US20090229251A1 - Exhaust purification control device and exhaust purification system - Google Patents

Exhaust purification control device and exhaust purification system Download PDF

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Publication number
US20090229251A1
US20090229251A1 US12/403,568 US40356809A US2009229251A1 US 20090229251 A1 US20090229251 A1 US 20090229251A1 US 40356809 A US40356809 A US 40356809A US 2009229251 A1 US2009229251 A1 US 2009229251A1
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Prior art keywords
fuel
addition valve
fuel addition
ratio
valve
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Abandoned
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US12/403,568
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English (en)
Inventor
Chika KADOWAKI
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Denso Corp
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Denso Corp
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Publication of US20090229251A1 publication Critical patent/US20090229251A1/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/007—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring oxygen or air concentration downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
    • F01N3/106—Auxiliary oxidation catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1493—Details
    • F02D41/1495—Detection of abnormalities in the air/fuel ratio feedback system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/05—Systems for adding substances into exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an exhaust purification control device and an exhaust purification system that determines abnormalities of a fuel addition valve.
  • JP-A-2003-172185 describes an exhaust purification system where harmful components in an exhaust discharged from an internal combustion engine are removed by an exhaust treatment device provided in an exhaust passage. The harmful components are purified by a fuel added into the exhaust passage from a fuel addition valve.
  • a NO x catalyst, a diesel particulate filter (DPF), or the like are provided as the exhaust treatment device.
  • the NO x catalyst removes NO x from the exhaust, and the DPF removes particulates from the exhaust.
  • the fuel addition valve when the fuel addition valve is not instructed to add fuel and is not driven to open, the fuel may be added into the exhaust passage from the fuel addition valve when stuck in an open or partially open state.
  • the fuel addition valve when the fuel addition valve is instructed to add fuel at a predetermined time so as to purify the harmful components removed by the exhaust treatment device, the fuel may not be added into the exhaust passage from the fuel addition valve, the fuel addition amount may be much less than the instructed fuel addition amount, or the fuel addition amount may be much more than the instructed fuel addition amount when the valve is stuck in a closed or partially closed state.
  • the harmful components that cannot be removed by the exhaust treatment device may be discharged without the purification, or an unburned fuel may be discharged together with the exhaust.
  • an object is to provide an exhaust purification control device and an exhaust purification system using the same that determines presence or absence of abnormalities of the fuel addition valve configured to add fuel into the exhaust passage.
  • an exhaust purification control device for an exhaust purification system having an exhaust treatment device located in an outlet passage of an internal combustion engine and a fuel addition valve, includes an actual A/F ratio detecting means for detecting an actual A/F ratio based on an output signal of an A/F ratio sensor located downstream of the fuel addition valve; an estimated A/F ratio calculating means for calculating an estimated A/F ratio based on a fuel amount injected into the internal combustion engine from a fuel injection valve, a fuel amount added into the outlet passage from the fuel addition valve, and an inlet air amount supplied into the internal combustion engine; an addition valve controlling means for instructing the fuel addition valve to add fuel into the outlet passage; and an addition valve abnormality determining means for determining whether the fuel addition valve is abnormal based on the actual A/F ratio and the estimated A/F ratio.
  • the exhaust purification control device can determine presence or absence of abnormalities of the fuel addition valve.
  • FIG. 1 is a block diagram illustrating an exhaust purification system according to an embodiment
  • FIG. 2 is a diagram illustrating an abnormality determination routine 1 in a non-driven state of a fuel addition valve
  • FIG. 3 is a diagram illustrating an abnormality determination routine 1 in a driven state of the fuel addition valve
  • FIG. 4 is a diagram illustrating an abnormality determination routine 2 in the non-driven state of the fuel addition valve
  • FIG. 5 is a diagram illustrating an abnormality determination routine 2 in the driven state of the fuel addition valve
  • FIG. 6 is a diagram illustrating an abnormality determination routine 3 in the non-driven state of the fuel addition valve
  • FIG. 7 is a diagram illustrating an abnormality determination routine 3 in the driven state of the fuel addition valve
  • FIG. 8 is a diagram illustrating an abnormality determination routine 4 in the non-driven state of the fuel addition valve.
  • FIG. 9 is a diagram illustrating an abnormality determination routine 4 in the driven state of the fuel addition valve.
  • An exhaust purification system 100 of an embodiment is a system for purifying exhaust discharged from a diesel engine 10 into an outlet passage 200 .
  • the diesel engine is also referred to as an engine.
  • the detailed explanation of the exhaust purification system 100 will be described below.
  • An inlet filter 12 , a supercharger 14 , an intercooler 18 , a throttle valve 20 , an exhaust gas recirculation (EGR) valve 22 are provided in an inlet passage 202 for introducing air into a combustion chamber 204 of the engine 10 .
  • the introduction of a charge from the supercharger 14 is controlled by a bypass valve 16 .
  • a high-pressure pump 30 as a fuel supply pump pressurizes a fuel drawn into a pressurizing chamber from a fuel tank 32 by a reciprocating motion of a plunger.
  • the fuel amount discharged from the high-pressure pump 30 is controlled by a metering valve that controls the fuel amount drawn into the high-pressure pump 30 .
  • the metering valve is not shown in the drawing.
  • Pressurized fuel output by the high-pressure pump 30 is stored in a common-rail 34 at a predetermined high pressure depending on operating condition of the engine 10 .
  • Pressure in a control chamber is controlled so that a fuel injection valve 36 controls opening and closing of an ejection hole by a nozzle needle.
  • Plural fuel injection valves 36 are located in each of cylinders and injects the fuel stored at the high pressure in the common-rail 34 into each of the cylinders.
  • the fuel injection valve 36 performs multistage injections including a pilot injection and a post injection or the like before or after a main injection that generates main torque.
  • An inlet air amount sensor 40 , an inlet air temperature sensor 42 and an inlet air pressure sensor 44 detect the amount, the temperature and the pressure of the air drawn into the combustion chamber 204 from the inlet passage 202 , respectively.
  • a pressure sensor 46 detects the pressure of the fuel in the common-rail 34 .
  • the exhaust purification system 100 includes an oxidation catalyst 110 , a NO x catalyst 112 , a DPF 114 , a fuel addition valve 120 , outlet air temperature sensors 130 , 132 , 134 , an A/F (A/F) ratio sensor 136 , a differential pressure sensor 138 and an electronic control unit (ECU) 140 .
  • an oxidation catalyst 110 a NO x catalyst 112 , a DPF 114 , a fuel addition valve 120 , outlet air temperature sensors 130 , 132 , 134 , an A/F (A/F) ratio sensor 136 , a differential pressure sensor 138 and an electronic control unit (ECU) 140 .
  • a honeycomb structural body is configured to provide support for an oxidation catalyst 110 such as platinum.
  • the oxidation catalyst 110 oxidizes harmful components in the exhaust such as hydrocarbon and carbon monoxide so that the exhaust is purified.
  • the honeycomb structural body further provides support for a NO x absorption material for NO x catalyst 112 .
  • the NO x catalyst 112 absorbs NO x in the exhaust and removes NO x from the exhaust.
  • the NO x absorbed in the NO x catalyst 112 is reduced by the fuel added from the fuel addition valve 120 to purify the exhaust.
  • the DPF 114 holds a honeycomb structural body made of porous ceramics. Inlet portions and outlet portions of exhaust passages formed along a flowing direction of the outlet air in the honeycomb structural body of the DPF 114 are sealed alternately. Particulates in the exhaust are drawn from the exhaust passages in which the inlet portions are not sealed and the outlet portions are sealed. Then, the particulates are captured in fine pores of bulkheads of the honeycomb structural body configuring the exhaust passages when the exhaust passes through the bulkheads. The exhaust flows out from the exhaust passages, in which the inlet portions are sealed and the outlet portions are not sealed.
  • the fuel addition valve 120 is a solenoid valve, and is located upstream of the oxidation catalyst 110 .
  • the fuel addition valve 120 adds fuel pressurized by the high-pressure pump 30 into the outlet passage 200 located upstream of the oxidation catalyst 110 by injecting.
  • the fuel added by the fuel addition valve 120 reduces NO x absorbed in the NO x catalyst 112 .
  • the outlet air temperature sensor 130 is located between the supercharger 14 and the oxidation catalyst 110 , the outlet air temperature sensor 132 is located between the oxidation catalyst 110 and the NO x catalyst 112 , and the outlet air temperature sensor 134 is located downstream of the DPF 114 .
  • the outlet air temperature sensors 130 , 132 , 134 detect the temperature of the outlet air in the outlet passage 200 .
  • the A/F sensor 136 outputs a linear signal corresponding to oxygen concentration in the exhaust, and is located downstream of the DPF 114 .
  • the differential pressure sensor 138 detects the pressure difference between the upstream side and the downstream side of the DPF 114 .
  • the ECU 140 as an exhaust purification control device is configured with a CPU, a RAM, a ROM and a flash memory, none of which are shown in the drawings.
  • the ECU 140 determines the operating condition of the engine 10 depending on the output signals of the above-described sensors, and controls operations of the bypass valve 16 of the supercharger 14 , the throttle valve 20 , the EGR valve 22 , the metering valve of the high-pressure pump 30 , the fuel injection valve 36 and the fuel addition valve 120 depending on the operating condition of the engine 10 .
  • the ECU 140 controls the injection timing and the injection amount of the fuel injection valve 36 and the injection pattern of the multistage injections depending on the operating condition of the engine 10 .
  • the ECU 140 drives the fuel addition valve 120 to control the fuel addition into the outlet passage 200 from the fuel addition valve 120 .
  • the ECU 140 can function as several means described below based on control programs stored in a memory device such as the ROM and the flash memory of the ECU 140 .
  • the ECU 140 When functioning as an addition timing detecting means, the ECU 140 estimates the NO x amount absorbed in the NO x catalyst 112 depending on an operating history of the engine 10 or a running distance of a vehicle. When the NO x amount reaches a predetermined value, such as be reaching or approaching an acceptable value, the ECU 140 determines a timing associated with adding the fuel from the fuel addition valve 120 to reduce NO x absorbed in the NO x catalyst 112 .
  • the ECU 140 drives the fuel addition valve 120 in connection with an instruction to add fuel into the outlet passage 200 .
  • the amount of fuel to be added by operation of the fuel addition valve 120 in connection with the instruction of the ECU 140 may be a constant fixed amount or may be changed depending on the NO x amount absorbed in the NO x catalyst 112 .
  • the ECU 140 When functioning as an actual A/F ratio detecting means, the ECU 140 detects an actual A/F ratio that can be determined by the inlet air amount drawn into the engine 10 , the fuel amount injected from the fuel injection valve 36 and the fuel amount added from the fuel addition valve 120 , depending on the output signal of the A/F sensor 136 .
  • the ECU 140 calculates an estimated A/F ratio based on the inlet air amount detected from the output signal of the inlet air amount sensor 40 , the fuel injection amount instructed to be injected by the fuel injection valve 36 , and the fuel addition amount instructed be added by the fuel addition valve 120 . If the fuel addition valve 120 is not instructed to add fuel, the fuel addition amount instructed to be added becomes zero for the purpose of calculating the estimated A/F ratio.
  • the ECU 140 determines that the A/F sensor 136 is abnormal when the output signal of the A/F sensor 136 does not change, and, for example, is fixed to a High or Low level.
  • the ECU 140 determines whether the amount of fuel to be added based on the instruction is actually added to the outlet passage 200 from the fuel addition valve 120 based on the difference between the actual A/F ratio detected by the actual A/F ratio detecting means and the estimated A/F ratio calculated by the estimated A/F ratio calculating means, and determines whether the fuel addition valve 120 is abnormal.
  • the non-driven state means that the ECU 140 does not provide an instruction to the fuel addition valve 120 to add fuel
  • the driven state means that the ECU 140 provides an instruction to the fuel addition valve 120 to add fuel
  • the fuel addition valve 120 In the non-driven state of the fuel addition valve 120 , when the fuel addition valve 120 is normal, the fuel is not added into the exhaust passage 200 from the fuel addition valve 120 . Thus, as described above, the instructed fuel addition amount with respect to the fuel addition valve 120 becomes zero in calculating the estimated A/F ratio.
  • the actual A/F ratio detected by the ECU 140 based on the output signal of the A/F sensor 136 becomes a value corresponding to the case that the fuel addition amount is zero. Therefore, considering errors in the inlet air amount sensor 40 , the A/F sensor 136 , or other sensors, the actual A/F ratio falls within a predetermined range with respect to the estimated A/F ratio.
  • the fuel addition valve 120 opens and adds fuel. Thereby, the actual A/F ratio detected by the ECU 140 based on the output signal of the A/F sensor 136 , becomes out of the predetermined range.
  • the ECU 140 can determine whether opening abnormality, in which the fuel addition valve 120 opens and adds fuel despite the non-driven state, occurs based on the actual A/F ratio and the estimated A/F ratio.
  • the amount of fuel associated with the instruction is added into the exhaust passage 200 from the fuel addition valve 120 so as to reduce NO x absorbed in the NO x catalyst 112 .
  • the value of the actual A/F ratio detected by the ECU 140 based on the output signal of the A/F sensor 136 corresponds to a fuel addition amount from the fuel addition valve 120 equal to the instructed fuel addition amount. Therefore, considering errors or the like, the value of the actual A/F ratio falls within a predetermined range with respect to the estimated A/F ratio.
  • the fuel addition valve 120 opens and adds fuel by in connection with an instruction to add fuel, but the fuel addition amount is too much because of the opening abnormality. Thereby, the actual A/F ratio detected by the ECU 140 based on the output signal of the A/F sensor 136 , falls outside of the predetermined range with respect to the estimated A/F ratio.
  • the ECU 140 can determine whether a closing abnormality exists in which the fuel addition valve 120 closes and does not add fuel despite the driven state and the fuel addition amount is too little, or whether an opening abnormality exists in which the fuel addition valve 120 adds fuel but the fuel addition amount is too much.
  • the ECU 140 stops the abnormality determination with respect to the fuel addition valve 120 . Thereby, the ECU 140 can be prevented from making an incorrect determination of whether the fuel addition valve 120 is abnormal based on the actual A/F ratio and the estimated A/F ratio during the post injection by the fuel injection valve 36 .
  • the ECU 140 stops the abnormality determination with respect to the fuel addition valve 120 when the A/F sensor 136 is abnormal. Thereby, the ECU 140 can be prevented from making an incorrect determination of whether the fuel addition valve 120 is abnormal based on the actual A/F ratio detected based on an incorrect output signal of the A/F sensor 136 , and the estimated A/F ratio.
  • the ECU 140 controls the instructed fuel addition amount with respect to the fuel addition valve 120 based on the actual A/F ratio detected from the output signal of the A/F sensor 136 .
  • a routine for the non-driven state is regularly executed at a predetermined running distance.
  • the routine is executed before the fuel addition valve 120 is instructed to add fuel when the ECU 140 determines that the NO x amount absorbed in the NO x catalyst 112 reaches a predetermined value based on the running distance or the operating history.
  • a routine for the driven state is executed when the fuel addition valve 120 is instructed to add fuel, such as when the ECU 140 determines that the NO x amount absorbed in the NO x catalyst 112 reaches a predetermined value based on the running distance or the operating history.
  • FIG. 2 shows abnormality determination routine 1 in the non-driven state of the fuel addition valve 120 .
  • the ECU 140 determines at S 300 whether the fuel addition valve 120 is driven. When the fuel addition valve 120 is driven, corresponding to “YES” at S 300 , the ECU 140 finishes the routine.
  • the ECU 140 calculates the estimated A/F ratio at S 302 based on the amount of inlet air detected from the output signal of the inlet air amount sensor 40 , the fuel injection amount associated with an instruction to the fuel injection valve 36 , and the fuel addition amount associated with an instruction to the fuel addition valve 120 .
  • the ECU 140 detects the actual A/F ratio based on the output signal of the A/F sensor 136 at S 304 .
  • the ECU 140 determines at S 306 whether a difference D1 between the estimated A/F ratio and the actual A/F ratio is larger than an applied constant A set in advance in consideration of errors of each of sensors.
  • the ECU 140 determines that the fuel addition valve 120 does not add fuel in the non-driven state and the fuel addition valve 120 is normal.
  • the ECU 140 drives the fuel addition valve 120 at a predetermined time to add fuel into the outlet passage 200 . Then, the fuel reduces NO x absorbed in the NO x catalyst 112 so that NO x is purified.
  • the ECU 140 determines at S 310 that the fuel addition valve 120 is experiencing an opening abnormality in that the fuel addition valve 120 continues to add fuel despite being in the non-driven state.
  • the ECU 140 stops driving the fuel addition valve 120 even at the predetermined time, and provides information regarding the presence of the abnormality of the fuel addition valve 120 by operation of a warning light, a warning beep, a warning display or the like.
  • FIG. 3 shows abnormality determination routine 1 in the driven state of the fuel addition valve 120 .
  • the ECU 140 determines at S 320 whether the fuel addition valve 120 is not driven. When the fuel addition valve 120 is not driven, corresponding to “YES” at S 320 , the ECU 140 finishes the routine.
  • the ECU 140 calculates the estimated A/F ratio at S 322 based on the inlet air amount detected from the output signal of the inlet air amount sensor 40 , the fuel injection amount provided in connection with an instruction to the fuel injection valve 36 , and the fuel addition amount provided in connection with an instruction to the fuel addition valve 120 .
  • the ECU 140 detects the actual A/F ratio based on the output signal of the A/F sensor 136 at S 324 .
  • the ECU 140 determines at S 326 whether a difference D2 between the actual A/F ratio and the estimated A/F ratio is larger than an applied constant B set in advance based on consideration of errors of each of sensors.
  • the ECU 140 determines at S 328 that the fuel addition valve 120 is experiencing a closing abnormality in that the fuel addition valve 120 closes and does not add fuel despite being in the driven state or the fuel addition valve 120 partially opens and adds fuel but the fuel addition amount is too little.
  • the ECU 140 determines at S 330 whether the difference D1 between the estimated A/F ratio and the actual A/F ratio is larger than an applied constant C.
  • the ECU 140 determines at S 332 that the fuel addition valve 120 adds the instructed fuel addition amount in the driven state and the fuel addition valve 120 is normal.
  • the ECU 140 determines at S 334 that the fuel addition valve 120 is experiencing an opening abnormality in that the fuel addition amount added by the fuel addition valve 120 is larger than the instructed fuel addition amount.
  • the ECU 140 stops driving the fuel addition valve 120 even at the predetermined time, and provides information regarding the presence of the abnormality of the fuel addition valve 120 by operation of a warning light, a warning beep, a warning display or the like.
  • FIG. 4 shows abnormality determination routine 2 in the non-driven state of the fuel addition valve 120 .
  • the ECU 140 determines at S 340 whether the A/F sensor 136 is abnormal or whether the fuel addition valve 120 is driven.
  • an applied constant D used when the difference D1 is determined at S 346 is desirably set to be smaller than the applied constant A at S 306 in FIG. 2 because of enhanced reliability.
  • an applied constant D is desirably set to be smaller than the applied constant A at S 306 in FIG. 2 because of enhanced reliability.
  • reliability of the value of the actual A/F ratio in the routine of FIG. 4 is higher than that of FIG. 2 .
  • FIG. 5 shows abnormality determination routine 2 for a driven state of the fuel addition valve 120 .
  • the ECU 140 determines at S 360 whether the A/F sensor 136 is abnormal or whether the fuel addition valve 120 is not driven.
  • an applied constant E used when the difference D2 is determined at S 366 is desirably set to be smaller than the applied constant B at S 326 in FIG. 3 .
  • an applied constant F used when the difference D1 is determined at S 370 is desirably set to be smaller than the applied constant C at S 330 in FIG. 3 because of reliability.
  • FIG. 6 shows abnormality determination routine 3 in the non-driven state of the fuel addition valve 120 .
  • the ECU 140 determines at S 380 whether the DPF 114 is regenerated by the post injection or whether the fuel addition valve 120 is driven.
  • an applied constant G used when the difference D1 is determined at S 386 is desirably set to be smaller than the applied constant A at S 306 in FIG. 2 because of reliability.
  • an applied constant G used when the difference D1 is determined at S 386 is desirably set to be smaller than the applied constant A at S 306 in FIG. 2 because of reliability.
  • reliability of the value of the estimated A/F ratio in the routine of FIG. 6 is higher than that of FIG. 4 due to variability of the injection amount of the post injection for regenerating the DPF 114 .
  • FIG. 7 shows abnormality determination routine 3 in the driven state of the fuel addition valve 120 .
  • the ECU 140 determines at S 400 whether the DPF 114 is regenerated by the post injection or whether the fuel addition valve 120 is not driven.
  • an applied constant H used when the difference D2 is determined at S 406 is desirably set to be smaller than the applied constant B at S 326 in FIG. 3 .
  • an applied constant I used when the difference D1 is determined at S 410 is desirably set to be smaller than the applied constant C at S 330 in FIG. 3 because of reliability. For example, in the routine that does not determine whether the DPF 114 is regenerated in FIG. 3 and in the routine that determines whether the DPF 114 is regenerated in FIG. 7 reliability of the value of the estimated A/F ratio in the routine of FIG. 7 is higher than that of FIG. 3 .
  • FIG. 8 shows abnormality determination routine 4 in the non-driven state of the fuel addition valve 120 .
  • the ECU 140 determines at S 420 whether the A/F sensor 136 is abnormal or whether the fuel addition valve 120 is driven.
  • the ECU 140 finishes the routine.
  • the ECU 140 determines at S 422 whether the DPF 114 is regenerated by the post injection.
  • the ECU 140 finishes the routine.
  • an applied constant J used when the difference D1 is determined at S 428 is desirably set to be smaller than the applied constant A at S 306 in FIG. 2 because of reliability.
  • reliability of the value of the actual A/F ratio and the estimated A/F ratio in the routine of FIG. 8 is higher than that of FIG. 2 .
  • FIG. 9 shows abnormality determination routine 4 in the driven state of the fuel addition valve 120 .
  • the ECU 140 determines at S 440 whether the A/F sensor 136 is abnormal or whether the fuel addition valve 120 is not driven.
  • the ECU 140 finishes the routine.
  • the ECU 140 determines at S 442 whether the DPF 114 is regenerated by the post injection.
  • the ECU 140 finishes the routine.
  • an applied constant K used when the difference D2 is determined at S 448 is desirably set to be smaller than the applied constant B at S 326 in FIG. 3 .
  • an applied constant L used when the difference D1 is determined at S 452 is desirably set to be smaller than the applied constant C at S 330 in FIG. 3 because of simplicity.
  • reliability of the value of the actual A/F ratio and the estimated A/F ratio in the routine of FIG. 9 is higher than that of FIG. 3 .
  • the ECU 140 detects the actual A/F ratio from the output signal of the A/F sensor 136 , calculates the estimated A/F ratio based on the inlet air amount detected from the output signal of the inlet air amount sensor 40 , the fuel injection amount provided by instruction to the fuel injection valve 36 , and the fuel addition amount provided by instruction to the fuel addition valve 120 , and determines whether the fuel addition valve 120 is abnormal based on the actual A/F ratio and the estimated A/F ratio.
  • the oxidation catalyst 110 , the NO x catalyst 112 and the DPF 114 are used as the exhaust treatment device for removing the harmful components in the exhaust discharged from the engine 10 , and the fuel is injected from the fuel addition valve 120 to reduce NO x absorbed in the NO x catalyst 112 .
  • the fuel may be injected from the fuel addition valve 120 to regenerate the DPF 114 .
  • At least one of the NO x catalyst 112 and the DPF 114 may be provided, and the fuel may be injected from the fuel addition valve 120 to reduce NO x absorbed in the NO x catalyst 112 and/or to regenerate the DPF 114 .
  • the abnormality determination routines shown in FIG. 2 to FIG. 5 can be applied.
  • the exhaust treatment device may be any configuration as long as the exhaust treatment device removes the harmful components in the exhaust and the removed harmful components that are purified by the fuel injected from the fuel addition valve 120 .
  • the located position of the A/F sensor 136 is not limited to the downstream of the NO x catalyst 112 and the DPF 114 as the exhaust treatment device as long as the A/F sensor 136 is located downstream of the fuel addition valve 120 .
  • the A/F sensor 136 may be located upstream of the NO x catalyst 112 .
  • functions of the addition timing detecting means, the addition valve controlling means, the actual A/F ratio detecting means, the estimated A/F ratio calculating means, the addition valve abnormality determining means and the A/F sensor abnormality determining means are accomplished by the ECU 140 , in which the functions are specified by the control programs.
  • the functions of the above-described means may be accomplished by hardware, in which the function is specified by a circuit configuration in itself.
  • the internal combustion engine is not limited to the diesel engine A gasoline engine, an internal combustion engine using another fuel or the like may be used.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Materials Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
  • Processes For Solid Components From Exhaust (AREA)
US12/403,568 2008-03-14 2009-03-13 Exhaust purification control device and exhaust purification system Abandoned US20090229251A1 (en)

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JP2008066536A JP2009221939A (ja) 2008-03-14 2008-03-14 排気浄化システムおよびその排気浄化制御装置
JP2008-66536 2008-03-14

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US9108153B2 (en) 2010-07-28 2015-08-18 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine
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JP2009221939A (ja) 2009-10-01

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