02D41/02—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
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
    • 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
    • F02D41/0025—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]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D2041/0067—Determining the EGR temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus

Definitions

  • the present invention relates to a control apparatus for an engine, engine, control method of an engine, and computer program product, which are adapted to prevent the clogging of a particulate filter that traps exhausted particulate included in exhaust gas from an engine.
  • exhaust gas from a diesel engine includes fine particle called particulate.
  • a particulate filter may be provided in an exhaust passage.
  • pressure sensors or the like may be provided for detecting the exhaust-gas pressure on both the inflow side and the outflow side of the filter. A pressure difference between the detections of both the pressure sensors is used to determine the amount of the exhausted particulate having been trapped.
  • a temperature sensor may be additionally provided for detecting the temperature of the filter. The detected temperature is used to compensate for the trapped amount of the exhausted particulate.
  • the regeneration timing is alternatively determined in accordance with the cumulative rotational speed of the engine or an interval from the last completion timing of the regeneration (refer to Japanese Unexamined Patent Publication H6-280544, for example).
  • an object of the present invention is to prevent the clogging of the filter or accompanying abnormal burnup, even with the occurrence of a failure of a sensor for detecting the amount of the exhausted particulate trapped in the particulate filter.
  • the present invention prevents the clogging of the filter or accompanying abnormal burnup, even with the occurrence of a failure of a sensor for detecting the amount of the exhausted particulate trapped in the particulate filter.
  • a control apparatus for an engine being equipped with trapping means for trapping exhausted particulate in an exhaust passage of the engine.
  • the control apparatus comprises: parameter value detection means for detecting at least one parameter value associated with the amount of exhausted particulate trapped in the trapping means; trapped amount estimation or determination or calculating means for estimating or determining or calculating the amount of exhausted particulate trapped in the trapping means based on the parameter value detected by the parameter value detection means; trapped amount judgement or determination means for judging or determining whether or not the trapped amount estimated by the trapped amount estimation means is equal to a specified (predetermined or predeterminable) value or larger; and regeneration means for causing the exhausted particulate trapped in the trapping means to burn out for regenerating the trapping means when the trapped amount judgement or determination means judges or determines that the trapped amount is equal to the specified (predetermined or predeterminable) value or larger.
  • the control apparatus further includes: malfunction detection means for detecting a malfunction of the parameter value detection means; and clogging suppression means for suppressing the clogging of the trapping means.
  • the clogging suppression means suppresses more intensively or further or additionally the trapping means from being clogged with the exhausted particulate by controlling the operational condition of the engine in case that the malfunction detection means detects a malfunction of the parameter value detection means, than the case without the detection of the malfunction.
  • the malfunction detection means detects a malfunction of the parameter value detection means
  • the clogging of the trapping means with exhausted particulate is more intensively suppressed by the control of the operational condition of the engine, than the case without the detection of the malfunction. This prevents the clogging of the trapping means and a failure thereof due to accompanying abnormal burnup, in case of the occurrence of the parameter value detection means.
  • the engine may be further equipped with exhaust-gas recirculation means for recirculating the exhaust gas to the intake side in accordance with the engine operational condition and fuel injection control means for adjusting the fuel injection timing.
  • the clogging suppression means implements at least one of: the reduction of the exhaust-gas amount returning to the intake side by controlling the exhaust-gas recirculation means; and the advance of the injection timing by controlling the fuel injection control means, in comparison with the case without the detection of the malfunction.
  • the malfunction detection means detects a malfunction of the parameter value detection means
  • at least one of the following controls is/are implemented: the reduction of the exhaust-gas amount returning to the intake side by controlling the exhaust-gas recirculation means; and the advance of the injection timing by controlling the fuel injection control means which adjusts the fuel injection timing, in comparison with the case without the detection of the malfunction.
  • reducing the amount of exhaust gas returning to the intake side by controlling the exhaust gas recirculation means decreases the amount of the exhausted particulate discharged from the combustion chamber, thereby preventing the clogging and accompanying abnormal burnup.
  • advancing the fuel injection timing by controlling the fuel injection control means that adjusts the fuel injection timing increases the amount of NO2 discharged from the combustion chamber to promote the burn-out of the exhausted particulate in the trapping means, thereby preventing the clogging and accompanying abnormal burnup. Implementing both prevent them further effectively.
  • control apparatus may further comprise trapped amount storage means for storing the trapped amount estimated by the trapped amount estimation means; second trapped amount judgement or determining means for judging or determining whether or not the trapped amount stored immediately prior to the detection of the malfunction is equal to a second specified (predetermined or predeterminable) value or larger in case that the malfunction detection means detects the malfunction of the parameter value detection means; and regeneration period setting means for setting the operational period of the regeneration means in accordance with the trapped amount stored in the trapped amount storage means (preferably immediately) prior to the detection of the malfunction when the second trapped amount judgement means judges or determines that the trapped amount is equal to the second specified (predetermined or predeterminable) value or larger.
  • trapped amount storage means for storing the trapped amount estimated by the trapped amount estimation means
  • second trapped amount judgement or determining means for judging or determining whether or not the trapped amount stored immediately prior to the detection of the malfunction is equal to a second specified (predetermined or predeterminable) value or larger in case that the malfunction detection means detects the malfunction of the parameter value detection means
  • regeneration period setting means for setting the
  • the clogging suppression means suppresses the clogging after the regeneration means implements the regeneration of the trapping means during the operational period set by the regeneration period setting means when the second trapped amount judgement means judges or determines that the trapped amount stored in the trapped amount storage means (preferably immediately) prior to the detection of the malfunction is equal to the second specified (predetermined or predeterminable) value or larger.
  • the malfunction detection means detects the malfunction of the parameter value detection means
  • the judgement or determination is made as to whether or not the trapped amount stored in the trapped amount storage means immediately prior to the detection of the malfunction is equal to the second specified (predetermined or predeterminable) value or larger. If the trapped amount is judged to be equal to the second specified (predetermined or predeterminable) value or larger, the clogging is suppressed after the regeneration of the trapping means is implemented during the operational period set by the regeneration period setting means and thus the trapped amount of the exhausted particulate is reduced. Thus, the clogging and accompanying abnormal burnup is reliably prevented when a large amount of particulate is trapped.
  • control apparatus may further comprise: trapped amount storage means for storing the trapped amount estimated by the trapped amount estimation means; and/or second trapped amount judgement or determining means for judging or determining whether or not the trapped amount stored immediately prior to the detection of the malfunction is equal to the second specified (predetermined or predeterminable) value or larger in case that the malfunction detection means detects the malfunction of the parameter value detection means.
  • the second trapped amount judgement means judges or determines that the trapped amount is equal to the second specified (predetermined or predeterminable) value or larger
  • the clogging suppression means implements both the reduction of the exhaust-gas amount returning to the intake side by controlling the exhaust-gas recirculation means and the advance of the injection timing by controlling the fuel injection control means.
  • the clogging suppression means implements only the reduction of the recirculating exhaust-gas amount by controlling the exhaust-gas recirculation means.
  • the exhaust-gas recirculation means is controlled to reduce the recirculation amount of the exhaust gas. This reliably prevents the clogging of the trapping means and accompanying abnormal burnup while preventing the production of noise, which is likely to be intensified by the advance of the injection timing, because of no advance in the injection timing.
  • both the reduction of the exhaust-gas amount returning to the intake side by controlling the exhaust-gas recirculation means; and the advance of the injection timing by controlling the fuel injection control means which adjusts the fuel injection timing, are implemented. This prevents the clogging of the trapping means and accompanying abnormal burnup more reliably than the case with only one of them being implemented.
  • the clogging suppression means consists of a plurality of clogging suppression implementation means including at least EGR amount decreasing means for reducing the exhaust-gas recirculation amount by controlling exhaust-gas recirculation means for recirculating the exhaust gas to the intake side in accordance with the engine operational condition
  • the EGR amount decreasing means may be preferably operated preceding the other clogging suppression implementation means in case that the malfunction detection means detects a malfunction of the parameter value detection means.
  • the EGR amount decreasing means which suppresses the clogging by the exhausted particulate more effectively, is operated preceding the other clogging suppression implementation means. This prevents the clogging of the trapping means effectively, while excluding the adverse effect due to the operation of the other clogging suppression implementation means.
  • control apparatus may further comprise: trapped amount storage means for storing the trapped amount estimated by the trapped amount estimation means; and second trapped amount judgement means for judging or determining whether or not the trapped amount stored immediately prior to the detection of the malfunction is equal to a second specified (predetermined or predeterminable) value or larger in case that the malfunction detection means detects the malfunction of the parameter value detection means.
  • the clogging suppression means operates the EGR amount decreasing means and the other clogging suppression implementation means when the second trapped amount judgement means judges that the trapped amount is equal to the second specified (predtermined or predeterminable) value or larger.
  • both the EGR amount decreasing means and the other clogging suppression implementation means are operated to intensively suppress the clogging of the trapping means.
  • control apparatus may further comprise: trapped amount storage means for storing the trapped amount estimated or calculated or determined by the trapped amount estimation means; and regeneration duration setting means for setting the regeneration duration of the regeneration means in accordance with the ante-malfunction trapped amount stored in the trapped amount storage means immediately prior to the detection of the malfunction in case that the malfunction detection means detects the malfunction of the parameter value detection means during the regeneration of the trapping means.
  • the clogging suppression means substantially suppresses the clogging after the regeneration means continues the regeneration of the trapping means during the regeneration duration set by the regeneration duration setting means, in case that the malfunction detection means detects the malfunction of the parameter value detection means while the regeneration means is implementing the regeneration.
  • the regeneration of the filter preferably is continued during the regeneration duration set by the regeneration duration setting means in case that the malfunction detection means detects the malfunction of the parameter value detection means during the regeneration. This reliably reduces the amount of the trapped exhausted particulate, thereby preventing the clogging of the trapping means and accompanying abnormal burnup.
  • the regeneration duration preferably is set in accordance with the ante-malfunction trapped amount, thereby preventing the unduly temperature rise of the trapping means due to the unnecessarily prolonged regeneration, and thus accompanying failure of the trapping means.
  • the clogging suppression means substantially suppresses the clogging after the regeneration means continues the regeneration of the trapping means during the regeneration duration, thereby reliably preventing the trapping means from being clogged and its failure due to abnormal burnup caused by the clogging, in case of the malfunction of the parameter value detection means.
  • an engine equipped with the control apparatus according to the present invention or preferred embodiments thereof.
  • a control method of an engine being equipped with trapping means for trapping exhausted particulate in an exhaust passage of the engine comprises the following steps of: detecting at least one parameter value associated with the amount of exhausted particulate trapped in trapping means; estimating or calculating or determining the amount of exhausted particulate trapped in the trapping means based on the detected parameter value; judging or determining whether or not the estimated trapped amount is equal to a specified (predetermined or predeterminable) value or larger; causing the exhausted particulate trapped in the trapping means to burn out for regenerating the trapping means when the estimated trapped amount is judged or determined to be equal to the specified (predetermined or predeterminable) value or larger; detecting a malfunction in the step of detecting at least one parameter value; and substantially suppressing more intensively or further or additionally the trapping means from being clogged with the exhausted particulate by controlling the operational condition of the engine in case that a malfunction is detected in the step of detecting at least one parameter value, than the
  • a computer program product which, when loaded onto a computer for use in a control apparatus for an engine being equipped with trapping means for trapping exhausted particulate in an exhaust passage of the engine, carries out the control method of an engine according to the present invention or preferred embodiments thereof.
  • the present invention is preferably applied to a diesel engine 1 shown in FIG. 1.
  • the engine 1 is a four-cylinder engine for example, having four pistons 3 (one of which is shown) provided therewith which substantially vertically reciprocate in a cylinder bore of an engine main body 2.
  • a cylinder head of the engine main body 2 is provided with an injector 4 correspondingly to each cylinder.
  • the injector 4 directly injects fuel into a combustion chamber of the cylinder.
  • a high-pressure fuel pump 5 and a common rail 6 are arranged in a fuel supply passage between a fuel tank, not shown, and the injector 4.
  • the pump 5 press-feeds fuel from the fuel tank to the common rail 6, and the common rail 6 accumulates the press-fed fuel.
  • the injector 4 opens its valve, a fuel having been accumulated in the common rail 6 is injected at high pressure through one or more injection bores of the injector 4 preferably directly into the combustion chamber of the cylinder.
  • the amount of the fuel to be injected preferably is controllable by the adjustment of the valve-opening duration of the injector 4 and/or the fuel pressure in the common rail 6.
  • the timing of the fuel injection preferably is controllable by the adjustment of the valve-opening timing of the injector 4.
  • the arrows drawn along the fuel supply passage indicate the direction of fuel flow.
  • an intake passage 10 from the upstream side, there are preferably disposed at least part of the following elements: an air filter 11, an air-sensor such as an air-flow meter 12, a compressor 13 preferably of a turbocharger, an intercooler 14, a throttle valve 15 for adjusting the intake amount, an intake throttle valve opening sensor 16 for detecting the opening degree of the throttle valve 15, an intake-air temperature sensor 17, intake-air pressure sensor 18, and an intake valve 19, in this order.
  • an air filter 11 an air-sensor such as an air-flow meter 12
  • a compressor 13 preferably of a turbocharger
  • an intercooler 14 a throttle valve 15 for adjusting the intake amount
  • an intake throttle valve opening sensor 16 for detecting the opening degree of the throttle valve 15, an intake-air temperature sensor 17, intake-air pressure sensor 18, and an intake valve 19, in this order.
  • an exhaust gas recirculation (EGR) passage 30 is disposed between a (preferably relatively upstream) portion of the exhaust passage 20 and a (preferably relatively downstream) portion of the intake passage 10.
  • an EGR valve 31 is provided for adjusting or controlling the recirculation amount of the exhaust gas.
  • the particulate filter 27 preferably is coated with oxidation catalyst agents including noble metal such as platinum
  • An engine rotational speed sensor 41 is attached or connected preferably to a crankcase of the engine main body 2, and a coolant temperature sensor 42 preferably is attached to a cylinder block (not shown).
  • the common rail 6 is provided with a common rail pressure sensor 43 for detecting the accumulating pressure of fuel.
  • an accelerator pedal position sensor 45 is provided for detecting the operational amount of an accelerator pedal 44.
  • a control unit 50 of the engine 1 outputs control signals to the injector 4 and the high-pressure fuel pump 5 in accordance with the intake-air amount, the intake-air temperature, the intake-air pressure, the temperature of the exhaust-gas flowing into the oxidation catalyst converter 24, the temperature of the exhaust-gas flowing out of the particulate filter 27, the pressures upstream and downstream of the filter, the engine rotational speed, the coolant temperature, the fuel pressure in the common rail 6, and/or the engine load, which are detected by the above-described sensors.
  • the control unit 50 calculates or determines a target fuel injection amount by compensating for a basic fuel injection amount by use of the coolant temperature and the intake-air temperature.
  • the basic fuel injection amount preferably is determined from the engine rotational speed detected by the engine rotational speed sensor 41 and the engine load detected by the accelerator pedal position sensor 45, with the influence of EGR being considered.
  • the control unit 50 adjusts the EGR amount by controlling the EGR valve and the intake throttle valve 15.
  • the EGR amount as shown in the map of FIG. 2, is reduced for the larger engine load (operational degree of the acceleration pedal) and for the larger engine load.
  • the control unit 50 estimates or determines the amount of the exhausted particulate trapped in the particulate filter 27 with reference to the maps shown in FIG. 3 based on the detected pressure difference between the pressure upstream of the particulate filter 27 and the pressure downstream of the particulate filter 27, and the temperature detected by the second exhaust-gas temperature sensor 25. According to the map, the estimated trapped amount increases as the pressure difference increases.
  • the detected temperature is above a specified (predetermined or predeterminable) standard temperature, pressure loss is reduced in the particulate filter 27.
  • a characteristic for high temperature is used, which provides greater trapped amount than that in the standard temperature for the same pressure difference.
  • the control unit 50 When the estimated trapped amount reaches a specified (predetermined or predeterminable) amount or more, the control unit 50 initiates the regeneration or burning-out operation of the exhausted particulate trapped in the particulate filter 27, or the regeneration of the particulate filter 27. That is, the control unit 50 changes the opening degree of the intake throttle valve 15 or the amount of intake air to a smaller degree than that in non-regeneration state (changes the degree to closing side), and preferably initiates additional fuel injection (post injection) during the expansion stroke after a primary fuel injection performed near the top dead center (TDC) of the compression stroke of the piston 3.
  • TDC top dead center
  • the post injection aims at oxidizing unburned component, caused by the post injection, in the oxidation catalyst converter 24 and the particulate filter 27 preferably loaded with oxidation catalyst agents to raise the temperature thereof for quickly regenerating the particulate filter 27.
  • the reduction in the opening degree of the intake throttle valve 15 to smaller than that in the non-regenerating state aims at suppressing the particulate filter 27 from being cooled by the flow-in of fresh air for efficiently raising the temperature thereof.
  • the control apparatus for the engine 1 in accordance with this embodiment implements a control for suppressing the clogging of the particulate filter 27 when a failure occurs in even any one of the pressure sensors 26, 28, and the second exhaust-gas temperature sensor 25.
  • control unit 50 preferably is loaded with a computer program for carrying out the following control flow.
  • the program is preferably stored in a memory (not shown) coupled to the control unit 50.
  • step S1 the control unit 50 obtains a variety of values detected by the above-described sensors such as the temperature T of the particulate filter 27 (detected by the second exhaust-gas temperature sensor 25), the exhaust-gas pressure upstream of the particulate filter 27 (detected by the upstream pressure sensor 26), the exhaust-gas pressure downstream of the particulate filter 27 (detected by the downstream pressure sensor 28), and/or the engine rotational speed.
  • the control unit 50 calculates or determines the pressure difference between the detected upstream exhaust-gas pressure and the detected downstream exhaust-gas pressure. Then, in step S2, the trapped amount W is calculated or estimated based on the detected temperature T of the particulate filter 27 and/or the pressure difference.
  • step S3 a judgement or determination is made as to whether or not the flag F2 is 1. If NO is judged meaning that the flag F2 is not 1, a judgement or determination is made as to whether or not the trapped amount W is equal to or larger than a specified (predetermined or predeterminable) value ⁇ in step S4 (as preferred trapped amount judgement means). The initial value of the flag F2 is 0.
  • the flag F2 is set to 1 in step S17.
  • the flag F2 is reset to 0 in step S21.
  • step S4 judges NO meaning that the trapped amount W is not equal to the predetermined or predeterminable value ⁇ or larger
  • the sequence proceeds to step S5 where a judgement or determination is made as to whether the presence or absence of a malfunction of the pressure sensors 26, 28 and/or second exhaust-gas temperature sensor 25 (as preferred malfunction detection means).
  • the malfunction of the pressure sensors 26, 28 and/or second exhaust-gas temperature sensor 25 refers to the condition where its output value is out of a specified (predetermined or pretdeterminable) range (normal range) e.g. due to the brake or short in sensor wiring.
  • step S5 if the output value is in the predetermined or predeterminable range, the absence of a malfunction (NO) is judged.
  • the presence of a malfunction is judged or detected.
  • the presence of a malfunction is judged or detected.
  • step S5 judges NO meaning that no sensor malfunction has occurred, the current trapped amount W is stored in step S6, and a normal operation is performed in accordance with the operational condition in step S7. If step S5 judges YES meaning that sensor malfunction has occurred, a warning lamp (not shown) is illuminated in step S8, and a judgement or determination is made as to whether or not the flag F3 is 1 in step S9.
  • step S9 judges NO meaning that the flag F3 is not 1, a judgement or determination is made as to whether or not the trapped amount calculated and stored one cycle before, that is, the trapped amount Wa immediately prior to the occurrence of sensor malfunction (ante-malfunction trapped amount, refer to FIG. 5) is equal to a specified (predetermined or predeterminable) value ⁇ or larger in step S10 (as preferred second trapped amount judgement means).
  • the initial value of the flag F3 is 0.
  • the flag F3 is set to 1 in step S13 when the trapped amount Wa is equal to the predetermined or predeterminable value ⁇ or larger.
  • the predetermined or predeterminable value ⁇ is smaller than the value ⁇ .
  • step S10 judges NO meaning that the trapped amount Wa immediately before the occurrence of the sensor malfunction is not equal to the predetermined or predeterminable value ⁇ or larger, EGR is suspended or reduced in its amount in step S11 (as preferred clogging suppression means and/or EGR amount decreasing means). If step S10 judges YES meaning that the trapped amount Wa immediately before the occurrence of the sensor malfunction is equal to the predetermined or predeterminable value ⁇ or larger, a regeneration duration C2 is set based on the trapped amount Wa in step S12 (as preferred regeneration period setting means); the flag F3 is set to 1 in step S13; and the measurement of a lapsed time Cb is initiated in step S14.
  • step S15 a judgement or determination is made as to whether or not the lapsed time Cb is shorter than the regeneration duration C2. If YES is judged meaning that the lapsed time Cb is substantially equal to the regeneration duration C2 or shorter, the regeneration operation is implemented in step S15 (as preferred regeneration means). If NO is judged meaning that the lapsed time Cb is not equal to the regeneration duration C2 or shorter, the EGR amount is decreased in step S11. That is, after the regeneration is implemented during the regeneration duration calculated based on the trapped amount Wa, the EGR amount is decreased.
  • step S4 judges YES meaning that the current trapped amount W is substantially equal to the predetermined or predeterminable value ⁇ or larger
  • the sequence proceeds to step S17 where the flag F2 is set to 1.
  • step S18 a judgement or determination is made as to whether the presence or absence of a malfunction of at least one of the pressure sensors 26, 28, and the second exhaust-gas temperature sensor 25 in a manner similar to step S5. If NO is judged meaning that no sensor malfunction has occurred, the current trapped amount W is stored as the trapped amount Wa in step S19 (storage means).
  • step S20 a judgement or determination is made as to whether or not the trapped amount W is equal to a specified (predetermined or predeterminable) value ⁇ or smaller, that is, a judgement or determination is made as to whether or not the regeneration control implemented in step S16 has decreased the trapped amount W to or below the predetermined or predeterminable value ⁇ .
  • the predetermined or predeterminable value ⁇ is smaller than the above-described predeterminable value ⁇ .
  • step S20 judges NO meaning that the trapped amount W is not equal to the predetermined or predeterminable value ⁇ or smaller, the regeneration of the particulate filter 27 is implemented in step S16 (as preferred regeneration means). If step S20 judges YES meaning that the trapped amount W is equal to the predetermined or predeterminable value ⁇ or smaller, the flag F2 is set to 0 in step S21; a normal operation is controlled based on the operational condition in step S7; and the sequence returns to step S1. In other words, the sequence completes the regeneration of the particulate filter 27 and shifts to a control for the non-regeneration state.
  • step S18 judges YES meaning that sensor malfunction has occurred, the warning lamp (not shown) is illuminated in step S22, and a judgement or determination is made as to whether or not the flag F1 is 1 in step S23.
  • step S23 judges NO meaning that the flag F1 is not 1, the regeneration duration C1 is calculated based on the trapped amount calculated and stored one cycle before, or the trapped amount Wa immediately prior to the occurrence of sensor malfunction in step S24; the flag F1 is set to 1; and the measurement of the lapsed time Ca is initiated in step S26.
  • the regeneration duration C1 is prescribed with respect to the trapped amount Wa as shown in FIG. 6.
  • the value of the regeneration duration C1 increases for the larger trapped amount Wa, up to a specified (predetermined or predeterminable) value of the trapped amount Wa.
  • the regeneration duration C1 is saturated for the trapped amount Wa being equal to the predetermined or predeterminable value and larger. This saturation preferably aims at preventing the particulate filter 27 from overheating during the sensor malfunction.
  • step S27 a judgement or determination is made as to whether or not the lapsed time Ca is shorter than the regeneration duration C1. If YES is judged meaning that the lapsed time Ca is equal to the regeneration duration C1 or shorter, the regeneration is implemented in step S16. If NO is judged meaning that the lapsed time Ca is not equal to the regeneration duration C1 or shorter, only the reduction in the EGR amount, or both the reduction in the EGR amount and the advance of the injection timing is/are implemented in step S28.
  • the regeneration is implemented during the regeneration duration C1 calculated based on the trapped amount Wa immediately prior to the occurrence of the malfunction.
  • the EGR valve 31 and intake throttle valve 15 are controlled so as to implement the reduction in the EGR or the exhaust-gas amount returning to the intake side and/or the advance of the fuel injection timing (another clogging suppression implementing means), thereby suppressing the clogging of the particulate filter 27.
  • the fuel injection timing preferably is advanced in accordance with the engine rotational speed and/or the engine load (e.g. the operational degree of the acceleration pedal) also during the normal operation.
  • the degree of the advance is increased for the larger engine rotational speed and/or for the larger engine load as shown in FIG. 7 (a).
  • this advance control for suppressing the clogging additionally advances the timing from a basic advancing degree determined with reference to the map or table or relationship of FIG. 7 (a) by a specified (predetermined or predeterminable) advancing degree (2 °, for example), in a specified (predetermined or predeterminable) region (preferably in the advance region for clogging suppression) except the region of high load and high rotational speed shown in FIG. 7 (b).
  • a specified (predetermined or predeterminable) advancing degree (2 °, for example) in a specified (predetermined or predeterminable) region (preferably in the advance region for clogging suppression) except the region of high load and high rotational speed shown in FIG. 7 (b).
  • the additional advance for suppressing the clogging increases the NO2 amount discharged from the combustion chamber to promote the burn-out of the exhausted particulate in the particulate filter 27, thereby preventing the clogging and accompanying abnormal burnup.
  • the reduction in EGR decreases the amount of the exhausted particulate discharged from the combustion chamber, thereby preventing the clogging and accompanying abnormal burnup.
  • Step S 31 through S38 are similar or the same as step S1 through S8 in the flow chart shown in FIG. 4, and step S42 through S53 are similar or the same as the step S17 through S27 in the flow chart shown in FIG. 3, respectively.
  • the following description omits their details and mainly focuses on the point of difference.
  • step S35 judges YES meaning that sensor malfunction has occurred, the warning lamp is illuminated in step S38 and a judgement or determination is made as to whether or not the trapped amount Wa calculated and stored a previous cycle, e.g. one cycle before, that is, the trapped amount Wa immediately prior to the occurrence of the sensor malfunction is equal to a specified (predetermined or predeterminable) value ⁇ or larger in step S39 (as preferred second trapped amount judgement means).
  • step S39 judges NO meaning that the trapped amount Wa (immediately) prior to the occurrence of the sensor malfunction is not equal to a specified (predetermined or predeterminable) value ⁇ or larger, the EGR amount is decreased in step S40. If step S39 judges YES meaning that the trapped amount Wa (immediately) prior to the occurrence of the sensor malfunction is equal to a predeterminable value ⁇ or larger, the reduction in EGR and the advance of the injection timing are implemented. That is, based on whether or not the trapped amount Wa (immediately) prior to the occurrence of the malfunction is equal to a predeterminable value ⁇ or larger, a determination is made as to whether only the EGR reduction should be implemented or both the EGR reduction and the advance of the injection timing should be implemented.
  • this flow chart is different from the former in the process to be performed when step S53 (corresponding to step S27 in the flow chart shown in FIG. 3) judges or determines NO, that is, the lapsed time exceeds the regeneration duration C1. Accordingly, if the judgement or determination is NO, both the EGR reduction and the advance of the injection timing are always implemented to intensively suppress the clogging.
  • the preferred embodiment of the present invention is described for a diesel engine, but the present invention may apply to gasoline engines or any other engines that may produce carbon particulate. Also, the application of the present invention is not limited to automotive engines, but includes engines in industrial use or engines used for other purposes.
  • this embodiment runs the computer program for performing the control of the present invention which has been stored in the memory of the control unit 50
  • the program may be stored in a storage medium (e.g. CD-ROM) separate from the control unit 50 or may be implemented in a dedicated circuitry, logic component and/or programmable device (e.g. an PROM, EPROM, EEPROM, ASIC).
  • the particulate filter in case that a malfunction is detected in pressure sensors and a temperature sensor for detecting the upstream exhaust-gas pressure, the downstream exhaust-gas pressure, and the temperature as parameter values associated with the amount of the exhausted particulate trapped in the particulate filter, the particulate filter is suppressed from being clogged with the exhausted particulate by controlling the operational condition of an engine in comparison with the case without the detection of the malfunction, thereby preventing the clogging of the particulate filter and accompanying abnormal burnup.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP04007120A 2003-03-31 2004-03-24 Steuerungssystem für einen Motor, Motor, Steuerungsmethode für einen Motor und Computerprogramm-Produkt Expired - Lifetime EP1464818B1 (de)

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JP2003096032A JP3985098B2 (ja) 2003-03-31 2003-03-31 エンジンの制御装置
JP2003096032 2003-03-31

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1741885A3 (de) * 2005-05-18 2007-12-26 HONDA MOTOR CO., Ltd. Vorrichtung zur Abgasreinigung für eine Brennkraftmaschine
WO2009010336A1 (de) * 2007-07-13 2009-01-22 Emitec Gesellschaft Für Emissionstechnologie Mbh Verfahren zur regeneration wenigstens eines partikelagglomerators sowie kraftfahrzeug umfassend eine abgasnachbehandlungsanlage
US20140308170A1 (en) * 2012-01-20 2014-10-16 Mistubishi Heavy Industries, Ltd. Exhaust gas purification system for engine
CN111946435A (zh) * 2020-07-31 2020-11-17 东风汽车集团有限公司 汽车颗粒捕集器温度传感器失效控制方法
DE102006045689B4 (de) * 2005-09-28 2021-05-20 Ford Global Technologies, Llc System und Verfahren zum Betreiben eines Motors mit einer Abgasrückführungsanlage
CN113685253A (zh) * 2021-07-15 2021-11-23 东风汽车集团股份有限公司 车辆控制方法与装置、电子设备和计算机可读存储介质
US11333113B2 (en) 2018-10-05 2022-05-17 Vitesco Technologies GmbH Method for detecting the clogging of an air filter
US11846242B2 (en) 2022-01-03 2023-12-19 Ford Global Technologies, Llc Methods and system for overcoming a degraded particulate filter pressure sensor

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Publication number Priority date Publication date Assignee Title
KR100960234B1 (ko) 2008-04-29 2010-06-01 쌍용자동차 주식회사 디젤차량의 매연여과장치 볼륨 최적화시스템
KR100993354B1 (ko) 2008-10-02 2010-11-10 현대자동차주식회사 디젤 차량의 이지알 밸브 진단장치 및 방법
DE102013219640A1 (de) * 2013-09-27 2015-04-02 Eberspächer Exhaust Technology GmbH & Co. KG Abgasbehandlungseinrichtung

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1741885A3 (de) * 2005-05-18 2007-12-26 HONDA MOTOR CO., Ltd. Vorrichtung zur Abgasreinigung für eine Brennkraftmaschine
DE102006045689B4 (de) * 2005-09-28 2021-05-20 Ford Global Technologies, Llc System und Verfahren zum Betreiben eines Motors mit einer Abgasrückführungsanlage
WO2009010336A1 (de) * 2007-07-13 2009-01-22 Emitec Gesellschaft Für Emissionstechnologie Mbh Verfahren zur regeneration wenigstens eines partikelagglomerators sowie kraftfahrzeug umfassend eine abgasnachbehandlungsanlage
US20140308170A1 (en) * 2012-01-20 2014-10-16 Mistubishi Heavy Industries, Ltd. Exhaust gas purification system for engine
US9724643B2 (en) * 2012-01-20 2017-08-08 Mitsubishi Heavy Industries, Ltd. Exhaust gas purification system for engine
US11333113B2 (en) 2018-10-05 2022-05-17 Vitesco Technologies GmbH Method for detecting the clogging of an air filter
CN111946435A (zh) * 2020-07-31 2020-11-17 东风汽车集团有限公司 汽车颗粒捕集器温度传感器失效控制方法
CN111946435B (zh) * 2020-07-31 2021-10-29 东风汽车集团有限公司 汽车颗粒捕集器温度传感器失效控制方法
CN113685253A (zh) * 2021-07-15 2021-11-23 东风汽车集团股份有限公司 车辆控制方法与装置、电子设备和计算机可读存储介质
CN113685253B (zh) * 2021-07-15 2022-12-06 东风汽车集团股份有限公司 车辆控制方法与装置、电子设备和计算机可读存储介质
US11846242B2 (en) 2022-01-03 2023-12-19 Ford Global Technologies, Llc Methods and system for overcoming a degraded particulate filter pressure sensor

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DE602004012014D1 (de) 2008-04-10
DE602004012014T2 (de) 2009-03-12
EP1464818B1 (de) 2008-02-27
JP3985098B2 (ja) 2007-10-03

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