JP4013930B2 - Compression ignition internal combustion engine - Google Patents

Description

  The present invention relates to a compression ignition type internal combustion engine.

  In a compression ignition type internal combustion engine, when the recirculation rate (EGR gas amount / (intake air amount + EGR gas amount)) of the recirculated exhaust gas (hereinafter referred to as EGR gas), that is, the EGR rate is 55% or more, the combustion temperature decreases. It is known that so-called low-temperature combustion is performed, and at this time, almost no soot is generated even if the air-fuel ratio is rich. Such a compression ignition type internal combustion engine is disclosed in Patent Document 1.

  It is also known to arrange exhaust purification means for purifying components in the exhaust gas, for example, an exhaust purification catalyst, in the engine exhaust passage.

Japanese Patent Application Laid-Open No. 11-107861

  By the way, in a compression ignition type internal combustion engine equipped with an exhaust purification catalyst, EGR gas is sampled from the downstream of the exhaust purification catalyst and introduced into the combustion chamber via the engine intake passage, so-called low temperature combustion with an EGR rate of 55% or more, However, when the so-called normal combustion with 55% or less is switched and performed, the required engine load increases and when switching from low temperature combustion to normal combustion, a large amount of exhaust gas flows into the exhaust purification catalyst. Here, the exhaust purification catalyst is brought to a high temperature by high-temperature exhaust gas discharged from the combustion chamber during low-temperature combustion, so that a large amount of exhaust gas flowing into the exhaust purification catalyst is also brought to a high temperature, resulting in a high-temperature exhaust gas. A large amount of gas is introduced into the engine intake passage as EGR gas. For this reason, the engine intake passage is notably damaged by the high temperature EGR gas.

  Therefore, an object of the present invention is to avoid thermal damage to the engine intake passage due to a large amount of high-temperature exhaust gas being introduced into the engine intake passage.

  In order to solve the above problems, in the first invention, as the amount of inert gas in the combustion chamber is increased, the amount of soot generated gradually increases and reaches a peak, and the amount of inert gas in the combustion chamber further increases. This is a compression ignition type internal combustion engine in which the temperature of the fuel during combustion in the combustion chamber and the surrounding gas temperature is lower than the soot generation temperature, and soot is hardly generated, and the soot generation amount reaches a peak. The first combustion in which the amount of inert gas in the combustion chamber is larger than the amount of inert gas, and the second combustion in which the amount of inert gas in the combustion chamber is smaller than the amount of inert gas in which the amount of generated soot reaches a peak A switching means for selectively switching is provided, and an exhaust purification means for purifying components in the exhaust gas is disposed in the engine exhaust passage, and the exhaust gas is circulated from the downstream of the exhaust purification means to the engine intake passage, thereby burning Introducing inert gas into the room A compression ignition type internal combustion engine having an exhaust gas recirculation passage is provided with an electric motor that generates a vehicle driving force separately from the driving force of the internal combustion engine, and the required output is determined at a target ratio determined according to the engine operating state. Therefore, the output from the electric motor and the internal combustion engine is increased, and when the first combustion is switched to the second combustion, the amount of exhaust gas circulated by the exhaust gas recirculation passage is reduced below the required amount and then gradually increased to the required amount. At the same time, the ratio between the output from the electric motor and the output from the internal combustion engine is gradually changed to a target ratio.

In the second invention, in the first invention, when the air-fuel ratio of the exhaust gas flowing into the exhaust purification means is lean, NOx is absorbed, and when the air-fuel ratio of the flowing exhaust gas is rich or stoichiometric, the absorbed NOx NOx absorbent that releases NO.
In the third invention, in the second invention, the particulate filter arranged in the engine exhaust passage, the particulate discharged particulate amount exhausted from the combustion chamber per unit time as a filter unit time on the particulate filter When the amount of fine particles in the exhaust gas flowing into the particulate filter is less than the amount of fine particles that can be oxidized and removed without emitting a luminous flame, the NOx absorbent functions when the fine particles in the exhaust gas flow into the particulate filter without producing a luminous flame. A particulate filter having

In the fourth invention, in the third invention, a noble metal catalyst is supported on the particulate filter.
In the fifth invention, in the fourth invention, when there is excess oxygen in the surrounding area, oxygen is taken in and retained, and when the surrounding oxygen concentration is lowered, active oxygen release is released in the form of active oxygen. The agent is supported on the particulate filter, and when the fine particles adhere to the particulate filter, the active oxygen is released from the active oxygen release agent, and the fine particles adhering to the particulate filter are oxidized by the released active oxygen.

According to a sixth aspect , in the first aspect, the engine operating region is divided into a first operating region on the low load side and a second operating region on the high load side. In the first operating region, the first combustion region is divided. And the second combustion is performed in the second operating region.
In the seventh invention, in the first invention, the exhaust gas recirculation rate when the first combustion is performed is approximately 55% or more, and the exhaust gas recirculation when the second combustion is performed. The circulation rate is approximately 50% or less.

  According to the present invention, the amount of exhaust gas circulated to the engine intake passage via the exhaust recirculation passage when the first combustion is switched to the second combustion is reduced. For this reason, only a small amount of the high-temperature exhaust gas that has been heated through the high-temperature exhaust purification catalyst flows into the engine intake passage. Therefore, damage to the engine intake passage due to the heat of the exhaust gas can be avoided.

1 and 2 show a case where the present invention is applied to a four-stroke compression ignition type internal combustion engine.
1 and 2, 1 is an engine body, 2 is a cylinder block, 3 is a cylinder head, 4 is a piston, 5 is a combustion chamber, 6 is an electrically controlled fuel injection valve, 7 is an intake valve, and 8 is intake air. Port, 9 is an exhaust valve, and 10 is an exhaust port. The intake port 8 is connected to a surge tank 12 via a corresponding intake branch pipe 11, and the surge tank 12 is connected to an outlet of a compressor 16 of a supercharger, for example, an exhaust turbocharger 15, via an intake duct 13 and an intercooler 14. Connected. An inlet portion of the compressor 16 is connected to an air cleaner 19 via an intake duct 17 and an air flow meter 18, and a throttle valve 21 driven by a step motor 20 is disposed in the intake duct 17.

  On the other hand, the exhaust port 10 is connected to an inlet portion of an exhaust turbine 23 of an exhaust turbocharger 15 via an exhaust manifold 22, and the outlet portion of the exhaust turbine 23 serves as a particulate filter (hereinafter also simply referred to as “filter”) as exhaust purification means. 24 is connected to a casing 25 containing the same. The exhaust pipe 26 connected to the outlet portion of the casing 25 and the intake duct 17 downstream of the throttle valve 21 are connected to each other via an EGR passage 27, and an EGR control valve 29 driven by a step motor 28 in the EGR passage 27. Is placed. An intercooler 30 for cooling the EGR gas flowing in the EGR passage 27 is disposed in the EGR passage 27. In the embodiment shown in FIG. 1, the engine cooling water is guided into the intercooler 30, and the EGR gas is cooled by the engine cooling water.

  On the other hand, the fuel injection valve 6 is connected to a fuel reservoir, so-called common rail 32, through a fuel supply pipe 31. Fuel is supplied into the common rail 32 from an electrically controlled fuel pump 33 with variable discharge amount, and the fuel supplied into the common rail 32 is supplied to the fuel injection valve 6 through each fuel supply pipe 31. A fuel pressure sensor 34 for detecting the fuel pressure in the common rail 32 is attached to the common rail 32, and a fuel pump 33 is set so that the fuel pressure in the common rail 32 becomes the target fuel pressure based on the output signal of the fuel pressure sensor 34. The discharge amount is controlled.

  On the other hand, in the embodiment shown in FIG. 1, a transmission 35 is connected to the output shaft of the engine, and an electric motor 37 is connected to the output shaft 36 of the transmission 35. In this case, the transmission 35 is of a type that automatically performs clutch operation and shift operation in a normal automatic transmission having a torque converter, various continuously variable transmissions, or a manual transmission having a clutch. An automatic transmission or the like can be used.

  The electric motor 37 connected to the output shaft 36 of the transmission 35 constitutes a driving force generator that generates driving force separately from the driving force of the engine. The electric motor 37 of the embodiment shown in FIG. 1 has a rotor 38 attached on the output shaft 36 of the transmission 35 and a plurality of permanent magnets attached to the outer peripheral surface, and an exciting coil for forming a rotating magnetic field. An AC synchronous motor including a stator 39 is included. The exciting coil of the stator 39 is connected to the motor drive control circuit 40. The motor drive control circuit 40 is connected to a battery 41 that generates a DC high voltage, and a detector 42 for detecting the battery voltage and the charge / discharge current of the battery is disposed between the motor drive circuit 40 and the battery 41. The

  The electronic control unit 50 is composed of a digital computer, and is connected to each other by a bidirectional bus 51. A ROM (read only memory) 52, a RAM (random access memory) 53, a CPU (microprocessor) 54, an input port 55 and an output port 56 are connected. It comprises. Output signals of the air flow meter 18, the fuel pressure sensor 34, and the detector 42 are input to the input port 55 via corresponding AD converters 57, respectively. A temperature sensor 43 for detecting the exhaust gas temperature is disposed in the exhaust pipe 26, and an output signal of the temperature sensor 43 is input to the input port 55 via the corresponding AD converter 57. The input port 55 receives various signals representing the gear ratio or gear position of the transmission 35 and the rotational speed of the output shaft 36.

  On the other hand, a load sensor 45 that generates an output voltage proportional to the depression amount L of the accelerator pedal 44 is connected to the accelerator pedal 44, and the output voltage of the load sensor 45 is input to the input port 55 via the corresponding AD converter 57. Is done. Further, the input port 55 is connected to a crank angle sensor 46 that generates an output pulse every time the crankshaft rotates, for example, 30 °. On the other hand, the output port 56 is connected to the fuel injection valve 6, the step motor 20, the EGR control valve 28, the fuel pump 33, the converter 35, and the motor drive control circuit 40 through corresponding drive circuits 58.

  The supply of electric power to the exciting coil of the stator 39 of the electric motor 37 is normally stopped. At this time, the rotor 38 rotates together with the output shaft 36 of the transmission 37. On the other hand, when the electric motor 37 is driven, the DC high voltage of the battery 41 is converted into a three-phase alternating current having a frequency of fm and a current value of Im in the motor drive control circuit 40, and this three-phase alternating current is supplied to the exciting coil of the stator 39. Is done. This frequency fm is a frequency necessary for rotating the rotating magnetic field generated by the exciting coil in synchronization with the rotation of the rotor 38, and this frequency fm is calculated by the CPU 54 based on the rotational speed of the output shaft 36. In the motor drive control circuit 40, this frequency fm is a three-phase AC frequency.

On the other hand, the output torque of the electric motor 37 is substantially proportional to the three-phase AC current value Im. The current value Im is calculated by the CPU 54 based on the required output torque of the electric motor 37, and the motor drive control circuit 40 sets the current value Im as a three-phase AC current value.
When the electric motor 37 is driven by an external force, the electric motor 37 operates as a generator, and the electric power generated at this time is regenerated in the battery 41. Whether or not the electric motor 37 should be driven by an external force is determined by the CPU 54. When it is determined that the electric motor 37 should be driven by an external force, the motor control circuit 40 regenerates the power battery 41 generated in the electric motor 37. It is controlled so that

  FIG. 3 shows another embodiment of the compression ignition type internal combustion engine. In this embodiment, an electric motor 37 is connected to the output shaft 47 of the engine, and a transmission 35 is connected to the output shaft of the electric motor 37. In this embodiment, the rotor 38 of the electric motor 37 is mounted on the output shaft 47 of the engine, so that the rotor 38 always rotates together with the output shaft 47 of the engine. Also in this embodiment, as the transmission 35, the clutch operation and the shift operation are automatically performed in a normal automatic transmission having a torque converter, various continuously variable transmissions, or a manual transmission having a clutch. An automatic transmission of the type described above can be used.

  The vertical axis TQ in FIG. 4 indicates the required torque (required load) for the engine, the horizontal axis N indicates the engine speed, and each solid line indicates the required torque TQ and the engine speed at the same depression amount of the accelerator pedal 44. The relationship with N is shown. In FIG. 4, the solid line A indicates that the amount of depression of the accelerator pedal 44 is zero, and the solid line B indicates that the amount of depression of the accelerator pedal 44 is maximum, and the amount of depression of the accelerator pedal 44 from the solid line A toward the solid line B. Will increase. In the embodiment according to the present invention, the required torque TQ corresponding to the depression amount L of the accelerator pedal 44 and the engine speed N is first calculated from the relationship shown in FIG. 4, and the fuel injection amount and the like are calculated based on this required torque TQ. Is done.

In the embodiment of the present invention, low-temperature combustion in which soot is hardly generated when the engine load is relatively low is performed. Therefore, first, low-temperature combustion in which this soot is hardly generated will be described.
FIG. 5 shows changes in output torque when the air-fuel ratio A / F (horizontal axis in FIG. 5) is changed by changing the opening degree and EGR rate of the throttle valve 21 during engine low load operation, and smoke, HC, The experiment example which shows the change of the discharge | emission amount of CO and NOx is represented. As can be seen from FIG. 5, in this experimental example, the EGR rate increases as the air-fuel ratio A / F decreases. When the air-fuel ratio A / F is less than the theoretical air-fuel ratio (≈14.6), the EGR rate is 65% or more.

  As shown in FIG. 5, when the air-fuel ratio A / F is decreased by increasing the EGR rate, the EGR rate becomes around 40%, and the amount of smoke generated when the air-fuel ratio A / F becomes about 30. Start to increase. Next, when the EGR rate is further increased and the air-fuel ratio A / F is decreased, the amount of smoke generated increases rapidly and reaches a peak. Next, when the EGR rate is further increased and the air-fuel ratio A / F is reduced, the smoke suddenly decreases, the EGR rate is increased to 65% or more, and when the air-fuel ratio A / F is near 15.0, the smoke becomes almost zero. . That is, almost no soot is generated. At this time, the output torque of the engine slightly decreases, and the amount of NOx generated becomes considerably low. On the other hand, the generation amount of HC and CO starts to increase at this time.

  FIG. 6A shows the change in combustion pressure in the combustion chamber 5 when the air-fuel ratio A / F is near 21 and the amount of smoke generated is the largest, and FIG. 6B shows that the air-fuel ratio A / F is 18. The change in the combustion pressure in the combustion chamber 5 when the amount of smoke generated in the vicinity is almost zero is shown. As can be seen by comparing FIG. 6A and FIG. 6B, the case of FIG. 6B where the amount of smoke generated is almost zero is shown in FIG. 6A where the amount of smoke generated is large. It can be seen that the combustion pressure is lower than the case.

  The following can be said from the experimental results shown in FIGS. That is, first, when the air-fuel ratio A / F is 15.0 or less and the amount of smoke generated is almost zero, the amount of NOx generated decreases considerably as shown in FIG. The fact that the amount of NOx generated has decreased means that the combustion temperature in the combustion chamber 5 has decreased. Therefore, when almost no soot is generated, it can be said that the combustion temperature in the combustion chamber 5 has decreased. . The same can be said from FIG. That is, in the state shown in FIG. 6B where almost no soot is generated, the combustion pressure is low, and therefore the combustion temperature in the combustion chamber 5 is low at this time.

  Secondly, when the amount of smoke generated, that is, the amount of soot generated becomes almost zero, the HC and CO emissions increase as shown in FIG. This means that the hydrocarbons are discharged without growing to the soot. In other words, linear hydrocarbons and aromatic hydrocarbons contained in the fuel are pyrolyzed to form soot precursors when the temperature is raised in an oxygen-deficient state, and then consist of solids mainly composed of carbon atoms. A kite is generated. In this case, the actual soot formation process is complicated, and it is not clear what form the soot precursor will take, but in any case the hydrocarbons contained in the fuel will pass through the soot precursor. Will grow up to. Therefore, as described above, when the amount of soot generated becomes almost zero, the amount of HC and CO emissions increases as shown in FIG. 5. At this time, HC is a precursor of soot or a hydrocarbon in the previous state.

  Summarizing these considerations based on the experimental results shown in FIG. 5 and FIG. 6, when the combustion temperature in the combustion chamber 5 is low, the amount of soot generated becomes almost zero, and at this time, the soot precursor or its previous state Hydrocarbons are discharged from the combustion chamber 5. As a result of repeated experimental research on this in detail, when the temperature of the fuel in the combustion chamber 5 and the gas surrounding it are below a certain temperature, the soot growth process stops midway, that is, soot It has been found that soot hardly occurs and soot is generated when the temperature of the fuel in the combustion chamber 5 and the surrounding temperature rise above a certain temperature.

  By the way, when the hydrocarbon generation process stops in the state of soot precursor, the temperature of the fuel and its surroundings, that is, the above-mentioned certain temperature changes depending on various factors such as the type of fuel, the air-fuel ratio, the compression ratio, etc. Although it cannot be said how many times, this certain temperature has a deep relationship with the amount of NOx generated, and therefore this certain temperature can be defined to some extent from the amount of NOx generated. That is, as the EGR rate increases, the temperature of fuel and the surrounding gas during combustion decreases, and the amount of NOx generated decreases. At this time, almost no soot is generated when the amount of NOx generated is about 10 p.p.m or less. Therefore, the above-mentioned certain temperature substantially coincides with the temperature when the amount of NOx generated is around 10 p.p.m or less.

  Once soot is produced, it cannot be purified by post-treatment using a catalyst having an oxidizing function. On the other hand, the precursor of soot or the hydrocarbon in the previous state can be easily purified by post-treatment using a catalyst having an oxidation function. Considering the post-treatment with a catalyst having an oxidation function in this way, it is extremely important whether hydrocarbons are discharged from the combustion chamber 5 in the soot precursor or in the previous state or from the combustion chamber 5 in the form of soot. There is a big difference.

  Now, in order to stop the growth of hydrocarbons before the soot is generated, it is necessary to suppress the temperature of the fuel and the surrounding gas in the combustion chamber 5 to a temperature lower than the temperature at which soot is generated. is there. In this case, in order to suppress the temperature of the fuel and the surrounding gas, it has been found that the endothermic action of the gas around the fuel when the fuel burns has a great influence.

  That is, if there is only air around the fuel, the evaporated fuel immediately reacts with oxygen in the air and burns. In this case, the temperature of the air away from the fuel does not increase so much, and only the temperature around the fuel becomes extremely high locally. That is, at this time, the air away from the fuel hardly performs the endothermic action of the combustion heat of the fuel. In this case, since the combustion temperature becomes extremely high locally, the unburned hydrocarbons that have received this heat of combustion produce soot.

  On the other hand, the situation is slightly different when fuel is present in a mixed gas of a large amount of inert gas and a small amount of air. In this case, the evaporated fuel diffuses around and reacts with oxygen mixed in the inert gas and burns. In this case, since the combustion heat is absorbed by the surrounding inert gas, the combustion temperature does not rise so much. That is, the combustion temperature can be kept low. That is, the presence of the inert gas plays an important role in suppressing the combustion temperature, and the combustion temperature can be kept low by the endothermic action of the inert gas.

In this case, in order to suppress the temperature of the fuel and the surrounding gas to a temperature lower than the temperature at which soot is generated, an amount of inert gas that can absorb a sufficient amount of heat is required. Therefore, if the amount of fuel increases, the amount of inert gas required increases accordingly. In this case, the greater the specific heat of the inert gas, the stronger the endothermic action. Therefore, the inert gas is preferably a gas having a large specific heat. In this regard, it can be said that it is preferable to use EGR gas as an inert gas because CO ₂ and EGR gas have a relatively large specific heat.

  FIG. 7 shows the relationship between the EGR rate and smoke when EGR gas is used as the inert gas and the cooling degree of the EGR gas is changed. That is, in FIG. 7, curve A shows the case where the EGR gas is cooled strongly and the EGR gas temperature is maintained at about 90 ° C., and curve B shows the case where the EGR gas is cooled by a small cooling device, A curve C shows a case where the EGR gas is not forcibly cooled.

As shown by the curve A in FIG. 7, when the EGR gas is strongly cooled, the amount of soot peaks when the EGR rate is slightly lower than 50%. In this case, the EGR rate is increased to about 55% or more. If you do, almost no wrinkles will occur.
On the other hand, as shown by curve B in FIG. 7, when the EGR gas is slightly cooled, the amount of soot peaks when the EGR rate is slightly higher than 50%. In this case, the EGR rate is about 65% or more. If this is done, almost no wrinkles will occur.

Further, as shown by the curve C in FIG. 7, when the EGR gas is not forcibly cooled, the amount of soot generated reaches a peak when the EGR rate is around 55%. In this case, the EGR rate is about 70%. If it is above, almost no wrinkle will be generated.
FIG. 7 shows the amount of smoke generated when the engine load is relatively high. When the engine load is reduced, the EGR rate at which the amount of soot reaches a peak slightly decreases, and the EGR rate at which soot hardly occurs is shown. The lower limit also decreases slightly. Thus, the lower limit of the EGR rate at which soot hardly occurs varies depending on the degree of cooling of the EGR gas and the engine load.

  FIG. 8 shows the amount of mixed gas of EGR gas and air necessary to make the temperature of the fuel and the surrounding gas lower than the temperature at which soot is generated when EGR gas is used as the inert gas. And the ratio of the air in this gas mixture amount, and the ratio of the EGR gas in this gas mixture are shown. In FIG. 8, the vertical axis indicates the total intake gas amount sucked into the combustion chamber 5, and the chain line Y indicates the total intake gas amount that can be sucked into the combustion chamber 5 when supercharging is not performed. Yes. The horizontal axis shows the required torque.

  Referring to FIG. 8, the ratio of air, that is, the amount of air in the mixed gas indicates the amount of air necessary to completely burn the injected fuel. That is, in the case shown in FIG. 8, the ratio between the air amount and the injected fuel amount is the stoichiometric air-fuel ratio. On the other hand, in FIG. 8, the ratio of EGR gas, that is, the amount of EGR gas in the mixed gas is used to make the temperature of the fuel and its surrounding gas lower than the temperature at which soot is formed when the injected fuel is burned. The minimum EGR gas amount is shown. This EGR gas amount is approximately 55% or more in terms of EGR rate, and is 70% or more in the embodiment shown in FIG. That is, if the total intake gas amount sucked into the combustion chamber 5 is a solid line X in FIG. 8, and the ratio of the air amount and the EGR gas amount in the total intake gas amount X is a ratio as shown in FIG. And the temperature of the gas around it is lower than the temperature at which soot is produced, so that soot is hardly generated. Further, the amount of NOx generated at this time is about 10 p.p.m or less, and therefore the amount of NOx generated is extremely small.

  If the amount of fuel injection increases, the amount of heat generated when the fuel burns increases. Therefore, in order to maintain the temperature of the fuel and the surrounding gas at a temperature lower than the temperature at which soot is generated, the amount of heat absorbed by the EGR gas Must be increased. Therefore, as shown in FIG. 8, the EGR gas amount must be increased as the amount of injected fuel increases. That is, the amount of EGR gas needs to increase as the required torque increases.

By the way, when supercharging is not performed, the upper limit of the total intake gas amount X sucked into the combustion chamber 5 is Y. Therefore, in the region where the required torque is larger than L ₀ in FIG. Accordingly, the air-fuel ratio cannot be maintained at the stoichiometric air-fuel ratio unless the EGR gas ratio is decreased. In other words, when supercharging is not performed and an attempt is made to maintain the air-fuel ratio at the stoichiometric air-fuel ratio in a region where the required torque is greater than L ₀ , the EGR rate decreases as the required torque increases, and thus In the region where the required torque is larger than L _{0, the} temperature of the fuel and the surrounding gas cannot be maintained at a temperature lower than the temperature at which soot is generated.

However, as shown in FIGS. 1 and 3, when the EGR gas is recirculated through the EGR passage 27 into the inlet side of the supercharger, that is, into the intake duct 17 upstream of the compressor 16 of the exhaust turbocharger 15, the required torque is reduced to L. _The EGR rate can be maintained at 55 percent or higher, for example 70 percent, in a region greater than ₀ , and thus the fuel and surrounding gas temperatures can be maintained at a temperature lower than the temperature at which soot is produced. . That is, if the EGR gas is recirculated so that the EGR rate in the intake duct 17 becomes 70%, for example, the EGR rate of the intake gas boosted by the compressor 16 of the exhaust turbocharger 15 also becomes 70%. Thus, the temperature of the fuel and the surrounding gas can be maintained at a temperature lower than the temperature at which the soot is generated up to the limit where the pressure can be increased. Therefore, the operating range of the engine that can cause low temperature combustion can be expanded.

In this case, the EGR control valve 29 is fully opened and the throttle valve 21 is slightly closed when the EGR rate is set to 55% or more in a region where the required torque is greater than L ₀ .
As described above, FIG. 8 shows the case where the fuel is burned under the stoichiometric air-fuel ratio. However, even if the air amount is smaller than the air amount shown in FIG. The generation amount of NOx can be reduced to around 10 p.pm or less while the generation of NO is suppressed, and even if the air amount is made larger than the air amount shown in FIG. Even when lean to 18, the generation amount of NOx can be reduced to around 10 p.pm or less while preventing the generation of soot.

  That is, when the air-fuel ratio is made rich, the fuel becomes excessive, but since the combustion temperature is suppressed to a low temperature, the excess fuel does not grow to soot, and so soot is hardly generated. At this time, only a very small amount of NOx is generated. On the other hand, when the average air-fuel ratio is lean, or even when the air-fuel ratio is the stoichiometric air-fuel ratio, a small amount of soot is produced if the combustion temperature is high, but under the combustion method of the present invention, the combustion temperature is suppressed to a low temperature. As a result, almost no soot is generated. Furthermore, only a very small amount of NOx is generated.

  Thus, when low-temperature combustion is performed, regardless of the air-fuel ratio, that is, whether the air-fuel ratio is rich, the stoichiometric air-fuel ratio, or the average air-fuel ratio is lean, almost no soot is generated, and NOx The amount of generated is extremely small. Therefore, considering the improvement of the fuel consumption rate, it can be said that it is preferable to make the average air-fuel ratio lean at this time.

On the other hand, when this low temperature combustion is performed, the temperature of the fuel and the surrounding gas is lowered, but the exhaust gas temperature is raised. This will be described with reference to FIGS. 9A and 9B.
The solid line in FIG. 9A shows the relationship between the average gas temperature Tg in the combustion chamber 5 and the crank angle when low-temperature combustion is performed, and the broken line in FIG. 9A shows normal combustion. The relationship between the average gas temperature Tg in the combustion chamber 5 and the crank angle is shown. Also, the solid line in FIG. 9B shows the relationship between the fuel and the surrounding gas temperature Tf and the crank angle when low-temperature combustion is performed, and the broken line in FIG. 9B shows normal combustion. The relationship between the fuel and the surrounding gas temperature Tf and the crank angle is shown.

  When low-temperature combustion is performed, the amount of EGR gas is larger than when normal combustion is performed. Therefore, as shown in FIG. 9A, before compression top dead center, that is, a solid line during the compression process. The average gas temperature Tg at the time of low-temperature combustion indicated by is higher than the average gas temperature Tg at the time of normal combustion indicated by a broken line. At this time, as shown in FIG. 9B, the fuel and the surrounding gas temperature Tf are substantially equal to the average gas temperature Tg.

  Next, combustion starts near the compression top dead center. In this case, when low-temperature combustion is being performed, as shown by the solid line in FIG. 9B, the fuel and the surrounding gas temperature Tf are absorbed by the endothermic action of the EGR gas. It wo n’t be that expensive. On the other hand, when normal combustion is performed, since a large amount of oxygen exists around the fuel, the fuel and the surrounding gas temperature Tf become extremely high as shown by the broken line in FIG. 9B. . In this way, when normal combustion is performed, the temperature of the fuel and the surrounding gas temperature Tf is considerably higher than when low temperature combustion is performed, but the temperature of the other gases which occupy most is low temperature combustion. Therefore, the average gas in the combustion chamber 5 near the compression top dead center as shown in FIG. 9A is lower than that in the case where the normal combustion is performed. The temperature Tg is higher when low-temperature combustion is performed than when normal combustion is performed. As a result, as shown in FIG. 9A, the burned gas temperature in the combustion chamber 5 after the completion of the combustion is higher when the low temperature combustion is performed than when the normal combustion is performed. Therefore, when the low temperature combustion is performed, the exhaust gas temperature becomes high.

  By the way, the temperature of the fuel during combustion in the combustion chamber and the surrounding gas temperature can be suppressed to a temperature equal to or lower than the temperature at which the growth of hydrocarbons stops midway, only when the engine medium-low load operation has a relatively small amount of heat generated by combustion. Therefore, in the embodiment according to the present invention, the first combustion, that is, the low temperature combustion, is performed by suppressing the temperature of the fuel during combustion and the surrounding gas temperature to a temperature lower than the temperature at which the hydrocarbon growth stops midway during the engine low load operation. In the engine high load operation, the second combustion, that is, the combustion normally performed conventionally is performed. Note that the first combustion, that is, low-temperature combustion, here, as is clear from the above description, the amount of inert gas in the combustion chamber is larger than the amount of inert gas at which the amount of generated soot peaks, and soot is almost generated. The second combustion, that is, the combustion that is normally performed in the past, is the combustion in which the amount of inert gas in the combustion chamber is smaller than the amount of inert gas in which the generation amount of soot peaks. Say.

  FIG. 10 shows a first operation region I in which the first combustion, that is, low-temperature combustion is performed, and a second operation region II in which the second combustion, that is, combustion by the conventional combustion method is performed. In FIG. 10, the vertical axis TQ indicates the required torque, and the horizontal axis N indicates the engine speed. In FIG. 10, X (N) indicates a first boundary between the first operation region I and the second operation region II, and Y (N) indicates the first operation region I and the second operation region. The second boundary with II is shown. The change determination of the operation region from the first operation region I to the second operation region II is performed based on the first boundary X (N), and the change from the second operation region II to the first operation region I is performed. The change determination of the operation region is performed based on the second boundary Y (N).

  That is, when the engine operating state is in the first operating region I and low-temperature combustion is being performed, if the required load L exceeds the first boundary X (N) that is a function of the engine speed N, the operating region is It is determined that the operation has shifted to the second operation region II, and combustion by the conventional combustion method is performed. Next, when the required load L becomes lower than the second boundary Y (N) that is a function of the engine speed N, it is determined that the operating region has shifted to the first operating region I, and low temperature combustion is performed again.

  The reason for providing the two boundaries of the first boundary X (N) and the second boundary Y (N) on the lower load side than the first boundary X (N) is as follows. . The first reason is that the combustion temperature is relatively high on the high load side of the second operation region II, and at this time, even if the required torque TQ becomes lower than the first boundary X (N), the low temperature combustion cannot be performed immediately. It is. That is, the low temperature combustion is not started immediately unless the required torque TQ is considerably low, that is, when the required torque TQ is lower than the second boundary Y (N). The second reason is to provide hysteresis with respect to a change in the operation region between the first operation region I and the second operation region II.

Next, operation control in the first operation region I and the second operation region II will be schematically described with reference to FIG.
FIG. 11 shows the opening degree of the throttle valve 21, the opening degree of the EGR control valve 29, the EGR rate, the air-fuel ratio, the injection timing, and the injection amount with respect to the required torque TQ. As shown in FIG. 11, in the first operation region I where the required torque TQ is low, the opening degree of the throttle valve 21 is gradually increased from nearly fully closed to about 2/3 opening degree as the required torque TQ increases. The opening degree of the EGR control valve 29 is gradually increased from nearly fully closed to fully opened as the required torque TQ increases. In the example shown in FIG. 11, in the first operating region I, the EGR rate is approximately 70%, and the air-fuel ratio is a slightly lean air-fuel ratio.

  In other words, in the first operating region I, the EGR rate is approximately 70%, and the opening degree of the throttle valve 21 and the opening degree of the EGR control valve 29 are controlled so that the air-fuel ratio becomes a slightly lean air-fuel ratio. In the first operation region I, fuel injection is performed before the compression top dead center TDC. In this case, the injection start timing θS is delayed as the required torque TQ is increased, and the injection completion timing θE is also delayed as the injection start timing θS is delayed.

  During the idling operation, the throttle valve 21 is closed to near full close, and at this time, the EGR control valve 29 is also closed to close to full close. When the throttle valve 21 is closed close to being fully closed, the pressure in the combustion chamber 5 at the start of compression becomes low, so the compression pressure becomes small. When the compression pressure is reduced, the compression work by the piston 4 is reduced, so that the vibration of the engine body 1 is reduced. That is, during idling operation, the throttle valve 21 is closed close to being fully closed in order to suppress vibration of the engine body 1.

  On the other hand, when the operating range of the engine is changed from the first operating range I to the second operating range II, the opening degree of the throttle valve 21 is increased stepwise from about 2/3 opening degree to the full opening direction. At this time, in the example shown in FIG. 11, the EGR rate is decreased in a step-like manner from approximately 70% to 40% or less, and the air-fuel ratio is increased in a step-like manner. That is, since the EGR rate exceeds the EGR rate range (FIG. 7) that generates a large amount of smoke, a large amount of smoke may be generated when the engine operating region changes from the first operating region I to the second operating region II. Absent.

  In the second operation region II, the second combustion, that is, the conventional combustion is performed. Although some soot and NOx are generated in this combustion method, the thermal efficiency is higher than that in low-temperature combustion. Therefore, when the engine operating region is changed from the first operating region I to the second operating region II, as shown in FIG. The injection amount is reduced stepwise. In the second operation region II, the throttle valve 21 is kept fully open except for a part thereof, and the opening degree of the EGR control valve 29 is gradually reduced as the required torque TQ increases. In this operation region II, the EGR rate decreases as the required torque TQ increases, and the air-fuel ratio decreases as the required torque TQ increases. However, the air-fuel ratio is made a lean air-fuel ratio even when the required torque TQ increases. In the second operation region II, the injection start timing θS is set near the compression top dead center.

  FIG. 12 shows the air-fuel ratio A / F in the first operating region I. In FIG. 12, the curves indicated by A / F = 15.5, A / F = 16, A / F = 17, and A / F = 18 are when the air-fuel ratio is 15.5, 16, 17, and 18, respectively. The air-fuel ratio between the curves is determined by proportional distribution. As shown in FIG. 12, the air-fuel ratio is lean in the first operating region I, and in the first operating region I, the air-fuel ratio A / F is leaner as the required torque TQ is lower.

  That is, the lower the required torque TQ, the smaller the amount of heat generated by combustion. Therefore, low temperature combustion can be performed even if the EGR rate is lowered as the required torque TQ is lowered. When the EGR rate is lowered, the air-fuel ratio increases, and therefore the air-fuel ratio A / F increases as the required torque TQ decreases as shown in FIG. As the air-fuel ratio A / F increases, the fuel consumption rate improves. Therefore, in order to make the air-fuel ratio as lean as possible, in the embodiment of the present invention, the air-fuel ratio A / F increases as the required torque TQ decreases.

  The injection amount Q in the first operation region I is stored in advance in the ROM 52 in the form of a map as a function of the required torque TQ and the engine speed N as shown in FIG. The injection start timing θS at I is stored in advance in the ROM 52 in the form of a map as a function of the required torque TQ and the engine speed N as shown in FIG.

  Further, the target opening ST of the throttle valve 21 necessary for setting the air-fuel ratio to the target air-fuel ratio A / F shown in FIG. 12 corresponding to the operating state of the engine and the EGR rate to the target EGR rate corresponding to the operating state of the engine. 14 is stored in advance in the ROM 52 in the form of a map as a function of the required torque TQ and the engine speed N as shown in FIG. 14A, and the target shown in FIG. 12 according to the operating state of the engine. As shown in FIG. 14B, the target opening degree SE of the EGR control valve 29 required for setting the air-fuel ratio A / F and setting the EGR rate to the target EGR rate corresponding to the engine operating state is the required torque TQ and As a function of the engine speed N, it is stored in advance in the ROM 52 in the form of a map.

FIG. 15 shows the target air-fuel ratio when the second combustion, that is, normal combustion by the conventional combustion method is performed. In FIG. 15, the curves indicated by A / F = 24, A / F = 35, A / F = 45, and A / F = 60 indicate the target air-fuel ratios 24, 35, 45, and 60, respectively.
The injection amount Q when the second combustion is performed is stored in the ROM 52 in advance in the form of a map as a function of the required torque TQ and the engine speed N as shown in FIG. The injection start timing θS when combustion is performed is stored in advance in the ROM 52 in the form of a map as a function of the required torque TQ and the engine speed N as shown in FIG.

  Further, the target opening ST of the throttle valve 21 required for setting the air-fuel ratio to the target air-fuel ratio A / F shown in FIG. 15 corresponding to the operating state of the engine and the EGR rate to the target EGR rate corresponding to the operating state of the engine. Is stored in advance in the ROM 52 in the form of a map as a function of the required torque TQ and the engine speed N as shown in FIG. 17A, and the target shown in FIG. 15 according to the operating state of the engine. As shown in FIG. 17B, the target opening degree SE of the EGR control valve 29 required for setting the air-fuel ratio A / F and setting the EGR rate to the target EGR rate corresponding to the engine operating state is the required torque TQ and As a function of the engine speed N, it is stored in advance in the ROM 52 in the form of a map.

  Next, basic operation control of the internal combustion engine of the present embodiment will be described with reference to FIG. Referring to FIG. 18, first, at step 100, it is judged if a flag indicating that the operating state of the internal combustion engine is in the first operating region I is set. When it is determined in step 100 that the flag is set, that is, when the operating state of the internal combustion engine is in the first operating state I, the routine proceeds to step 101 where the engine required load L is from the first boundary X (N). Is also increased (L> X (N)).

  When it is determined in step 101 that L ≦ X (N), the routine proceeds to step 103 where operation control I (that is, first combustion) is executed. That is, in step 103, the target opening ST of the throttle valve 20 is calculated from the map shown in FIG. 14A, and the opening of the throttle valve 20 is set as the target opening ST. The map shown in FIG. From this, the target opening degree SE of the EGR control valve 31 is calculated, the opening degree of the EGR control valve 31 is set as the target opening degree SE, and the target fuel injection amount Q is calculated from the map shown in FIG. The target injection start timing θS is calculated from the map shown in FIG. 13 (B), and fuel of the target fuel injection amount Q is injected from the fuel injection valve 6.

  When it is determined at step 101 that L> X (N), the routine proceeds to step 102 where the flag is reset, and then the routine proceeds to step 106 where operation control II (ie, second combustion) is executed. That is, in step 106, the target opening ST of the throttle valve 20 is calculated from the map shown in FIG. 17A, and the opening of the throttle valve 20 is set as the target opening ST, and the map shown in FIG. The target opening degree SE of the EGR control valve 31 is calculated from this, the opening degree of the EGR control valve 31 is set as the target opening degree SE, and the target fuel injection amount Q is calculated from the map shown in FIG. The target injection start timing θS is calculated from the map shown in FIG. 16 (B), and fuel of this target fuel injection amount Q is injected from the fuel injection valve 6.

  Next, the structure of the filter 24 housed in the casing 25 in FIGS. 1 and 3 will be described with reference to FIG. In FIG. 19, (A) shows a front view of the filter 24, and (B) shows a side cross-sectional view of the filter 24. As shown in FIGS. 19A and 19B, the filter 24 has a honeycomb structure and includes a plurality of exhaust flow passages 60 and 61 extending in parallel with each other. These exhaust flow passages include an exhaust gas inflow passage 60 whose downstream end is closed by a plug 62 and an exhaust gas outflow passage 61 whose upstream end is closed by a plug 63. In FIG. 19A, hatched portions indicate plugs 63. Therefore, the exhaust gas inflow passages 60 and the exhaust gas outflow passages 61 are alternately arranged via the thin partition walls 64. In other words, each of the exhaust gas inflow passages 60 and the exhaust gas outflow passages 61 is surrounded by four exhaust gas outflow passages 61, and each exhaust gas outflow passage 61 is surrounded by four exhaust gas inflow passages 60. Arranged so that.

The filter 24 is made of, for example, a porous material such as cordierite. Therefore, the exhaust gas flowing into the exhaust gas inflow passage 60 passes through the surrounding partition wall 64 as indicated by an arrow in FIG. And flows into the adjacent exhaust gas outflow passage 61.
In the embodiment of the present invention, a carrier layer made of, for example, alumina is formed on the peripheral wall surfaces of the exhaust gas inflow passages 60 and the exhaust gas outflow passages 61, that is, on both side surfaces of the partition walls 64 and on the pore inner wall surfaces of the partition walls 64. The noble metal catalyst on this support, and the activity of taking in and holding oxygen when excess oxygen is present in the surroundings and releasing the held oxygen in the form of active oxygen when the surrounding oxygen concentration is lowered An oxygen release agent is supported.

  In this case, platinum Pt is used as a noble metal catalyst in the examples according to the present invention, and alkali metal such as potassium K, sodium Na, lithium Li, cesium Cs, and rubidium Rb, barium Ba, calcium Ca as active oxygen release agents. At least one selected from alkaline earth metals such as strontium Sr, rare earths such as lanthanum La, yttrium Y, cerium Ce, and transition metals is used.

In this case, it is preferable to use an alkali metal or alkaline earth metal having a higher ionization tendency than calcium Ca, that is, potassium K, lithium Li, cesium Cs, rubidium Rb, barium Ba, and strontium Sr as the active oxygen release agent.
Next, the action of removing fine particles in the exhaust gas by the filter 24 will be described by taking as an example the case where platinum Pt and potassium K are supported on the carrier, but other noble metals, alkali metals, alkaline earth metals, rare earths, and transition metals are used. However, the same fine particle removing action is performed.

In the compression ignition type internal combustion engine as shown in FIG. 1 and FIG. 3, combustion is performed under excess air, and therefore the exhaust gas contains a large amount of excess air. That is, if the ratio of the air and the fuel supplied into the intake passage, the combustion chamber 5 and the exhaust passage is referred to as the air-fuel ratio of the exhaust gas, the compression ignition type internal combustion engine as shown in FIGS. The fuel ratio is lean. Further, since NO is generated in the combustion chamber 5, NO is contained in the exhaust gas. The fuel contains sulfur S, and this sulfur S reacts with oxygen in the combustion chamber 5 to become SO ₂ . Therefore, SO ₂ is contained in the exhaust gas. Therefore, exhaust gas containing excess oxygen, NO, and SO ₂ flows into the exhaust gas inflow passage 60 of the filter 24.

20A and 20B schematically show enlarged views of the surface of the carrier layer formed on the inner peripheral surface of the exhaust gas inflow passage 60 and the inner wall surface of the pores in the partition wall 64. FIG. In FIGS. 20A and 20B, reference numeral 70 denotes platinum Pt particles, and reference numeral 71 denotes an active oxygen release agent containing potassium K.
These oxygen O ₂ is O as shown in the exhaust gas because the exhaust gas as described above contains a large amount of excess oxygen flowing into the exhaust gas inflow passages 60 of the filter 24 Fig. 20 (A) ₂ ^- or is deposited on the surface of the platinum Pt in the O ^2- shape. On the other hand, NO in the exhaust gas reacts with O ₂ ⁻ or O ²⁻ on the surface of platinum Pt to become NO ₂ (2NO + O ₂ → 2NO ₂ ). Next, a part of the produced NO ₂ is absorbed on the active oxygen release agent 71 while being oxidized on platinum Pt, and is combined with potassium K to form nitrate ions NO ₃ ⁻ as shown in FIG. Then, it diffuses into the active oxygen release agent 71 and some nitrate ions NO ₃ ⁻ produce potassium nitrate KNO ₃ .

On the other hand, as described above, SO ₂ is also contained in the exhaust gas, and this SO ₂ is also absorbed into the active oxygen release agent 71 by the same mechanism as NO. That is, as described above, oxygen O ₂ is attached to the surface of platinum Pt in the form of O ₂ ⁻ or O ²⁻ , and SO ₂ in the exhaust gas reacts with O ₂ ⁻ or O ^{2− on} the surface of platinum Pt. To SO ₃ . Next, a part of the produced SO ₃ is absorbed into the active oxygen release agent 71 while being further oxidized on platinum Pt, and is combined with potassium K in the form of nitrate ion SO ₄ ^{2− into} the active oxygen release agent 71. Diffusion to produce potassium sulfate K ₂ SO ₄ . In this way, potassium nitrate KNO ₃ and potassium sulfate K ₂ SO ₄ are generated in the active oxygen release catalyst 71.

  On the other hand, fine particles mainly made of carbon C, that is, soot are generated in the combustion chamber 5, and therefore these fine particles are contained in the exhaust gas. However, as described above, when low-temperature combustion is performed, the amount of particulates in the exhaust gas is extremely small. In any case, these fine particles contained in the exhaust gas are shown when the exhaust gas flows in the exhaust gas inflow passage 60 of the filter 24 or when it goes from the exhaust gas inflow passage 60 to the exhaust gas outflow passage 61. As shown by 72 in 20 (B), it contacts and adheres to the surface of the carrier layer, for example, the surface of the active oxygen release agent 71.

When the fine particles 72 adhere to the surface of the active oxygen release agent 71 as described above, the oxygen concentration at the contact surface between the fine particles 72 and the active oxygen release agent 71 decreases. When the oxygen concentration is lowered, a concentration difference is generated between the active oxygen release agent 71 having a high oxygen concentration, and thus oxygen in the active oxygen release agent 71 is directed toward the contact surface between the fine particles 72 and the active oxygen release agent 71. Try to move. As a result, potassium nitrate KNO ₃ formed in the active oxygen release agent 71 is decomposed into potassium K, oxygen O, and NO, and the oxygen O moves toward the contact surface between the fine particles 72 and the active oxygen release agent 71, and NO is Released from the active oxygen release agent 71 to the outside. The NO released to the outside is oxidized on the platinum Pt on the downstream side and is again absorbed in the active oxygen release agent 71.

On the other hand, the potassium sulfate K ₂ SO ₄ formed in the active oxygen release agent 71 at this time is also decomposed into potassium K, oxygen O, and SO _2, and the oxygen O contacts the fine particles 72 and the active oxygen release agent 71. Then, SO ₂ is released from the active oxygen release agent 71 to the outside. The SO ₂ released to the outside is oxidized on the platinum Pt on the downstream side and is again absorbed in the active oxygen release agent 71.

On the other hand, oxygen O toward the contact surface between the fine particles 72 and the active oxygen release agent 71 is oxygen decomposed from a compound such as potassium nitrate KNO ₃ or potassium sulfate K ₂ SO ₄ . Oxygen O decomposed from the compound has high energy and has extremely high activity. Therefore, oxygen toward the contact surface between the fine particles 72 and the active oxygen release agent 71 is active oxygen O. When these active oxygen O comes into contact with the fine particles 72, the fine particles 72 are oxidized without emitting a luminous flame within a short time, and the fine particles 72 are completely extinguished. Therefore, the fine particles 72 are not deposited on the filter 24. The fine particles 72 adhering to the filter 24 in this way are oxidized by active oxygen O, but these fine particles 72 are also oxidized by oxygen in the exhaust gas.

  When the fine particles deposited in a laminated form on the filter 24 are burned, the filter 24 becomes red hot and burns with a flame. Combustion with such a flame will not last unless the temperature is high, and therefore the temperature of the filter 24 must be maintained at a high temperature in order to sustain the combustion with such a flame.

  On the other hand, in the embodiment of the present invention, the fine particles 72 are oxidized without emitting a bright flame as described above, and at this time, the surface of the filter 24 is not red hot. In other words, in the embodiment of the present invention, the fine particles 72 are removed by oxidation at a considerably low temperature. Therefore, the particulate removal action by oxidation of the particulate 72 that does not emit a luminous flame in the embodiment of the present invention is completely different from the particulate removal action by combustion accompanied by a flame.

  By the way, since platinum Pt and the active oxygen release agent 71 are activated as the temperature of the filter 24 increases, the amount of active oxygen O that can be released by the active oxygen release agent 71 per unit time increases as the temperature of the filter 24 increases. Therefore, the amount of fine particles that can be removed by oxidation without emitting a bright flame per unit time on the filter 24 increases as the temperature of the filter 24 increases.

  The solid line in FIG. 21 indicates the amount G of fine particles that can be removed by oxidation without emitting a bright flame per unit time. In FIG. 21, the horizontal axis indicates the temperature TF of the filter 24. The amount of fine particles discharged from the combustion chamber 5 per unit time is referred to as the discharged fine particle amount M. When the discharged fine particle amount M is smaller than the oxidizable and removable fine particles G, that is, in the region I in FIG. As soon as all the fine particles that have come into contact with the filter 24, they are oxidized and removed on the filter 24 without emitting a bright flame in a short time.

In contrast, when the amount M of discharged particulate is larger than the amount G of particulate that can be removed by oxidation, that is, in the region II of FIG. 21, the amount of active oxygen is insufficient to oxidize all the particulates. 22A to 22C show the state of oxidation of fine particles in such a case.
That is, when the amount of active oxygen is insufficient to oxidize all the fine particles, as shown in FIG. 22A, when the fine particles 72 adhere on the active oxygen release agent 71, only a part of the fine particles 72 is oxidized. Fine particle portions that are not sufficiently oxidized remain on the carrier layer. Next, when the state where the amount of active oxygen is insufficient continues, the fine particle portions that have not been oxidized from one to the next remain on the carrier layer. As a result, as shown in FIG. The remaining fine particle portion 73 is covered.

The residual fine particle portion 73 covering the surface of the carrier layer gradually changes to a carbonaceous material that is hardly oxidized, and thus the residual fine particle portion 73 tends to remain as it is. Further, when the surface of the carrier layer is covered with the residual fine particle portion 73, the oxidizing action of NO and SO ₂ by the platinum Pt and the releasing action of the active oxygen by the active oxygen release agent 71 are suppressed. As a result, as shown in FIG. 22C, other fine particles 74 are deposited on the residual fine particle portion 73 one after another. That is, the fine particles are deposited in a laminated form. Thus, when the fine particles are deposited in a laminated form, since these fine particles are separated from the platinum Pt and the active oxygen release agent 71, even if the fine particles are easily oxidized, they are no longer oxidized by the active oxygen O. Therefore, further fine particles are deposited on the fine particles 74 one after another. That is, if the amount M of the discharged particulates continues to be larger than the amount G of particulates that can be removed by oxidation, the particulates accumulate on the filter 24 in a layered manner, so that the exhaust gas temperature is raised or the temperature of the filter 24 is increased. Unless the temperature is raised, the accumulated particulates cannot be ignited and burned.

  As described above, in the region I in FIG. 21, the fine particles are oxidized on the filter 24 within a short time without generating a bright flame, and in the region II in FIG. 21, the fine particles are deposited on the filter 24 in a laminated form. Therefore, in order to prevent the fine particles from accumulating on the filter 24 in a laminated form, it is necessary to make the amount M of discharged fine particles smaller than the amount G of fine particles that can be always removed by oxidation.

  As can be seen from FIG. 21, the filter 24 used in the embodiment of the present invention can oxidize the particulates even when the temperature TF of the filter 24 is considerably low. Therefore, the compression ignition shown in FIGS. In the internal combustion engine, it is possible to maintain the amount M of discharged particulate and the temperature TF of the filter 24 so that the amount M of discharged particulate is usually smaller than the amount G of particulate that can be removed by oxidation. Therefore, in the embodiment of the present invention, the amount M of discharged particulate and the temperature TF of the filter 24 are maintained so that the amount M of discharged particulate is usually smaller than the amount G of particulate that can be removed by oxidation.

  In this way, if the amount M of discharged particulate is maintained to be usually smaller than the amount G of particulate that can be removed by oxidation, no particulates are deposited on the filter 24. As a result, the pressure loss of the exhaust gas flow in the filter 24 does not change at all, and is maintained at a substantially constant minimum pressure loss value. Thus, a reduction in engine output can be kept to a minimum.

  The action of removing fine particles by oxidation of the fine particles is performed at a considerably low temperature. Therefore, the temperature of the filter 24 does not rise so much, and therefore there is almost no risk that the filter 24 will deteriorate. Further, since no fine particles are deposited on the filter 24, there is less risk of ash aggregation, and therefore, there is less risk of clogging the filter 24.

By the way, this clogging is mainly caused by calcium sulfate CaSO ₄ . That is, combustion and lubricating oil contain calcium Ca, and therefore, exhaust Ca contains calcium Ca. This calcium Ca produces calcium sulfate CaSO ₄ in the presence of SO ₃ . This calcium sulfate CaSO ₄ is solid and does not thermally decompose even at high temperatures. Accordingly, calcium sulfate CaSO ₄ is produced, and clogging occurs when the pores of the filter 24 are blocked by the calcium sulfate CaSO ₄ .

However, in this case, if an alkali metal or alkaline earth metal having a higher ionization tendency than calcium Ca is used as the active oxygen release agent 71, for example, potassium K, SO ₃ diffused into the active oxygen release agent 71 is combined with potassium K. Potassium sulfate K ₂ SO ₄ is formed, and calcium Ca flows out into the exhaust gas outflow passage 61 through the partition wall 64 of the filter 24 without being combined with SO ₃ . Therefore, the pores of the filter 24 are not clogged. Therefore, as described above, as the active oxygen release agent 71, an alkali metal or alkaline earth metal having a higher ionization tendency than calcium Ca, that is, potassium K, lithium Li, cesium Cs, rubidium Rb, barium Ba, and strontium Sr is used. Would be preferable.

  The embodiment of the present invention basically intends to maintain the amount M of discharged fine particles smaller than the amount G of fine particles that can be removed by oxidation in all operating states. In practice, however, it is almost impossible to make the amount M of discharged particulates smaller than the amount G of particulates that can be removed by oxidation in all operating states. For example, when the engine is started, the temperature of the normal filter 24 is low. Therefore, at this time, the amount M of normally discharged fine particles is larger than the amount G of fine particles that can be removed by oxidation. Therefore, in the embodiment according to the present invention, the discharged particulate amount M is normally continuously smaller than the oxidizable and removable particulate amount G except for a special case immediately after the engine is started.

  If the amount M of discharged particulate is larger than the amount G of particulate that can be removed by oxidation as immediately after the engine is started, a portion of the particulate that has not been oxidized begins to remain on the filter 24. However, when the particulate portion that has not been oxidized in this way is beginning to remain, that is, when the particulate matter is deposited below a certain limit, if the discharged particulate amount M is smaller than the particulate amount G that can be removed by oxidation, the residual particulate portion is Oxidation is removed by the active oxygen O without generating a luminous flame. Therefore, in the embodiment of the present invention, in a special operating state such as immediately after the engine is started, only the amount of fine particles below a certain limit that can be removed by oxidation when the amount M of discharged fine particles is smaller than the amount of fine particles G that can be removed by oxidation is filtered 24. The amount M of discharged particulate and the temperature TF of the filter 24 are maintained so as not to be stacked on top.

  Even if the discharged particulate amount M and the temperature TF of the filter 24 are maintained in this way, the particulates may be deposited on the filter 24 for some reason. Even in such a case, when the air-fuel ratio of a part or the whole of the exhaust gas is temporarily made rich, the fine particles deposited on the filter 24 are oxidized without emitting a luminous flame. That is, when the air-fuel ratio of the exhaust gas is made rich, that is, when the oxygen concentration in the exhaust gas is lowered, the active oxygen O is released from the active oxygen release agent 71 to the outside at once, and the active oxygen O released at once The deposited fine particles can be oxidized and removed in a short time without generating a luminous flame.

  As described above, in the embodiment according to the present invention, a carrier layer made of alumina, for example, is formed on both side surfaces of each partition wall 64 of the filter 24 and on the inner wall surface of the pores in the partition wall 64. A precious metal catalyst and an active oxygen release agent are supported. Further, in the embodiment according to the present invention, when the air-fuel ratio of the exhaust gas flowing into the noble metal catalyst and the filter 24 is lean on this carrier, the air-fuel ratio of the exhaust gas that absorbs NOx contained in the exhaust gas and flows into the filter 24 is reduced. A NOx absorbent that releases the absorbed NOx when the stoichiometric air-fuel ratio or richness is reached is supported.

  In the embodiment of the present invention, platinum Pt is used as the noble metal catalyst, and as the NOx absorbent, an alkali metal such as potassium K, sodium Na, lithium Li, cesium Cs, rubidium Rb, barium Ba, calcium Ca, strontium Sr. At least one selected from alkaline earth such as lanthanum La and rare earth such as yttrium Y is used. As can be seen from comparison with the metal constituting the active oxygen release agent described above, the metal constituting the NOx absorbent and the metal constituting the active oxygen release agent are largely the same.

In this case, different metals can be used as the NOx absorbent and the active oxygen release agent, respectively, or the same metal can be used. When the same metal is used as the NOx absorbent and the active oxygen release agent, both the function as the NOx absorbent and the function as the active oxygen release agent are performed simultaneously.
Incidentally, as described above, the temperature of the exhaust gas discharged from the combustion chamber 5 at the time of low-temperature combustion is high. For this reason, the temperature of the filter 24 is also high during low temperature combustion. Here, when switching from low temperature combustion to normal combustion, a larger amount of exhaust gas is discharged from the combustion chamber 5 than in the low temperature combustion, flows into the filter 24, and takes heat away from the high temperature filter 24. Therefore, when the low temperature combustion is switched to the normal combustion, the temperature of the exhaust gas flowing out from the filter 24 is high temporarily. In this embodiment, the exhaust gas is sampled as EGR gas from the downstream side of the filter 24 and introduced into the engine intake passage. Therefore, when the low temperature combustion is switched to the normal combustion, the high temperature EGR gas enters the engine intake passage. Will flow in. In this case, the engine intake passage may be thermally damaged by the heat of the EGR gas, which is not preferable.

Therefore, in this embodiment, when the combustion mode returns to normal combustion, the thermal damage to the engine intake passage described above is avoided by executing one of the two normal combustion return control operations described below. Like that.
That is, in the first normal combustion recovery control, the EGR gas to be introduced into the engine intake passage when the combustion is switched from the low temperature combustion to the normal combustion is cooled more strongly than normally required by the intercooler 30. According to this, since the high temperature EGR gas does not flow into the engine intake passage when the low temperature combustion is switched to the normal combustion, the thermal damage to the engine intake passage can be avoided.

In this control, the cooling intensity of the intercooler 30 is set to the normal intensity when a predetermined time has elapsed after the low temperature combustion is switched to the normal combustion, or the cooling intensity of the intercooler 30 is switched to the normal combustion from the low temperature combustion. After being made stronger than usual, its strength is gradually weakened to obtain normal strength.
In the second normal combustion recovery control, when the low temperature combustion is switched to the normal combustion, the EGR rate is not immediately set to the target EGR rate required at the normal combustion, but is set to an EGR rate smaller than the target EGR rate. Thus, the amount of EGR gas flowing into the engine intake passage per unit time is reduced. According to this, when the low temperature combustion is switched to the normal combustion, the hot EGR gas flows into the engine intake passage, but since the amount of the inflow is small, thermal damage to the engine intake passage can be avoided.

In this control, when a predetermined time has elapsed since the low temperature combustion is switched to the normal combustion, the EGR rate is set as the target EGR rate, or the low temperature combustion is switched to the normal combustion and the EGR rate is the target EGR rate when the normal combustion is performed. The EGR rate is gradually increased after being reduced to a target EGR rate.
Of course, when the low temperature combustion is switched to the normal combustion, both of the above two normal combustion return control are performed in order to reduce the amount of heat given by the EGR gas to the engine intake passage per unit time below a certain predetermined amount. May be executed.

  Incidentally, thermal damage to the engine intake passage may be more reliably avoided by executing the control described below in addition to the above-described normal combustion return control. That is, in the present embodiment, the output from the internal combustion engine and the output from the electric motor are combined at a ratio determined according to the engine operating state so that the required output is obtained. More specifically, if the required output is the same, the internal combustion engine and the electric motor are controlled so that the output ratio of the internal combustion engine to the output of the electric motor 37 during normal combustion is larger than that during low temperature combustion. Therefore, if the combination ratio is changed as described above when the low-temperature combustion is switched to the normal combustion, a large amount of high-temperature EGR gas flows into the engine intake passage per unit time.

  Therefore, when low-temperature combustion is switched to normal combustion, one of the two normal combustion return control operations described above is executed, and the ratio of the combined output of the internal combustion engine to the output from the electric motor 37 is a target at a stretch. Gradually increase to the target ratio without increasing to. According to this, when the low temperature combustion is switched to the normal combustion, the required load on the internal combustion engine does not increase at a stretch. Therefore, when the first normal combustion return control is executed, a relatively small amount of EGR is used. When only the gas flows into the intercooler 30, the temperature of the high-temperature EGR gas can be surely lowered to the desired temperature, and the second normal combustion return control described above is being executed. Furthermore, only a small amount of EGR gas flows into the engine intake passage. Thus, if the control is executed in accordance with the above-described two normal combustion return control, thermal damage to the engine intake passage can be avoided more reliably.

Of course, this control may be executed independently irrespective of the above-described two normal combustion return control.
A flowchart for executing the above-described normal combustion return control is shown in FIGS. First, referring to FIG. 23 showing the first normal combustion return control described above, it is determined in step 200 whether or not the combustion mode is normal combustion. When it is determined at step 200 that the combustion mode is normal combustion, the routine proceeds to step 201. On the other hand, when it is determined in step 200 that the combustion mode is not normal combustion but so-called low-temperature combustion, the routine proceeds to step 206 where the cooling intensity C of the intercooler 30 is set to an intensity C _low set to be suitable for low-temperature combustion, Next, at step 207, the ratio (hereinafter referred to as output ratio) R _n of the output from the internal combustion engine to the output from the electric motor 37 is set to a ratio R _low set to be suitable for low-temperature combustion.

In step 201, it is determined whether or not a predetermined time tTH has elapsed (t ≧ tTH) from when the combustion mode is switched from low temperature combustion to normal combustion. Here, the predetermined time tTH is set to a time at which the exhaust gas collected as the EGR gas cannot be raised to a very high temperature by the filter 24.
Adding a positive correction coefficient K on the intensity C _nomal suitable since it is immediately after the low temperature combustion is switched to normal combustion intensity C of the intercooler 30 for normal combustion when it is judged not to be t ≧ tTH in step 201 the strength and then, then the ratio of the output ratio R _n obtained by adding the coefficient α to the previous output ratio R _n-1 in step 203. According to step 202, the cooling strength of the intercooler 30 is made stronger than the cooling strength during normal combustion. The output ratio R _n each time step 203 is executed according to the step 203 is brought close gradually toward the output ratio R _nomal during normal combustion.

On the other hand, when it is determined in step 201 that t ≧ tTH, the routine proceeds to step 204, where the intensity C normal of the intercooler 30 is set to an intensity C normal suitable for normal combustion, and then the _routine proceeds to step 205, where the output ratio R _{n is set} to normal combustion. The output ratio R _nomal required at the time is _assumed .
Next, the second normal combustion return control will be described with reference to the flowchart of FIG. First, at step 300, it is determined whether or not the combustion mode is normal combustion. When it is determined in step 300 that the combustion mode is normal combustion, the routine proceeds to step 301. On the other hand, the combustion mode is not the normal combustion in step 300, the opening degree D is set to be suitable for low temperature combustion opening degree D _n of the EGR control valve 29 proceeds to step 307 when it is determined that the so-called low temperature combustion and _low, then the ratio of the output from the internal combustion engine to the output from the electric motor 37 in step 308 (hereinafter, output ratio) and the ratio R _low is set to suit the R _n to low temperature combustion.

In step 301, it is determined whether or not a predetermined time tTH has elapsed (t ≧ tTH) from when the combustion mode is switched from low temperature combustion to normal combustion. Here, the predetermined time tTH is set similarly to the predetermined time in the flowchart shown in FIG.
When it is determined in step 301 that t ≧ tTH is not satisfied, the opening degree of the EGR control valve 29 immediately after the low temperature combustion is switched to the normal combustion is changed from the opening degree D _nomal suitable for the normal combustion to a positive correction count β. and opening degree of subtracting _n, then subtracting the positive value γ from the correction coefficient beta _n in step 303. The correction coefficient beta _n is the first time the routine proceeds to step 302 after returning to the normal combustion equal to angle D _nomal suitable for normal combustion, and thus in this case is the opening degree zero of the EGR control valve 29. Further, every time the routine passes through step 303, the correction coefficient β _n is gradually reduced, so that the opening degree D _n of the EGR control valve 29 is gradually increased.

Now the ratio of the output ratio R _n In step 304 the sum of the coefficient α to the previous output ratio R _n-1. Output ratio R _n each time step 304 is executed according to the step 304 is brought close gradually toward the output ratio R _nomal during normal combustion.
On the other hand, when it is determined in step 301 that t ≧ tTH, the routine proceeds to step 305, where the opening degree D _n of the EGR control valve 29 is made the opening degree D normal suitable for normal combustion, and then the _routine proceeds to step 306, where the output ratio R _{Let n} be the output ratio R _nomal required during normal combustion.

1 is an overall view of a compression ignition type internal combustion engine. It is side surface sectional drawing of an engine main body. It is a general view which shows another Example of a compression ignition type internal combustion engine. It is a figure which shows a request torque. It is a figure which shows the generation amount etc. of smoke and NOx. It is a figure which shows a combustion pressure. It is a figure which shows the relationship between the generation amount of smoke and an EGR rate. It is a figure which shows the relationship between the amount of injected fuel, and the amount of mixed gas. It is a figure which shows the gas temperature etc. in a combustion chamber. It is a figure which shows the 1st operation area | region I and the 2nd operation area | region II. It is a figure which shows the opening degree etc. of a throttle valve. FIG. 4 is a diagram showing an air-fuel ratio in a first operation region I. It is a figure which shows maps, such as injection quantity. It is a figure which shows the map of target opening degree, such as a throttle valve. It is a figure which shows the air fuel ratio in 2nd combustion. It is a figure which shows maps, such as injection quantity. It is a figure which shows the map of target opening degree, such as a throttle valve. 3 is a flowchart for controlling the operation of the internal combustion engine. It is a figure which shows a filter. It is a figure for demonstrating the oxidation effect | action of microparticles | fine-particles. It is a figure which shows the relationship between the amount of fine particles which can be oxidized and the temperature of a filter. It is a figure for demonstrating the deposition effect | action of microparticles | fine-particles. It is a flowchart for performing normal combustion return control. It is a flowchart for performing another normal combustion return control.

Explanation of symbols

6 Fuel Injection Valve 21 Throttle Valve 24 Particulate Filter 29 EGR Control Valve 37 Electric Motor

Claims (7)

  As the amount of inert gas in the combustion chamber increases, soot generation gradually increases and reaches a peak, and when the amount of inert gas in the combustion chamber further increases, the fuel during combustion in the combustion chamber and its surroundings This is a compression ignition internal combustion engine in which the soot temperature is lower than the soot generation temperature and soot is hardly generated, and the amount of inert gas in the combustion chamber is larger than the inert gas amount at which soot generation peaks. Switching means for selectively switching between the first combustion having a large amount and the second combustion having a smaller amount of the inert gas in the combustion chamber than the amount of the inert gas having a peak amount of soot generation; Exhaust gas purifying means for purifying components is disposed in the engine exhaust passage, and exhaust gas is circulated from the downstream side of the exhaust gas purifying means to the engine intake passage, thereby introducing an inert gas into the combustion chamber. Compression ignition internal combustion In this regard, an electric motor that generates a vehicle driving force separately from the driving force of the internal combustion engine is provided, and the required output is output from the electric motor and the internal combustion engine at a target ratio determined according to the engine operating state. When the amount of exhaust gas circulated by the exhaust gas recirculation passage is reduced from the required amount when the combustion of the engine is switched to the second combustion, it gradually increases to the required amount, and the output from the electric motor and the output from the internal combustion engine A compression ignition type internal combustion engine in which the ratio is gradually changed to a target ratio. 2. An NOx absorbent that absorbs NOx when the air-fuel ratio of the exhaust gas flowing into the exhaust purification means is lean and releases the absorbed NOx when the air-fuel ratio of the exhaust gas flowing in is rich or stoichiometric. 2. A compression ignition type internal combustion engine according to 1. A particulate filter is arranged in the engine exhaust passage, and the particulate matter discharged from the combustion chamber per unit time can be oxidized and removed on the particulate filter without emitting a bright flame per unit time as the particulate filter. The particulate filter having the function of the NOx absorbent, wherein the particulate filter in the exhaust gas is oxidized and removed without emitting a bright flame when particulates in the exhaust gas flow into the particulate filter when the amount of particulates that can be removed by oxidation is smaller. The compression ignition type internal combustion engine as described . The compression ignition internal combustion engine according to claim 3, wherein a noble metal catalyst is supported on the particulate filter . When excess oxygen is present in the surroundings, oxygen is taken in and retained, and when the surrounding oxygen concentration decreases, an active oxygen release agent that releases the retained oxygen in the form of active oxygen is supported on the particulate filter, and the particulates. 5. The compression ignition internal combustion engine according to claim 4, wherein when the fine particles adhere to the filter, the active oxygen is released from the active oxygen release agent, and the fine particles adhering to the particulate filter are oxidized by the released active oxygen. organ. The engine operating region is divided into a first operating region on the low load side and a second operating region on the high load side, and the first combustion is performed in the first operating region, and the second operating region in the second operating region. The compression ignition internal combustion engine according to claim 1, wherein the combustion is performed . The exhaust gas recirculation rate when the first combustion is performed is approximately 55% or more, and the exhaust gas recirculation rate when the second combustion is performed is approximately 50% or less. 2. A compression ignition type internal combustion engine according to 1.

Images