JP2006144659A - Exhaust emission control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust emission control device for an internal combustion engine, certainly controlling to an appropriate temperature range without causing torque fluctuation while suppressing the heat deterioration of an exhaust emission control means. <P>SOLUTION: In this exhaust emission control device, an LNT 17 provided in the exhaust passage 11 of a diesel engine 1 is raised to an S purging temperature by raising exhaust temperature by post injection from a fuel injection valve 19, and feedback controlled to an S purging possible temperature range by changing over a λ to rich or lean based on a signal from a temperature sensor 22 for detecting the temperature of the LNT. When changing over to rich or lean, a ratio of a post injection amount to a main injection amount is changed without changing the total injection amount, thereby torque fluctuation by the post injection is reduced. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an exhaust gas purification device for an internal combustion engine (hereinafter simply referred to as an engine), and more particularly to an exhaust gas purification device provided with an NOx storage catalyst or the like in an exhaust system.

  Exhaust gas discharged from a diesel engine includes contaminants such as hydrocarbon (HC), carbon monoxide (CO), nitrogen oxide (NOx), and particulate matter (PM). In order to suppress air pollution by these substances, exhaust gas recirculation (hereinafter simply referred to as EGR) and combustion technology such as common rail high pressure fuel injection, or diesel oxidation catalyst (DOC: Diesel Oxidation Catalyst: hereinafter simply referred to as DOC), Post-processing techniques using a diesel particulate filter (DPF: Diesel Particulate Filter: hereinafter simply referred to as DPF), a NOx storage catalyst (LNT: Lean NOx Trap: hereinafter simply referred to as LNT), and the like have been developed.

  However, when LNT is mounted on a diesel engine, the catalytic function (purification efficiency) decreases because S (sulfur, sulfur content) contained in the fuel adheres to the catalyst and inhibits NOx adhesion to the catalyst. A so-called S purge is required in which the adhered and deposited S is periodically desorbed.

  The S purge of LNT requires a high temperature and rich atmosphere. However, since the exhaust temperature of the diesel engine is low, it is necessary to forcibly raise the temperature in order to perform the S purge. Moreover, since the diesel engine is usually operated lean, it is necessary to switch to a rich atmosphere.

  Therefore, conventionally, the sub-injection immediately after the main injection raises the exhaust gas temperature and the LNT is in a rich atmosphere.

JP 2000-54900 A

  By the way, in the catalyst temperature raising / activation method described above, as shown in the graph of the exhaust temperature required for the S purge in FIG. 4, a temperature range (S purge) that avoids thermal degradation of the catalyst while purging S. It is necessary to control the λ within a possible temperature range), and the S release characteristics vary depending on λ (the excess air ratio or the air-fuel ratio), so it is necessary to control λ accurately. The exhaust temperature is affected by the intake air amount and the fuel injection amount, and λ is affected by the ratio of the intake air amount and the fuel injection amount. It is necessary to match the engine torque to the driver's required torque while satisfying these conditions simultaneously.

  By the way, Patent Document 1 discloses a so-called two-stage injection technique in which the main injection amount and the sub injection amount are set without changing the overall air-fuel ratio when the temperature of the LNT is raised in a cylinder injection engine. Has been.

  However, in patent document 1, it is control only of temperature rising, and does not reduce a catalyst temperature. Accordingly, when the temperature is lowered, the sub-injection is stopped, and the temperature may be suddenly lowered to deviate from an appropriate temperature range (S purgeable temperature range).

  Accordingly, an object of the present invention is to provide an exhaust purification device for an internal combustion engine that can reliably control the temperature and λ within an appropriate range without causing torque fluctuations while suppressing thermal deterioration of the exhaust purification means.

In order to achieve the above object, an exhaust emission control device for an internal combustion engine according to the present invention is configured as follows.
(1) Exhaust purification means provided in the exhaust passage of the internal combustion engine, intake air amount adjusting means for adjusting the intake air amount to the internal combustion engine, and intake air for setting the intake air amount in accordance with the operating state of the internal combustion engine Air amount setting means; target air / fuel ratio setting means for setting a target air / fuel ratio with respect to the intake air amount; fuel injection amount setting means for setting a fuel injection amount with respect to the target air / fuel ratio; and the set fuel injection Exhaust gas from an internal combustion engine comprising fuel injection control means for raising the temperature of the exhaust purification means by dividing the amount into main injection and post injection, and temperature detection means for detecting the temperature of the exhaust purification means or a temperature in the vicinity thereof In the purifying apparatus, the target air-fuel ratio setting means includes a temperature-rising air-fuel ratio changing means for changing the target air-fuel ratio so that the detection output of the temperature detecting means falls within a predetermined temperature range when the exhaust purification means is heated. Serial fuel injection control means, and sets the main injection amount corresponding to the requested torque to the internal combustion engine the fuel injection amount in accordance with the target air-fuel ratio has changed.

(2) The temperature raising air-fuel ratio changing means includes a first air-fuel ratio for raising the temperature of the exhaust purification means and a second air-fuel ratio for lowering.

According to the invention of (1), the temperature of the exhaust purification unit is controlled by increasing the exhaust temperature by post injection and changing the air-fuel ratio according to the temperature of the exhaust purification unit. The range can be reliably controlled, and the main injection amount is set in accordance with the torque required for the internal combustion engine, so that the torque fluctuation due to the air-fuel ratio change can be suppressed.

According to the invention of (2), by setting the target air-fuel ratio for lowering the temperature of the exhaust purification means, it is possible to prevent a rapid temperature drop and maintain the exhaust purification means within an appropriate temperature range. .

  Hereinafter, an exhaust emission control device for an internal combustion engine according to the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram of an exhaust emission control device for a diesel engine showing an embodiment of the present invention, FIG. 2 is a flowchart of λ control during S purge, and FIG. 3 is a graph showing an example of LNT temperature control.

  As shown in FIG. 1, a multi-cylinder diesel engine (hereinafter simply referred to as an engine) 1 has a cylinder head 2 and a cylinder block 3, and a piston 4 is reciprocally accommodated in each cylinder bore of the cylinder block 3. Is done. A combustion chamber 5 is formed by the piston top surface, the cylinder bore wall surface, and the cylinder head lower surface.

  An intake port 7 that is opened and closed by an intake valve 6 is formed in the cylinder head 2, and an intake passage 8 including an intake manifold is connected to the intake port 7. The cylinder head 2 is formed with an exhaust port 10 that is opened and closed by an exhaust valve 9, and an exhaust passage 11 including an exhaust manifold is connected to the exhaust port 10.

  A variable capacity turbocharger (hereinafter simply referred to as VGT) 12 is interposed between the intake passage 8 and the exhaust passage 11, and the pressurized intake air is cooled by the intercooler 13 and supplied to the combustion chamber 5. It has become so. An intake passage 8 downstream of the intercooler 13 and an exhaust passage 11 upstream of the VGT 12 are connected by an EGR passage 14, and an EGR amount is controlled by an EGR valve 15 interposed in the EGR passage 14.

  Further, a DOC (exhaust purification unit) 16 and an LNT (exhaust purification unit) 17 are interposed in the exhaust passage 11 downstream of the VGT 12 in order from the upstream side of the exhaust gas flow. At this time, the DOC 16 and the LNT 17 are arranged as close to the engine 1 as possible.

  The cylinder head 2 is provided with an electronically controlled fuel injection valve 19 that directly injects fuel into the combustion chamber 5 of each cylinder. The fuel injection valve 19 is controlled from a common rail 20 to a predetermined fuel pressure. High pressure fuel is supplied. In the figure, reference numeral 21 denotes a fuel supply pump for supplying fuel from a fuel tank (not shown) to the common rail 20 and is driven to rotate in conjunction with the engine 1.

  The fuel injection valve 19 is driven and controlled by an electronic control unit (hereinafter simply referred to as ECU) 30. That is, the ECU 30 receives the accelerator opening signal from the sensor that detects the accelerator opening and the engine speed signal from the sensor that detects the engine speed (and crank angle). The target fuel injection amount and target injection timing are searched based on the above, and the opening / closing timing of the solenoid valve in the fuel injection valve 19 is determined so as to be the target fuel injection amount and injection timing.

  Further, the ECU 30 includes a linear air-fuel ratio that is detected by a temperature sensor (temperature detecting means) 22 attached to the inlet of the LNT 17 and an exhaust passage 11 upstream of the DOC 16 and detects λ linearly. Detection signals from the sensor (hereinafter referred to as LAFS) 23 and the airflow sensor 24 interposed in the intake passage 8 upstream of the VGT 12 are input. Reference numeral 25 in the figure denotes an electronically controlled throttle valve (intake air amount adjusting means) that is driven and controlled by the ECU 30, as with the EGR valve 15 and VGT 12 (vane opening) described above.

  The ECU 30 feedback-controls the throttle valve 25 (intake air amount setting means) so that the intake air amount detected by the air flow sensor 24 becomes the intake air amount according to the operating state of the engine 1, and this A target λ is set for the intake air amount (target λ setting means) and a fuel injection amount is set for the target λ (fuel injection amount setting means).

  In addition, while the vehicle is traveling, switching from the normal mode to the S purge mode in which the S purge of the LNT 17 is periodically performed at appropriate intervals, and in the S purge mode, the set fuel injection amount is changed to the piston. 4 is divided into main injection performed near the compression top dead center (crank angle 0 °) and early post-injection (hereinafter simply referred to as post-injection) performed at a relatively early time immediately after the main injection. The post-injection raises the exhaust temperature to raise the temperature of the LNT 17 (fuel injection control means).

  Furthermore, under the S purge mode, as shown in the flowchart of λ control during the S purge in FIG. 2 and the graph showing the control example of the LNT ambient temperature in FIG. 3, the λ detected by the LAFS 23 becomes the target λ. In addition, the post-injection amount is feedback controlled, and the temperature of the LNT 17 is controlled by switching the target λ to rich / lean (temperature rising air-fuel ratio changing means).

  That is, when the temperature detected by the temperature sensor 22 exceeds the target temperature at the time of temperature rise at rich λ1 (first air-fuel ratio) that can be purged with S, the temperature of the LNT 17 is switched to lean λ2 (second air-fuel ratio). (Refer to Step P2 to Step P4 in FIG. 2) On the other hand, when the temperature falls below a predetermined value, the temperature of the LNT 17 is increased by switching from λ2 to λ1 that can be purged with S (see Step P5 to Step P7 in FIG. 2). It is.

  At this time, Qmain is determined so that Qmain + Qpost = constant and the engine torque does not change at the main injection amount. That is, the total fuel injection amount is not changed, and the ratio of the post injection amount and the main injection amount is changed to reduce torque fluctuation due to post injection. If the main injection amount is simply reduced by the increase in torque, λ will not match.

  In this way, in the present embodiment, the temperature of the LNT 17 is controlled by increasing the exhaust gas temperature by post injection and changing the λ according to the ambient temperature of the LNT 17. The temperature can be reliably controlled within the purgeable temperature range.

  Further, since the divided injection is divided into the main injection amount and the post injection amount corresponding to the torque required for the engine, the torque fluctuation due to the change of λ can be suppressed.

  Further, since the post injection is performed even when the temperature of the LNT 17 is lowered, the rapid temperature drop of the LNT 17 can be prevented and the LNT 17 can be maintained in an appropriate temperature range. Of course, the fuel injection amount required for temperature rise can also be reduced, and the fuel efficiency is improved.

  Needless to say, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention. For example, the DOC 16 is not particularly required. In addition, the switching from the normal mode to the S purge mode in the ECU 30 is performed periodically at appropriate intervals, but the mode switching may be performed by estimating the S poisoning amount from the operation history. .

1 is a schematic configuration diagram of an exhaust emission control device for a diesel engine showing an embodiment of the present invention. It is a flowchart of (lambda) control at the time of S purge. It is a graph which shows the example of control of LNT atmospheric temperature. It is a graph of the exhaust temperature required for S purge.

Explanation of symbols

  1 Multi-cylinder diesel engine (engine), 2 cylinder head, 3 cylinder block, 4 piston, 5 combustion chamber, 6 intake valve, 7 intake port, 8 intake passage, 9 exhaust valve, 10 exhaust port, 11 exhaust passage, 12 variable Capacity type turbocharger (VGT), 13 intercooler, 14 EGR passage, 15 EGR valve, 16 diesel oxidation catalyst (DOC), 17 NOx storage catalyst (LNT), 19 fuel injection valve, 20 common rail, 21 fuel supply pump, 22 Temperature sensor, 23 air-fuel ratio sensor (LAFS), 24 air flow sensor, 25 electronically controlled throttle valve, 30 electronic control unit (ECU).

Claims (2)

Exhaust purification means provided in the exhaust passage of the internal combustion engine;
An intake air amount adjusting means for adjusting an intake air amount to the internal combustion engine;
Intake air amount setting means for setting the intake air amount in accordance with the operating state of the internal combustion engine;
Target air-fuel ratio setting means for setting a target air-fuel ratio with respect to the intake air amount;
Fuel injection amount setting means for setting the fuel injection amount with respect to the target air-fuel ratio;
Fuel injection control means for dividing the set fuel injection amount into main injection and post injection to raise the temperature of the exhaust purification means;
Temperature detecting means for detecting the temperature of the exhaust purification means or a temperature in the vicinity thereof;
In an exhaust gas purification apparatus for an internal combustion engine comprising:
The target air-fuel ratio setting means includes a temperature increase air-fuel ratio changing means for changing the target air-fuel ratio so that the detection output of the temperature detection means falls within a predetermined temperature range when the exhaust purification means is heated.
The fuel injection control means sets the fuel injection amount according to the changed target air-fuel ratio, and sets the main injection amount corresponding to the torque required for the internal combustion engine. apparatus.   2. The exhaust gas purification apparatus for an internal combustion engine according to claim 1, wherein the temperature raising air-fuel ratio changing means includes a first air-fuel ratio for raising the temperature of the exhaust gas purification means and a second air-fuel ratio for lowering the temperature. .

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