US20150059318A1 - Control device for internal combustion engine - Google Patents

Control device for internal combustion engine Download PDF

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Publication number
US20150059318A1
US20150059318A1 US14/468,934 US201414468934A US2015059318A1 US 20150059318 A1 US20150059318 A1 US 20150059318A1 US 201414468934 A US201414468934 A US 201414468934A US 2015059318 A1 US2015059318 A1 US 2015059318A1
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Prior art keywords
purifying device
temperature
fuel supply
cco
dpf
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US14/468,934
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English (en)
Inventor
Hayato Nakada
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: NAKADA, HAYATO
Publication of US20150059318A1 publication Critical patent/US20150059318A1/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
    • F01N3/10—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
    • F01N3/103—Oxidation catalysts for HC and CO only
    • 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
    • F01N3/18—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 characterised by methods of operation; Control
    • F01N3/20—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 characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
    • 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
    • F01N3/033—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 in combination with other devices
    • F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • 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
    • F01N3/24—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 characterised by constructional aspects of converting apparatus
    • F01N3/36—Arrangements for supply of additional fuel
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas apparatus
    • 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 a control device for an internal combustion engine. More particularly, the present invention relates to a control device for an internal combustion engine including a device that supplies fuel as means that purifies an exhaust gas.
  • Japanese Patent Laid-Open No. 2012-072666 as follows can be cited.
  • the post injection amount at the time of temperature raising control is calculated by adding the basic injection amount calculated by feed forward control and the correction amount calculated by feedback control.
  • a control gain is obtained by applying the exhaust flow rate to a gain map, and the basic injection amount is calculated by the relational expression of the linear transfer function including the control gain.
  • the correction amount is calculated by PID operation with the target temperature and the actual temperature of the DPF as inputs.
  • an object of the present invention is to provide a control device for an internal combustion engine which does not require fitting of feed forward items on an occasion of calculation of an amount of fuel to be supplied at a time of temperature raising control.
  • a first aspect of the present invention is a control device for an internal combustion engine, comprising:
  • a first purifying device that is provided in an exhaust passage of the internal combustion engine and has an oxidation catalyst function
  • a fuel supply device that supplies fuel to upstream of the first purifying device
  • control device that controls a temperature of the second purifying device to a target temperature by controlling a fuel supply amount from the fuel supply device
  • control device comprises a first model that is constructed based on a relation of a heat balance established in the first purifying device, and a second model that is constructed based on a relation of a heat balance established in the second purifying device,
  • the first model and the second model are constructed on a precondition that all of the fuel supplied from the fuel supply device is converted into heat in the first purifying device, and all of the converted heat contributes to raising a temperature of the first purifying device, and
  • control device is configured to calculate the temperature of the first purifying device by inputting the target temperature into the second model and calculate the fuel supply amount by inputting the calculated temperature into the first model.
  • a second aspect of the present invention is the control device for an internal combustion engine according to the first aspect of the present invention, wherein the first model is expressed by expression (1), and the second model is expressed by expression (2).
  • Q inj * represents the fuel supply amount that is supplied from the fuel supply device in a predetermined steady state
  • H v represents a low heating value of HC
  • K atm,1st represents a heat transfer coefficient to an atmosphere in the first purifying device
  • T 1st * represents a temperature of the first purifying device in a predetermined steady state
  • T atm represents an atmospheric temperature
  • h 1st represents a heat conversion coefficient per channel unit area of the first purifying device
  • a 1st represents a channel area of the first purifying device
  • T 1st,us represents an inlet temperature of the first purifying device.
  • T* 1st T ref 2nd ⁇ ( h 2nd A 2nd ) ⁇ 1 [Q exo,2nd,pm ( T ref 2nd ,m pm ) ⁇ K atm,2nd ( T ref 2nd ⁇ T atm )] (2)
  • T 1st * represents the temperature of the first purifying device in a predetermined steady state
  • T 2nd ref represents the target temperature of the second purifying device
  • h 2nd represents a heat conversion coefficient per channel unit area of the second purifying device
  • a 2nd represents a channel area of the second purifying device
  • Q exo,2nd,pm represents a heat flow that moves to the second purifying device by heat generation accompanying PM combustion in an exhaust gas
  • m pm represents an accumulation amount of PM
  • K atm,2nd represents a heat transfer coefficient to an atmosphere in the second purifying device
  • T atm represents an atmospheric temperature.
  • a third aspect of the present invention is the control device for an internal combustion engine according to the first aspect or the second aspect of the present invention.
  • control device is configured to correct a fuel supply amount calculated from the first and the second models by increasing and decreasing the fuel supply amount based on a deviation of an actual temperature of the second purifying device and the target temperature.
  • a fourth aspect of the present invention is the control device for an internal combustion engine according to any one of the first aspect to the third aspect of the present invention
  • control device is configured to correct the fuel supply amount so that the fuel supply amount is an upper limit value or less, which is set based on an exhaust air-fuel ratio, or less.
  • a fifth aspect of the present invention is the control device for an internal combustion engine according to any one of the first aspect to the fourth aspect of the present invention
  • control device is configured to correct the fuel supply amount so that the fuel supply amount is an upper limit value or less, which is set based on an allowable amount of hydrocarbon in the exhaust gas, or less.
  • the temperature of the first purifying device is calculated by inputting the target temperature of the second purifying device into the second model, and by inputting the calculated temperature into the first model, the amount of the fuel to be supplied from the fuel supply device can be calculated.
  • the fuel supply amount can be calculated without using a control map. Therefore, the feed forward terms can be calculated without performing fitting by a control map.
  • the amount of the fuel to be supplied from the fuel supply device can be calculated according to the first model expressed by expression (1) and the second model expressed by expression (2).
  • the fuel supply amount calculated from the first and the second models can be corrected by increasing and decreasing the fuel supply amount based on the deviation of the actual temperature and the target temperature of the second purifying device, and therefore, the target temperature can be followed.
  • the fuel supply amount can be corrected to be the upper limit value or less, which is set based on the exhaust air-fuel ratio, or less. Namely, the fuel supply amount can be determined with the constraint based on the exhaust air-fuel ratio taken into consideration.
  • the fuel supply amount can be corrected to be the upper limit value or less, which is set based on the allowable amount of hydrocarbon in the exhaust gas, or less. Namely, the fuel supply amount can be determined with the constraint based on the hydrocarbon amount taken into consideration.
  • FIG. 1 is a schematic view showing a configuration of the after-treatment system of the diesel engine.
  • FIG. 2 is a functional block diagram of the ECU 30 for executing the temperature raising control.
  • FIG. 1 and FIG. 2 an embodiment of the present invention will be described with reference to FIG. 1 and FIG. 2 .
  • a control target of a control device is an after-treatment system of a diesel engine to be loaded on an automobile.
  • FIG. 1 is a schematic view showing a configuration of the after-treatment system of the diesel engine.
  • the after-treatment system includes a CCO (diesel oxidation catalyst) 14 and a DPF (diesel particulate filter) 16 in an exhaust passage 12 of an engine 10 , and includes a fuel injector 20 in an exhaust port 18 of a cylinder head.
  • a temperature sensor 22 for measuring an inlet temperature T coo,us of the CCO 14 is attached upstream of the CCO 14 .
  • a temperature sensor 24 for measuring an actual temperature T dpf real of the DPF 16 is attached in a vicinity of the DPF 16 .
  • the after-treatment system further includes an ECU (Electronic Control Unit) 30 as the control device.
  • the temperature sensors 22 and 24 are connected to an input side of the ECU 30 .
  • a sensor (not illustrated) for measuring an atmospheric temperature T atm is also connected to the input side of the ECU 30 .
  • the fuel injector 20 is connected to an output side of the ECU 30 .
  • the ECU 30 is configured to execute control that raises the temperature of the DPF 16 to a target temperature (approximately 650° C.) by adding fuel from the fuel injector 20 when an accumulation amount of PM that is accumulated in the DPF 16 exceeds a predetermined value. By executing temperature raising control, the PM accumulated in the DPF 16 is burned and removed.
  • FIG. 2 is a functional block diagram of the ECU 30 for executing the temperature raising control.
  • the ECU 30 includes arithmetic operation units 32 and 34 for calculating a steady-state addition amount Q inj * corresponding to a basic amount of a fuel amount Q inj which is added from the fuel injector 20 by feed forward (F/F) control.
  • the arithmetic operation unit 32 includes a steady-state DPF model which is inversely calculated from a relational expression of a heat balance which the temperature of the DPF 16 satisfies when the temperature of the DPF 16 converges to the target temperature.
  • the steady-state DPF model is a model which outputs a temperature of the CCO 14 when the DPF 16 is in a steady state in which the temperature of the DPF 16 converges to the target temperature, as will be described later.
  • the arithmetic operation unit 34 includes a steady-state CCO model which is inversely calculated from a relational expression of a heat balance when the temperature of the CCO 14 converges to a predetermined temperature when fuel is supplied at a predetermined fuel supply amount from upstream of the CCO 14 .
  • the steady-state CCO model is a model that outputs the supply amount of the fuel that is supplied from upstream of the CCO 14 at the time of converging the temperature of the CCO 14 to the predetermined temperature as will be described later.
  • the steady-state DPF model is configured to output a steady-state CCO temperature T cco * when a temperature target value T dpf ref of the DPF 16 is given. More specifically, the steady-state DPF model is expressed by expression (3) as follows. Note that definitions other than T dpf ref and T cco * will be described later.
  • T* cco T ref dpf ⁇ ( h dpf A dpf ) ⁇ 1 [Q exo,dpf,pm ( T ref dpf ,m pm ) ⁇ K atm,dpf ( T ref dpf ⁇ T atm )] (3)
  • Expression (3) is derived based on an updated expression of the temperature of the DPF 16 .
  • the expression is expressed by expression (4) as follows.
  • T dpf represents a temperature (K) of the DPF 16
  • ⁇ md1 represents a sample time (sec) of model discretization time
  • C dpf represents a heat capacity (J/(kg ⁇ K)) of the DPF 16
  • M dpf represents a mass (kg) of the DPF 16 .
  • k expresses a discrete time step.
  • T dpf ⁇ ( k ) T dpf ⁇ ( k - 1 ) + ⁇ mdl ⁇ 1 C dpf ⁇ M dpf ⁇ [ Q exo , dpf - Q air , dpf - Q exh , dpf ] ( 4 )
  • Q air,dpf represents a heat flow (W) that moves to an atmosphere from the DPF 16
  • Q exh,dpf represents a heat flow (W) that moves to the exhaust gas from the DPF 16 .
  • Q exo,dpf,pm represents a heat flow (W) that moves to the DPF 16 by generation of heat accompanying PM combustion in the exhaust gas
  • m pm represents an accumulation amount (kg) of PM
  • ⁇ exo,cco represents a heat conversion efficiency of the addition fuel in the CCO 14
  • T cco represents a temperature (K) of the CCO 14
  • W represents an exhaust flow (kg/sec)
  • H v represents a low heating value (J/kg) of HC.
  • K atm,dpf represents a heat transfer coefficient (W/K) to the atmosphere in the DPF 16
  • T atm represents an atmospheric temperature (K).
  • h dpf represents a heat conversion coefficient (W/(m 2 ⁇ K)) of the DPF 16 per channel unit area
  • a dpf represents a channel area (m 2 ) of the DPF 16 .
  • the first term of the right side of expression (5) expresses heat generated by PM combustion in the DPF 16 .
  • the second term of the same side expresses heat that is generated by oxidation of the addition fuel in the CCO 14 , and flows into the DPF 16 without contributing to raising the temperature of the CCO 14 .
  • T cco T dpf ⁇ ( h dpf A dpf ) ⁇ 1 [Q exo,dpf,pm ( T dpf ,m pm ) ⁇ K atm,dpf ( T dpf ⁇ T atm )] (9)
  • the steady-state CCO model is configured to output the steady-state addition amount Q inj * when the steady-state CCO temperature T cco * is given. More specifically, the steady-state CCO model is expressed by expression (10) as follows.
  • Expression (10) is derived based on the updated expression of the temperature of the CCO 14 .
  • the expression is expressed by expression (11) as follows.
  • T cco represents the temperature (K) of the CCO 14
  • ⁇ md1 represents the sample time (sec) for model discretization time
  • C cco represents the heat capacity (J/(kg ⁇ K)) of the CCO 14
  • M cco represents the mass (kg) of the CCO 14 .
  • k expresses the discrete time step.
  • T cco ⁇ ( k ) T cco ⁇ ( k - 1 ) + ⁇ mdl ⁇ 1 C cco ⁇ M cco ⁇ [ Q exo , cco - Q air , cco - Q exh , cco ] ( 11 )
  • Q air,cco represents a heat flow (W) that moves to an atmosphere from the CCO 14
  • Q exh,cco represents a heat flow (W) that moves to the exhaust gas from the CCO 14 .
  • K atm,cco represents a heat transfer coefficient (W/K) to an atmosphere in the CCO 14 .
  • h cco represents a heat conversion coefficient (W/(m 2 ⁇ K)) of the CCO 14 per channel unit area
  • a cco represents a channel area (m 2 ) of the CCO 14 .
  • the ECU 30 includes a structure for causing the temperature of the DPF 16 to follow the target temperature by feedback (F/B) control.
  • the feedback structure includes an adder-subtractor 36 , an integrator 38 and an adder 40 .
  • the feedback structure outputs a request correction amount Q inj cor corresponding to a correction amount of the steady-state addition amount Q inj *.
  • a control algorithm in the feedback structure is not limited to a proportional integration operation, and an optional control algorithm can be adopted.
  • the steady-state addition amount Q inj * calculated by feed forward control and the request addition amount Q inj cor calculated by feedback control are inputted into an adder 42 , and a base request addition amount Q inj base is outputted.
  • the base request addition amount Q inj base is adjusted not to exceed a maximum allowable value calculated under a constraint on an exhaust air-fuel ratio (A/F), and a maximum allowable value calculated under a constraint on hydrocarbon (HC) that flows upstream of the CCO 14 .
  • a final request addition amount (namely, the fuel amount Q inj ) is determined. Note that the above described two maximum allowable values are assumed to be set by a simulation or the like and stored in the ECU 30 in advance.
  • a feed forward term (namely, the steady-state addition amount Q inj *) can be calculated by the two steady-state models. Namely, the feed forward term can be calculated without depending on the control map. If the feed forward term can be calculated without depending on the control map, fitting of the feed forward term with use of the controlling map is not required as a matter of course. Further, according to the present embodiment, the feed forward term can be calculated with high precision. Accordingly, the load of the feedback term (namely, the request correction amount Q inj cor ) can be reduced, and therefore, influence by accumulation in the integrator 38 can be prevented.
  • an A/F constraint and an HC constraint can be incorporated. Accordingly, temperature raising control with these constraints satisfied can be realized.
  • the temperature raising control of the DPF 16 is described as an example, in the after-treatment system including the CCO 14 and the DPF 16 .
  • the temperature raising control is not limited to the DPF 16 , and also can be applied to devices installed at a subsequent stage of the CCO 14 , for example, an NSR catalyst (NOx Storage Reduction catalyst) and a SCR catalyst (Selective Catalytic Reduction catalyst).
  • the fuel may be added by delay of fuel injection timing and post injection by using a fuel injection valve which is attached to a combustion chamber of the engine 10 . Namely, as long as fuel can be added to upstream of the CCO 14 , the addition of the fuel by such a fuel injection valve can be applied as a modification of the present embodiment.
  • the inlet temperature T cco,us of the CCO 14 , the actual temperature T dpf real of the DPF 16 and the atmosphere temperature T atm are measured by the sensors, but may be acquired or estimated by other means known to public.
  • the CCO 14 corresponds to “a first purifying device” of the above described first aspect
  • the DPF 16 corresponds to “a second purifying device” of the same invention
  • the fuel injector 20 corresponds to “a fuel supply device” of the same invention
  • the ECU 30 corresponds to “a control device” of the same invention
  • the steady-state CCO model corresponds to “a first model” of the same invention
  • the steady-state DPF model corresponds to “a second model” of the same invention, respectively.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Materials Engineering (AREA)
  • Analytical Chemistry (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
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Cited By (1)

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US11619188B2 (en) 2018-02-27 2023-04-04 Volkswagen Aktiengesellschaft Method for heating exhaust gas purification devices, emission control system, and motor vehicle

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JP6565441B2 (ja) * 2015-07-31 2019-08-28 いすゞ自動車株式会社 排気浄化装置
JP6565440B2 (ja) * 2015-07-31 2019-08-28 いすゞ自動車株式会社 排気浄化装置

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