JP7448072B1 - Exhaust control device and exhaust control method - Google Patents

Abstract

An object of the present invention is to control exhaust gas so that the amount of NOx discharged and the amount of ammonia released are appropriate. An exhaust control device 50 includes an acquisition unit 521 that acquires load information regarding engine load, an intake air amount of the engine, and an oxygen concentration downstream of a catalyst provided in an exhaust path through which exhaust gas flows. , a first range of air-fuel ratio and a second range of oxygen concentration of the air-fuel mixture generated in the engine are set based on the load information, and the first range and the second range are set based on the intake air amount of the engine. and a determining unit 523 that determines the air-fuel ratio of the air-fuel mixture so that the oxygen concentration is included in the second range from the air-fuel ratio included in the first range. The unit 522 resets the first range and the second range based on the load information acquired by the acquisition unit every time the update time elapses from the time when the update time was previously set. Reset the update time based on the amount of intake air. [Selection diagram] Figure 5

Description

The present invention relates to an exhaust control device and an exhaust control method.

The exhaust purification device of Patent Document 1 determines a target value for the amount of ammonia adsorbed on the catalyst so that the amount of NOx (nitrogen oxide) emissions and the amount of ammonia flowing out are within a predetermined range, and the amount of ammonia is set to the target value. A rich spike is performed until the air-fuel ratio reaches a predetermined rich air-fuel ratio.

Unexamined Japanese Patent Publication No. 2017-36700

The air-fuel ratio suitable for keeping the NOx emission amount and the ammonia outflow amount within a predetermined range changes depending on the engine load. Therefore, if the air-fuel ratio when performing a rich spike is not suitable for the engine load, the problem is that NOx emissions will exceed the specified emission range before the ammonia outflow amount reaches the specified outflow range. was there.

The present invention has been made in view of these points, and it is an object of the present invention to control exhaust gas so that the amount of NOx discharged and the amount of ammonia outflow are appropriate.

An exhaust control device according to a first aspect of the present invention acquires load information regarding the load of an engine, an intake air amount of the engine, and an oxygen concentration downstream of a catalyst provided in an exhaust passage through which exhaust gas flows. an acquisition unit that sets a first range of air-fuel ratio of the air-fuel mixture generated in the engine and a second range of the oxygen concentration based on the load information; , an update time for the first range and the second range; a determining unit that determines the air-fuel ratio of the air-fuel ratio, and the setting unit is configured to set the obtaining unit to a time when the update time has elapsed, each time the update time has elapsed from the time when the update time was previously set. The first range and the second range are reset based on the acquired load information, and the update time is reset based on the intake air amount acquired by the acquisition unit at the time when the update time has elapsed. Set.

The setting unit sets the first range to be included in the second range corresponding to the load of the engine indicated by the load information acquired by the acquisition unit at a predetermined time, and the determination unit The air-fuel ratio is adjusted from the air-fuel ratio included in the first range so that the average value of the oxygen concentration acquired by the acquisition unit from the predetermined time before the current time is included in the second range. The air-fuel ratio of the mixture may also be determined.

The setting unit may set the first range such that the greater the load on the engine, the greater the ratio of oxygen indicated by the air-fuel ratio included in the first range.

The setting unit may set the second range such that the greater the load on the engine, the lower the oxygen concentration included in the second range.

The setting unit may set the update time to be shorter as the intake air amount is larger.

The acquisition unit may acquire the load information including a rotational speed of the engine and a fuel injection amount per stroke of the engine.

The first range corresponding to each rotation range obtained by dividing the engine rotation speed by a predetermined first number, and each injection amount range obtained by dividing the fuel injection amount per stroke of the engine by a predetermined second number; The setting unit further includes a storage unit that stores the second range, and the setting unit refers to the storage unit to determine the rotation range to which the engine rotation speed included in the load information belongs and the rotation range included in the load information. The first range and the second range may be set to correspond to the injection amount range to which the fuel injection amount belongs.

The setting section further includes a storage section that stores the update time corresponding to each air amount range obtained by dividing the intake air amount by a predetermined third number, and the setting section is configured to store the update time corresponding to each air amount range obtained by dividing the intake air amount by a predetermined third number; The update time may be set corresponding to an amount range.

The exhaust control method according to the second aspect of the present invention is performed by a computer, and includes load information regarding the load of the engine, an intake air amount of the engine, and oxygen downstream of a catalyst provided in an exhaust passage through which exhaust gas flows. a first range of the air-fuel ratio of the air-fuel mixture generated in the engine and a second range of the oxygen concentration based on the load information; a setting step of setting update times for the first range and the second range based on the intake air amount; and a setting step in which the oxygen concentration is included in the second range based on the air-fuel ratio included in the first range. and a determination step of determining the air-fuel ratio of the air-fuel mixture, and in the setting step, each time the update time elapses from the time when the update time was previously set, the update time is set at the time when the update time has elapsed. Based on the load information acquired in the acquisition step, the first range and the second range are reset, and based on the intake air amount acquired in the acquisition step at the time when the update time has elapsed, the Reset the update time.

According to the present invention, it is possible to control the exhaust gas so that the amount of NOx discharged and the amount of ammonia discharged are appropriate.

FIG. 1 is a diagram for explaining an overview of an exhaust control system S according to the present embodiment. FIG. 3 is a diagram showing NH3 concentration and NOx concentration corresponding to air-fuel ratio. The operation when the update time is constant is shown. The operation when changing the update time according to the load of the engine 10 is shown. 5 is a diagram showing the configuration of an exhaust control device 50. FIG. 5 is a diagram showing a processing sequence in the exhaust control device 50. FIG.

<Overview of exhaust control system S>
FIG. 1 is a diagram for explaining an overview of an exhaust control system S according to this embodiment. The exhaust control system S shown in FIG. 31, an air-fuel ratio sensor 40, an O2 sensor 41, and an exhaust control device 50. The exhaust control system S has a function of determining the air-fuel ratio of the air-fuel mixture generated inside the engine 10 based on the load of the engine 10. As an example, the load on the engine 10 is the rotational speed of the engine 10 and the amount of fuel injection per stroke of the engine 10.

The engine 10 is, for example, a CNG (Compressed Natural Gas) engine, and is an internal combustion engine that generates power by burning and expanding a mixture of fuel and intake air (air). The supercharger 11 is, for example, a turbocharger, and uses the flow of exhaust gas to increase the density of intake air. The supercharger 11 has a compressor C provided in an intake path 20 and a turbine T provided in an exhaust path 21. The turbine T rotates in response to exhaust gas flowing through the exhaust path 21 . The compressor C is connected to the turbine T via a connecting shaft, and compresses intake air by rotating together with the turbine T.

The injector 12 injects fuel in a fuel tank (not shown) into a combustion chamber within the engine 10. The air cleaner 13 is a filter that purifies the air supplied to the engine 10 by removing foreign substances such as dust and dirt contained in the air, and is provided upstream of the air intake passage 20 . The intake passage 20 is a passage through which air (intake air) supplied to the engine 10 flows, and the exhaust passage 21 is a passage through which exhaust gas from the engine 10 flows. The intake pressure sensor 14 is provided in the intake passage 20 and detects the air pressure (intake pressure) of air supplied to the engine 10.

The purification device 30 is a device for purifying the exhaust gas of the engine 10, and houses a catalyst 31. The catalyst 31 is, for example, a three-way catalyst, and purifies hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) contained in the exhaust gas of the engine 10. Specifically, the catalyst 31 oxidizes hydrocarbons to water and carbon dioxide, oxidizes carbon monoxide to carbon dioxide, and reduces nitrogen oxides to nitrogen. Further, the catalyst 31 generates ammonia when reducing nitrogen oxides to nitrogen.

The air-fuel ratio sensor 40 is provided downstream of the engine 10 and upstream of the catalyst 31 in the exhaust path 21, and detects the air-fuel ratio of the air-fuel mixture generated within the engine 10. The air-fuel ratio sensor 40 includes, for example, either an O2 sensor that detects the concentration of oxygen contained in the exhaust gas of the engine 10, or an air flow sensor that measures the amount of air taken into the engine 10. The O2 sensor 41 is provided downstream of the catalyst 31 and detects the oxygen concentration (hereinafter referred to as "O2 concentration") contained in the exhaust gas of the engine 10. The O2 sensor 41 outputs a voltage value corresponding to the O2 concentration. For example, the O2 sensor 41 outputs a lower voltage value as the O2 concentration is higher, and outputs a higher voltage value as the O2 concentration is lower.

The exhaust control device 50 is a casing containing electronic components or a printed circuit board on which electronic components are mounted. The exhaust control device 50 controls the concentration of ammonia (hereinafter referred to as "NH3 concentration") and the concentration of nitrogen oxides (hereinafter referred to as "NOx concentration") contained in the exhaust gas discharged by the exhaust control system S within a predetermined range (for example, , less than 10 ppm). For example, the exhaust control device 50 determines the air-fuel ratio so that the NH3 concentration and the NOx concentration fall within a predetermined range, and causes the injector 12 to inject fuel based on the fuel injection amount corresponding to the air-fuel ratio.

FIG. 2 is a diagram showing NH3 concentration and NOx concentration corresponding to the air-fuel ratio. FIG. 2(a) shows the NOx concentration corresponding to the air-fuel ratio, and FIG. 2(b) shows the NH3 concentration corresponding to the air-fuel ratio. Further, FIG. 2(c) also shows the O2 concentration corresponding to the air-fuel ratio. The horizontal axis in FIG. 2 indicates the air-fuel ratio detected by the air-fuel ratio sensor 40. The vertical axis in FIG. 2(a) indicates the NOx concentration of the exhaust gas discharged by the exhaust control system S, the vertical axis in FIG. 2(b) indicates the NH3 concentration in the exhaust gas, and the vertical axis in FIG. 2(c) indicates the O2 concentration. The O2 concentration detected by the sensor 41 is shown. In FIG. 2, the load on the engine 10 corresponding to the broken line shown as a solid line (hereinafter referred to as "low load") is lower than the load on the engine 10 corresponding to the broken line shown as a broken line (hereinafter referred to as "high load"). .

As shown in FIG. 2(a), the leaner the air-fuel ratio (that is, the smaller the proportion of fuel contained in the air-fuel mixture), the higher the NOx concentration becomes. On the other hand, as shown in FIG. 2(b), the leaner the air-fuel ratio, the lower the NH3 concentration. Therefore, the exhaust control device 50 specifies a first range of air-fuel ratio and a second range of O2 concentration for keeping the NOx concentration and NH3 concentration within predetermined ranges, and from the air-fuel ratio included in the first range, O2 The air-fuel ratio is determined so that the concentration is within the second range. Specifically, when the engine 10 is under low load, the exhaust control device 50 determines the first range from the air-fuel ratio λ1 to the air-fuel ratio λ2 by referring to FIGS. 2(a) and 2(b). Then, by referring to FIG. 2(c), a second range from density P1 to density P2 is specified.

By identifying the first range and the second range in this way, the exhaust control device 50 determines the air-fuel ratio to bring the NOx concentration and the NH3 concentration within a predetermined range when the engine 10 is under low load. can. However, when the engine 10 changes to a high load, the first range for setting the NOx concentration and the NH3 concentration within the predetermined range is from the air-fuel ratio λ3 to the air-fuel ratio λ4, and the second range is from the concentration P3 to the concentration P4. . These ranges deviate from the first range and second range specified when the engine 10 is under low load, so if the ranges specified when the engine 10 is under low load are continued, the NOx concentration and NH3 concentration cannot be within a predetermined range.

Therefore, each time a predetermined period of time (hereinafter referred to as "update time") elapses, the exhaust control device 50 updates the first range of the air-fuel ratio and the second range of O2 concentration based on the load of the engine 10. Set. Specifically, if the engine 10 is under low load at the time when the update time has elapsed, the first range is reset from the air-fuel ratio λ1 to the air-fuel ratio λ2, and the second range is reset from the concentration P1 to the concentration P2. . On the other hand, when the engine 10 is under high load, the first range is reset from the air-fuel ratio λ3 to the air-fuel ratio λ4, and the second range is reset from the concentration P3 to the concentration P4. In this way, each time the update time elapses, the first range and the second range are reset based on the load of the engine 10, so that the NOx concentration and NH3 concentration contained in the exhaust gas are set within the predetermined ranges. be able to.

By the way, the catalyst 31 adsorbs oxygen generated when reducing NOx. The time required for the catalyst 31 to adsorb oxygen to the amount of oxygen that can be adsorbed (so-called O2 storage amount) becomes shorter as the amount of air supplied to the engine 10 increases. In other words, the time during which the first air-fuel ratio range for bringing the NOx concentration into a predetermined range, which corresponds to the O2 concentration detected by the O2 sensor 41, can be applied increases as the intake air amount of the engine 10 increases (as the load of the engine 10 increases). (the higher the value), the shorter it will be. Therefore, when the update time is constant, the higher the load on the engine 10, the shorter the time during which the catalyst 31 can adsorb oxygen than the time it takes to reset the first range. NOx cannot be reduced and is emitted.

Therefore, each time the update time elapses, the exhaust control device 50 determines the update time based on the amount of air supplied to the engine 10, which is determined by integrating the intake pressure detected by the intake pressure sensor 14 and the update time. Reset. FIGS. 3 and 4 are diagrams for explaining the operation of resetting the first range every time the update time elapses. FIG. 3 shows the operation when the update time is constant, and FIG. 4 shows the operation when the update time is changed depending on the load on the engine 10. The horizontal axis in FIG. 3 indicates time. The vertical axis in FIG. 3(a) indicates the NH3 concentration and the O2 sensor output value (that is, the voltage value output by the O2 sensor 41). The vertical axis in FIG. 3(b) indicates the median value of the first range for ease of explanation. The vertical axis in FIG. 3(c) indicates the NOx concentration H when the engine 10 is under a high load, and the NOx concentration L when the engine 10 is under a low load. In the horizontal and vertical axes of FIG. 4, the vertical axis of FIG. 4(b) is the median value H2 of the first range when the engine 10 is under high load, and the first range when the engine 10 is under low load. It differs from FIG. 3 in that it shows the median value L2, but is the same in other respects. Note that in FIGS. 3(c) and 4(c), the solid broken line indicates when the engine 10 is under low load (that is, when the intake air amount of the engine 10 is small), and the broken broken line indicates when the engine 10 is under high load. (ie, when the intake air amount of the engine 10 is large).

As shown in FIGS. 3A and 3B, the exhaust control device 50 lowers the NH3 concentration by resetting the first range from time 0 to time T3. As shown in FIGS. 3(a) and 3(c), when the engine 10 is under low load, the exhaust control device 50 controls the NH3 concentration to be lower than the target value A at a time after time T3. and achieve a NOx concentration L lower than the target value N. However, when the engine 10 is under high load, the exhaust control device 50 discharges exhaust gas with a NOx concentration H higher than the target value N from time T3 to time T4, as shown in FIG. 3(c). Therefore, as shown in FIG. 4(b), when the intake air amount of the engine 10 is large, the exhaust control device 50 determines that the engine 10 is under high load, and shortens the first range update time. As a result, as shown in FIG. 4(c), even if the engine 10 is under a high load, exhaust gas having a NOx concentration H lower than the target value N can be discharged from time T3 to time T4.

As described above, each time the update time elapses, the exhaust control device 50 resets the first range of air-fuel ratio and the second range of O2 concentration based on the load of the engine 10, and controls the intake air of the engine 10. By resetting the update time based on the amount, the exhaust can be controlled to achieve appropriate NOx emissions and NH3 emissions.
In addition, in FIGS. 2, 3, and 4, in order to simplify the explanation, the load of the engine 10 is divided into two (high load, low load), and the intake air amount of the engine 10 is divided into two (high load, low load). The intake air amount corresponds to the load and the intake air amount corresponds to the low load), but the invention is not limited to this. The exhaust control device 50 may divide the engine load into three or more areas, and reset the first range and second range corresponding to each of the divided load areas. The exhaust control device 50 may divide the intake air amount of the engine 10 into three or more regions, and reset the update time corresponding to each divided intake air amount region.
The configuration and operation of the exhaust control device 50 will be described in detail below.

<Configuration of exhaust control device 50>
FIG. 5 is a diagram showing the configuration of the exhaust control device 50. The exhaust control device 50 includes a storage section 51 and a control section 52. The control unit 52 includes an acquisition unit 521, a setting unit 522, and a determination unit 523.

The storage unit 51 includes, for example, a storage medium such as a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), or an SSD (Solid State Drive). The storage unit 51 stores programs executed by the control unit 52.

The storage unit 51 stores various types of information for the control unit 52 to determine the air-fuel ratio of the air-fuel mixture generated within the engine 10. The storage unit 51 stores, for example, each rotation range obtained by dividing the rotation speed of the engine 10 by a predetermined first number, and each injection amount range obtained by dividing the fuel injection amount per stroke of the engine by a predetermined second number, A first range of air-fuel ratio and a second range of O2 concentration corresponding to are stored. The storage unit 51 stores, for example, update times corresponding to each air amount range obtained by dividing the intake air amount of the engine 10 by a predetermined third number. The predetermined first number, the predetermined second number, and the predetermined third number are numbers from 8 to 16, for example. The first range, second range, and update time stored in the storage unit 51 are data determined by experiment or simulation.

The control unit 52 is, for example, a processor such as a CPU (Central Processing Unit) or an ECU (Electronic Control Unit). The control unit 52 functions as an acquisition unit 521, a setting unit 522, and a determination unit 523 by executing a program stored in the storage unit 51. Note that the control unit 52 may be configured with one processor, a plurality of processors, or a combination of one or more processors and an electronic circuit.
The configuration of each unit realized by the control unit 52 will be described below.

The acquisition unit 521 acquires load information regarding the load of the engine 10. The load information includes the rotation speed of the engine 10 and the amount of fuel injection per stroke of the engine 10. The acquisition unit 521 acquires the rotation speed of the engine 10 from a rotation speed sensor (not shown) provided on the flywheel, camshaft, or crank pulley of the engine 10, for example. The acquisition unit 521 acquires the fuel injection amount by calculating the fuel injection amount per stroke of the engine 10 based on the displacement, number of cylinders, filling efficiency, and air-fuel ratio of the engine 10, for example. Hereinafter, the amount of fuel injected per stroke of the engine 10 may be simply referred to as "the amount of fuel injected."

The acquisition unit 521 acquires the intake air amount of the engine 10. The acquisition unit 521 acquires the intake air amount by, for example, integrating the average value of the air pressure of the air supplied to the engine 10 detected by the intake pressure sensor 14 at the update time and the update time. Further, the acquisition unit 521 acquires, from the O2 sensor 41, the O2 concentration downstream of the catalyst 31 provided in the exhaust path 21 through which exhaust gas flows. The acquisition unit 521 acquires the O2 concentration, for example, by identifying the O2 concentration corresponding to the voltage value output by the O2 sensor 41. The acquisition unit 521 may acquire the air-fuel ratio of the air-fuel mixture generated within the engine 10 from the air-fuel ratio sensor 40.

The setting unit 522 sets a first range of air-fuel ratio and a second range of O2 concentration of the air-fuel mixture generated in the engine 10 based on the load information acquired by the acquisition unit 521. Update times for the first range and the second range are set based on the intake air amount obtained. Details of the operation of setting the first range, second range, and update time will be described later. As the setting unit 522 operates in this manner, the determining unit 523 determines the air-fuel ratio suitable for the load of the engine 10 so that the NOx concentration and the NH3 concentration fall within a predetermined range from the air-fuel ratio included in the first range. can be determined.

For example, the setting unit 522 sets the first range to be included in the second range corresponding to the load of the engine 10 indicated by the load information acquired by the acquisition unit 521 at a predetermined time. The predetermined time is the time from the time when the update time was previously set to the time when the update time has passed. For example, the setting unit 522 may specify the average value of the rotation speed of the engine 10 and the average value of the fuel injection amount per stroke of the engine 10 based on a plurality of pieces of load information acquired by the acquisition unit 521 at a predetermined time. Accordingly, it is specified that the load on the engine 10 at a predetermined time is high. Having identified that the load is high, the setting unit 522 sets a second range from concentration P3 to concentration P4 shown in FIG. 2(c), and sets the air-fuel ratio from air-fuel ratio λ3 to air-fuel ratio shown in FIG. 2(c). The first range is set up to λ4.

The setting unit 522 sets the first range such that, for example, the greater the load on the engine 10, the greater the ratio of oxygen indicated by the air-fuel ratio included in the first range. For example, the setting unit 522 sets the air-fuel ratio included in the first range to be leaner as the average value of the rotation speed of the engine 10 and the average value of the fuel injection amount of the engine 10 during a predetermined period of time are larger. By operating the setting unit 522 in this manner, it is possible to easily suppress the concentration of NH3 contained in the exhaust gas.

The setting unit 522 sets the second range such that, for example, the larger the load on the engine 10, the smaller the O2 concentration included in the second range. For example, the setting unit 522 sets the O2 concentration included in the second range to be smaller as the average value of the rotation speed of the engine 10 and the average value of the fuel injection amount of the engine 10 during a predetermined time period are larger. By operating the setting unit 522 in this manner, it is possible to set the first range according to the load of the engine 10. As a result, even if the load on the engine 10 changes, the NOx and NH3 concentrations of the exhaust gas can be kept within a predetermined range (for example, less than 10 ppm).

For example, the setting unit 522 sets the update time to be shorter as the intake air amount of the engine 10 is larger. Specifically, if the intake air amount of the engine 10 during the predetermined time is equal to or greater than the predetermined amount, the setting unit 522 determines that the engine 10 is in a high load state and sets the update time to 2 seconds. On the other hand, if the intake air amount of the engine 10 is less than the predetermined amount, it is determined that the engine 10 is in a low load state, and the setting unit 522 sets the update time to 5 seconds. By operating the setting unit 522 in this manner, it is possible to prevent the amount of oxygen adsorbed by the catalyst 31 from reaching the maximum value of the amount that can be adsorbed by the catalyst 31 before the update time elapses. As a result, the concentration of NOx contained in the exhaust gas can be easily suppressed.

The setting unit 522 selects the rotation range to which the rotation speed of the engine 10 included in the load information belongs and the fuel injection amount included in the load information, among the multiple rotation ranges and multiple injection amount ranges stored in the storage unit 51. You may set the injection amount range to which , and a first range and a second range corresponding to . The setting unit 522 specifies, for example, the average value of the rotation speed of the engine 10 and the average value of the fuel injection amount of the engine 10 during a predetermined period of time. By referring to the storage unit 51, the setting unit 522 sets the first range and the first range corresponding to the rotation range to which the specified average value of the rotation speed belongs and the injection amount range to which the specified average value of the fuel injection amount belongs. Set 2 ranges. By operating in this way, the setting unit 522 can divide the rotation speed of the engine 10 and the fuel injection amount into a plurality of regions, and therefore can finely set the first range and the second range. Further, the setting unit 522 can quickly set the first range and the second range by referring to the storage unit 51.

Furthermore, the setting section 522 may set an update time corresponding to the air amount range to which the intake air amount acquired by the acquisition section 521 belongs, among the plurality of air amount ranges stored in the storage section 51. The setting unit 522 specifies, for example, the average value of the intake air amount of the engine 10 over a predetermined period of time. The setting unit 522 refers to the storage unit 51 to set an update time corresponding to the air amount range to which the specified average value of the intake air amount belongs. By operating in this way, the setting unit 522 can divide the intake air amount into a plurality of regions, and therefore can finely set the update time. Further, the setting unit 522 can quickly set the update time by referring to the storage unit 51.

Furthermore, each time the update time has passed since the time when the update time was previously set, the setting unit 522 sets the first range and the second range based on the load information acquired by the acquisition unit 521 at the time when the update time has elapsed. and reset the update time based on the amount of intake air. For example, by referring to the storage unit 51, the setting unit 522 determines, at the time when the update time has elapsed, the number of rotations of the engine 10 and the fuel injection amount that are included in the load information acquired by the acquisition unit 521 at that time. Reset the first range and second range. At the time when the update time has elapsed, the setting unit 522 resets the update time based on the intake air amount acquired by the acquisition unit 521 at that time. Then, the setting unit 522 further resets the first range, second range, and update time at a time when the reset time has elapsed since the time when the update time was reset. By operating the setting unit 522 in this manner, even if the load on the engine 10 changes, the first range, second range, and update time suitable for the load can be set.

The setting unit 522 may reset the first range and the second range based on a plurality of pieces of load information from the time when the update time was previously set to the time when the update time has passed. The setting unit 522 may reset the update time based on a plurality of intake air amounts from the time when the update time was previously set to the time when the update time has passed. For example, at the time when the update time has passed, the setting unit 522 sets the average rotation speed of the engine 10 and the engine 10 based on the load information from the time when the update time was previously set to the time when the update time has passed. Determine the average value of the fuel injection amount. The setting unit 522 resets the first range and the second range corresponding to the specified average value of the rotation speed and the average value of the fuel injection amount of the engine 10 by referring to the storage unit 51. By operating the setting unit 522 in this manner, the load on the engine 10 can be specified with high accuracy, so the probability of setting the first range and the second range erroneously can be reduced.

For example, at the time when the update time has elapsed, the setting unit 522 specifies the average value of the intake air amount from the time when the update time was previously set to the time when the update time has elapsed. The setting unit 522 resets the update time corresponding to the specified average value of the intake air amount by referring to the storage unit 51. By operating the setting unit 522 in this manner, the intake air amount of the engine 10 can be specified with high accuracy, so that the probability of setting the update time incorrectly can be reduced.

The determining unit 523 determines the air-fuel ratio of the air-fuel mixture so that the O2 concentration is included in the second range from the air-fuel ratio included in the first range, and injects the air-fuel ratio into the injector 12 based on the fuel injection amount corresponding to the air-fuel ratio. Inject fuel. The fuel injection amount corresponding to the air-fuel ratio is stored in the storage unit 51.

For example, the determining unit 523 determines the air-fuel ratio included in the first range so that the average value of the O2 concentration acquired by the acquiring unit 521 from a predetermined time before the current time to the current time is included in the second range. Determine the air-fuel ratio of the mixture from The time a predetermined time before the current time is, for example, the time closest to the current time among the times at which the update time was previously set. For example, the determining unit 523 identifies the average value of the O2 concentration based on the plurality of O2 concentrations acquired by the acquiring unit 521 from a time a predetermined time before the current time to the current time. The determining unit 523 identifies the load on the engine 10 based on the load information acquired by the acquiring unit 521 from a time a predetermined time before the current time to the current time. Then, the determining unit 523 determines the air-fuel ratio so that the specified average value of the O2 concentration is included in the second range corresponding to the specified load.

For example, the determining unit 523 selects an air-fuel ratio corresponding to the median value of the second range from the air-fuel ratio included in the first range so that the average value of O2 concentration becomes the median value of the second range (i.e., the first median of the range). For example, when the load of the engine 10 is high and the average value of the O2 concentration is concentration P3 shown in FIG. In order to approach this value, the air-fuel ratio is determined to be the median value between the air-fuel ratio λ3 and the air-fuel ratio λ4. By operating the determining unit 523 in this manner, the O2 concentration can be included in the second range at a time later than the current time.

When the average value of O2 concentration is lower than the second range or higher than the second range, the determining unit 523 determines the O2 concentration that has the smallest difference from the average value of O2 concentration among the O2 concentrations included in the second range. Determine the air-fuel ratio corresponding to For example, when the load of the engine 10 is high and the average value of the O2 concentration is lower than the concentration P3 shown in FIG. Decide on λ3. By operating the determining unit 523 in this manner, the amount of change in the air-fuel ratio can be reduced, so that the air-fuel ratio can be gradually converged to the target air-fuel ratio.

Further, when the average value of the O2 concentration is lower than the second range or higher than the second range, the determining unit 523 determines that the difference from the average value of the O2 concentration is the largest among the O2 concentrations included in the second range. An air-fuel ratio corresponding to the O2 concentration may be determined. For example, when the load of the engine 10 is high and the average value of the O2 concentration is lower than the concentration P3 shown in FIG. Decide on λ4. By operating the determining unit 523 in this manner, the air-fuel ratio can be quickly converged to the target air-fuel ratio.

<Processing sequence in exhaust control device 50>
FIG. 6 is a diagram showing a processing sequence in the exhaust control device 50. The processing sequence shown in FIG. 6 shows an operation in which the setting unit 522 resets the first range, the second range, and the update time every time the update time elapses, and an operation in which the determining unit 523 determines the air-fuel ratio. . Note that in FIG. 6, it is assumed that the update time is set to a time earlier than the current time.

The acquisition unit 521 acquires load information including the rotation speed of the engine 10 and the fuel injection amount per stroke of the engine 10 (S11). The acquisition unit 521 acquires the intake air amount of the engine 10 (S12). The acquisition unit 521 acquires the O2 concentration detected by the O2 sensor 41 (S13). The determining unit 523 identifies the average value of the O2 concentration acquired by the acquiring unit 521 from a time a predetermined time before the current time to the current time (S14).

If the update time has elapsed (YES in S15), the setting unit 522 determines the rotation range to which the rotation speed of the engine 10 included in the load information acquired by the acquisition unit 521 belongs and the fuel injection amount included in the load information. Specify the injection amount range. The setting unit 522 resets the second range (S16) and first range (S17) corresponding to the specified rotation range and injection amount range by referring to the storage unit 51. The setting unit 522 resets the update time (S18) corresponding to the specified intake air amount by referring to the storage unit 51. If the update time has not elapsed (NO in S15), the setting unit 522 does not reset the first range, second range, and update time. That is, the exhaust control device 50 proceeds to the process of S19 without performing the processes of S16 to S18.

The determining unit 523 determines the air-fuel ratio of the air-fuel mixture from the air-fuel ratio included in the first range so that the specified average value of O2 concentration is included in the second range reset by the setting unit 522 (S19). . If the instruction to end the process has not been received (NO in S20), the exhaust control device 50 repeats the processes from S11 to S19. If the instruction to end the process is received (YES in S20), the exhaust control device 50 ends the process.

<Modified example>
In the above description, the operation in the case where the exhaust control system S includes one catalyst has been exemplified, but the present invention is not limited to this. The exhaust control system S may include, downstream of the O2 sensor 41, a muffler (not shown) containing a catalyst different from the catalyst 31. Other catalysts are, for example, three-way catalysts.

<Effects of the exhaust control device 50>
As described above, the exhaust control device 50 sets the first range of the air-fuel ratio and the second range of the O2 concentration of the air-fuel mixture generated in the engine 10 based on the load information acquired by the acquisition unit 521. Based on the intake air amount of the engine 10 acquired by the acquisition unit 521, the setting unit 522 sets the update time of the first range and the second range, and from the air-fuel ratio included in the first range, the O2 concentration is determined to be the first range. and a determination unit 523 that determines the air-fuel ratio of the air-fuel mixture so that it is included in the two ranges. Then, each time the update time elapses from the time when the update time was previously set, the setting unit 522 sets the first range and the second range based on the load information acquired by the acquisition unit 521 at the time when the update time has elapsed. The update time is reset based on the intake air amount acquired by the acquisition unit 521 at the time when the update time has elapsed.

By configuring the exhaust control device 50 in this way, the air-fuel ratio that makes the concentration of NOx and the concentration of NH3 contained in the exhaust gas a predetermined concentration (for example, less than 10 ppm) is controlled by the load of the engine 10 (for example, the engine 10 rotation speed, fuel injection amount, and intake air amount). As a result, the exhaust control device 50 can control the exhaust to achieve appropriate NOx and NH3 emissions.

Although the present invention has been described above using the embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes can be made within the scope of the gist. be. For example, all or part of the device can be functionally or physically distributed and integrated into arbitrary units. In addition, new embodiments created by arbitrary combinations of multiple embodiments are also included in the embodiments of the present invention. The effects of the new embodiment resulting from the combination have the effects of the original embodiment.

10 Engine 11 Supercharger 12 Injector 13 Air cleaner 14 Intake pressure sensor 20 Intake path 21 Exhaust path 30 Purifier 31 Catalyst 40 Air-fuel ratio sensor 41 O2 sensor 50 Exhaust control device 51 Storage section 52 Control section 521 Acquisition section 522 Setting section 523 Determination Department

Claims (9)

an acquisition unit that acquires load information regarding the load of the engine, an intake air amount of the engine, and an oxygen concentration downstream of a catalyst provided in an exhaust passage through which exhaust gas flows;
Based on the load information, a first range of the air-fuel ratio of the air-fuel mixture generated in the engine is determined, and the oxygen a setting unit that sets a second range of concentration, and updates times of the first range and the second range based on the intake air amount of the engine;
a determining unit that determines the air-fuel ratio of the air-fuel mixture so that the oxygen concentration is within the second range from the air-fuel ratio that is within the first range;
has
The setting unit is configured to set the first range and the load information based on the load information acquired by the acquisition unit at the time when the update time has passed, every time the update time has passed since the time when the update time was previously set. resetting the second range and resetting the update time based on the intake air amount acquired by the acquisition unit at a time when the update time has elapsed;
Exhaust control device. The setting unit sets the first range to be included in the second range corresponding to the load of the engine indicated by the load information acquired by the acquisition unit at a predetermined time,
The determining unit includes an average value of the oxygen concentration that is included in the first range so that the average value of the oxygen concentration acquired by the acquiring unit from a time that is the predetermined time before the current time to the current time is included in the second range. determining the air-fuel ratio of the air-fuel mixture from the air-fuel ratio determined by the air-fuel ratio;
The exhaust control device according to claim 1. The setting unit sets the first range such that the greater the load of the engine, the greater the ratio of oxygen indicated by the air-fuel ratio included in the first range.
The exhaust control device according to claim 2. The setting unit sets the second range such that the higher the load of the engine, the lower the oxygen concentration included in the second range.
The exhaust gas control device according to claim 2. The setting unit sets the update time to be shorter as the intake air amount is larger.
The exhaust gas control device according to claim 1. The acquisition unit acquires the load information including the rotation speed of the engine and the amount of fuel injection per stroke of the engine.
The exhaust gas control device according to claim 1. The first range corresponding to each rotation range obtained by dividing the engine rotation speed by a predetermined first number, and each injection amount range obtained by dividing the fuel injection amount per stroke of the engine by a predetermined second number; further comprising a storage unit that stores the second range;
The setting section corresponds to a rotation range to which the rotation speed of the engine included in the load information belongs and an injection amount range to which the fuel injection amount included in the load information belongs by referring to the storage section. setting the first range and the second range to
The exhaust gas control device according to claim 6. further comprising a storage unit that stores the update time corresponding to each air amount range obtained by dividing the intake air amount by a predetermined third number,
The setting unit sets the update time corresponding to the air amount range to which the intake air amount acquired by the acquisition unit belongs.
The exhaust gas control device according to claim 1. computer executes
an acquisition step of acquiring load information regarding the load of the engine, an intake air amount of the engine, and an oxygen concentration downstream of a catalyst provided in an exhaust passage through which exhaust gas flows;
Based on the load information, a first range of the air-fuel ratio of the air-fuel mixture generated in the engine is determined, and the oxygen a second concentration range; and a setting step of setting an update time for the first range and the second range based on the intake air amount of the engine;
a determining step of determining the air-fuel ratio of the air-fuel mixture so that the oxygen concentration is within the second range from the air-fuel ratio that is within the first range;
has
In the setting step, each time the update time elapses from the time when the update time was previously set, the first range and resetting the second range and resetting the update time based on the intake air amount acquired in the acquisition step at a time when the update time has elapsed;
Exhaust control method.

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