WO2004036002A1 - 内燃機関の排気浄化装置 - Google Patents
内燃機関の排気浄化装置 Download PDFInfo
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- WO2004036002A1 WO2004036002A1 PCT/JP2003/013221 JP0313221W WO2004036002A1 WO 2004036002 A1 WO2004036002 A1 WO 2004036002A1 JP 0313221 W JP0313221 W JP 0313221W WO 2004036002 A1 WO2004036002 A1 WO 2004036002A1
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- amount
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- filter
- calculating
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Classifications
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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
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, 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
- 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
- F01N3/28—Construction of catalytic reactors
- F01N3/2839—Arrangements for mounting catalyst support in housing, e.g. with means for compensating thermal expansion or vibration
- F01N3/2853—Arrangements for mounting catalyst support in housing, e.g. with means for compensating thermal expansion or vibration using mats or gaskets between catalyst body and housing
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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
- 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
- F01N13/0097—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 the purifying devices are arranged in a single housing
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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
- F01N3/02—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
- F01N3/0231—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 special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
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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
- F01N3/02—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
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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
- F01N9/00—Electrical control of exhaust gas treating apparatus
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- 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
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
- F02D41/1467—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content with determination means using an estimation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0812—Particle filter loading
Definitions
- the present invention relates to an exhaust gas purification device for an internal combustion engine that collects carbon particles and the like from exhaust gas of the internal combustion engine, and in particular, nitrogen dioxide (NO 2 ) generated by an oxidation catalyst using carbon dioxide collected by a filter.
- NO 2 nitrogen dioxide
- the present invention relates to an exhaust gas purification device for an internal combustion engine, which removes oxidation on a filter by utilizing the same.
- the exhaust gas from internal combustion engines especially from diesel engines, contains particulates, such as carbon fine particles, as nuclei.
- a particulate filter will be installed on the road. This particulate filter needs to be incinerated and regenerated when the amount of accumulated particulates increases.
- a forced regeneration means that detects the amount of particulate matter (PM) deposited on the filter based on the relationship between the exhaust flow rate and the filter pressure loss, and heats the particulate matter to forcibly burn it when the accumulated amount exceeds the regeneration determination value. It is driving.
- the forced regeneration means in addition to the main injection to the fuel supply system of the internal combustion engine, additional fuel injection is performed in the subsequent expansion stroke or exhaust stroke to forcibly increase the exhaust temperature, or an electric heater or the like.
- means for driving the light oil burner to forcibly increase the exhaust temperature is used.
- the forced regeneration means needs to maintain the filter at a high temperature, and is liable to deteriorate fuel efficiency. In order to suppress this, it is necessary to accurately detect the forced regeneration time and keep the forced regeneration interval wide.
- particulates can be oxidized with oxygen at a high temperature of about 600 ° C, but low-temperature combustion is possible at a low temperature of about 250 ° C, thereby expanding the incinerator area and promoting regeneration.
- a continuous regeneration type filter device capable of achieving the following.
- an oxidation catalyst is provided upstream of the exhaust path with respect to the particulate finoleta, and the reaction of the following formula (1) is promoted to reduce the nitrogen monoxide (NO) in the exhaust gas. ) by oxidizing to form nitrogen dioxide (N0 2).
- This nitrogen dioxide (NO 2 ) has high activity, and when it reaches the particulate filter, it reacts with the particulate matter (force particles) collected by the filter as shown in the following equations (2) and (3).
- the particulate filter is regenerated by promoting it.
- Forcible regeneration means is used to incinerate particulates by forcibly raising them.For example, in addition to main injection into the fuel supply system of the internal combustion engine, additional fuel injection is performed during the subsequent expansion stroke and exhaust stroke to reduce exhaust temperature. Forcible means are used.
- Patent Document 1 a method for simply estimating the amount of particulates deposited on a filter from the frequency of exhaustion temperature has been proposed by the present applicant in Japanese Patent Application No. 2001-144501 (Patent Document 1).
- Patent Document 2 a continuous regeneration type in which an oxidation catalyst, a particulate filter, and a NOx catalyst are arranged in this order from the upstream side of an exhaust passage and a rich operation is performed during regeneration. DPF is disclosed.
- an oxidation catalyst is installed upstream of the particulate filter.
- the process goes into the particulate incineration process.
- the accumulation amount is not accurately determined, that is, if the accumulation amount is excessively determined, the forced regeneration interval narrows and fuel consumption deteriorates, and if the accumulation amount is underdetermined, excessive particulates accumulate and burn. As a result, the temperature rise may be excessive and the filter may be damaged. Therefore, it is necessary to accurately detect the forced regeneration timing and keep the forced regeneration interval wide.
- the continuous regeneration type filter device proposed in Patent Document 1 when estimating the amount of accumulated particulates, it is possible to estimate the amount of particulate combustion during continuous regeneration, but the estimation of the amount of particulate emissions is accurate. Due to the absence, the accuracy of detecting the amount of accumulated particulates is relatively low, and improvement is desired.
- the continuous regeneration type filter device proposed in Patent Literature 2 only performs a rich operation during regeneration without judging regeneration time based on the amount of accumulated particulates, and is likely to cause deterioration in fuel efficiency.
- An object of the present invention is to provide an exhaust gas purifying apparatus for an internal combustion engine, which is capable of detecting a forced regeneration timing with high accuracy, maintaining a wide forced regeneration interval, and suppressing fuel consumption deterioration based on the above-described problems.
- Disclosure of the invention An exhaust gas purifying apparatus for an internal combustion engine according to the present invention includes a filter provided in an exhaust system of the internal combustion engine for collecting particulates in exhaust gas, and a NOx provided on the filter or in the exhaust system upstream of the filter.
- exhaust post-treatment device having a function unit for generating a 2, a discharge amount calculation means for calculating, based particulates emissions from the internal combustion engine to an air excess ratio, the filter upstream of the exhaust gas temperature or the filter temperature of the filter Combustion amount calculating means for calculating the particulate combustion amount based on the particulate emission amount calculated by the emission amount calculation means and the particulate combustion amount calculated by the combustion amount calculation means.
- the amount of particulate matter burned is determined by the exhaust gas temperature or the filter temperature, and the amount of particulate emissions is determined based on the excess air ratio. Interpal can be made appropriate.
- the temperature of the exhaust gas is increased by additional fuel injected in an expansion stroke or an exhaust stroke after the main fuel injection.
- a forced regeneration means for supplying HC to the catalyst or the filter and burning the HC on the filter may be provided.
- the forced regeneration process using the additional fuel injection as the forced regeneration means the forced regeneration process using a light oil burner and an electric heater can be similarly performed.
- the exhaust gas purifying apparatus for an internal combustion engine includes: a filter provided in an exhaust system of the internal combustion engine for collecting particulates in exhaust gas; and a NOx provided on the filter or in the exhaust system upstream of the filter.
- the excess air ratio frequency calculating means for excess air ratio during operation of the internal combustion engine calculates the air excess ratio less frequently prescribed excess having the function unit for generating a 2, and is discharged from the internal combustion engine Means for calculating the amount of particulate emissions based on the frequency of excess air ratio; Temperature frequency calculation means for calculating a temperature frequency at which the temperature of the exhaust gas upstream of the filter or the filter temperature of the filter is equal to or higher than a predetermined temperature; combustion amount calculation means for calculating a particulate combustion amount for the particulate matter deposited on the filter based on the temperature frequency; Deposit amount calculating means for calculating a particulate deposit amount on the filter based on the particulate emission amount obtained by the emission amount calculating means and the particulate combustion
- the PM combustion amount is determined using the particulate combustion speed corresponding to the temperature frequency of the exhaust gas temperature or the filter temperature, and the PM emission amount is determined based on the frequency of the excess air ratio. It is possible to improve the amount detection accuracy and make the interval of forced regeneration appropriate.
- the emission amount calculating means may include a section within the predetermined period corresponding to the section within the predetermined period calculated by the excess air rate frequency calculating section.
- the combustion amount calculation means includes a combustion speed calculation unit for calculating a particulate combustion speed for the particulates deposited on the filter based on a temperature frequency, and the combustion speed calculation unit calculates the combustion speed calculation unit. The amount of particulate matter accumulated in the filter within the predetermined time period based on the determined particulate matter burning rate within the predetermined time period and the amount of particulate matter previously calculated by the accumulation amount calculating means.
- the accumulation amount calculation means calculates the value calculated last time by the accumulation amount calculation means. It is necessary to determine the current particulate accumulation amount based on the particulate accumulation amount, the section particulate emission amount obtained by the emission amount calculation means, and the interval particulate combustion amount obtained by the combustion amount calculation means.
- the section PM combustion volume is Calculate the amount of particulate emissions in the section based on the frequency of the excess air rate in the section, and calculate the amount of particulates accumulated this time, and calculate the amount of particulates accumulated this time.
- the discharge amount calculating means may obtain a section excess air rate frequency by performing a weighted average of a frequency in which the excess air rate is equal to or less than a predetermined value using a weighting coefficient.
- the weighting factor wf is set to 0.5, so that as the weighting factor wf approaches 1, it is possible to obtain a characteristic in which the influence of the previous value becomes smaller, and the section air excess ratio calculated with this weighting factor is obtained.
- the frequency the accuracy of detecting particulate emissions is improved.
- the discharge amount calculating means may calculate the section frequency where the excess air ratio is equal to or less than a predetermined value based on the following equation.
- ⁇ , (x i + ⁇ ⁇ , ⁇ (i-1)) / i
- J8 i is the i-th frequency, i- is the previous frequency, and x i is the i-th judgment value.
- the temperature frequency may be determined in the same manner as described above. Also in this case, the accuracy of detecting the amount of particulate emissions is improved.
- the predetermined period may be any one of a unit time, a period in which a predetermined amount of fuel is consumed, and a predetermined traveling distance. In this case, the same effect can be obtained.
- the section PM emission amount calculation processing can be performed accurately, the detection accuracy of the current PM accumulation amount can be further improved, and the interval of forced regeneration can be made appropriate.
- the section ⁇ combustion amount calculation processing can be performed accurately, the detection accuracy of the current ⁇ ⁇ accumulation amount can be further improved, and the interval of forced regeneration can be made appropriate.
- FIG. 1 is a schematic configuration diagram of an exhaust gas purification device for an internal combustion engine as one embodiment of the present invention.
- FIG. 2 is a functional block diagram of the exhaust gas purification device of FIG.
- Fig. 3 is an explanatory diagram of the map characteristics used in the forced regeneration control processing of the exhaust gas purification device shown in Fig. 1.
- Fig. 3 (a) is a map for estimating the PM emission amount S00t from the excess air ratio.
- Figure 3 (b) is a map for estimating the PM combustion rate from the temperature frequency
- Figure 3 (c) is a map for estimating the simple combustion rate coefficient from the temperature frequency used in the simple forced regeneration control process. The map of is shown.
- Fig. 4 is a diagram illustrating the change over time in the frequency of the excess air ratio in the forced regeneration control process of the exhaust gas purification device in Fig. 1, and Fig. 4 (a) shows the change over time in the frequency determination result. Fig. 4 (b) shows the waveform of the average moving load with the excess air ratio frequency.
- Fig. 5 is an explanatory diagram of map characteristics used in the exhaust gas purification device of Fig. 1.
- Fig. 5 (a) shows a map for estimating NOx / Soot from the fuel injection amount and the engine speed.
- Figure (b) shows a map for setting the correction coefficient K from NOxZSoot.
- FIG. 6 is a flowchart of a forced regeneration control processing routine of the exhaust gas purification apparatus of FIG.
- FIG. 7 is an explanatory view of the post injection performed in step s5 in the forced regeneration control processing routine of FIG.
- FIG. 8 is a block diagram illustrating a function of an exhaust gas purification device corresponding to FIG. 2 as a second embodiment of the present invention.
- FIG. 9 is a flowchart of a forced regeneration control processing routine based on the PM accumulation amount calculation corresponding to the block diagram of FIG. 8, in which FIG. 9 (a) shows a forced regeneration timing detection routine, and FIG. 9 (b) shows a routine. The section PM emission amount calculation routine is shown, and FIG. 9 (c) shows the section PM combustion amount calculation routine.
- FIG. 1 shows a diesel engine (hereinafter simply referred to as an engine) 2 equipped with an exhaust gas purification device 1 for an internal combustion engine to which the present invention is applied as a first embodiment.
- the engine 2 has an exhaust passage R extending from the combustion chamber 3.
- the exhaust passage R has an exhaust manifold 4, an exhaust pipe 5, an exhaust after-treatment device 6 provided in the middle thereof, and a muffler (not shown) downstream thereof.
- the engine 2 is an in-line four-cylinder engine, and each cylinder is provided with an injector 8.
- each injector 8 Has a fuel supply unit 9 for supplying fuel thereto, and a fuel injection unit 11 for injecting fuel into the combustion chamber 3 by the injector 8, and these are driven and controlled by the engine ECU 12.
- the fuel supply unit 9 converts the high-pressure fuel from the engine-driven high-pressure fuel pump 13 into a constant pressure in the fuel pressure adjustment unit 14 controlled by the fuel pressure control unit 12 1 in the engine ECU 12, and then guides it to the common rail 15.
- the fuel is supplied to each of the injectors 8 via a fuel line 16 which branches off from the common rail 15.
- the electromagnetic valve 17 of the injector 8 is connected to the injection control unit 122, and the injection control unit 122 outputs an output signal corresponding to the calculated fuel injection amount and the injection timing to the electromagnetic valve 17, and the injector 8 is controlled by injection.
- the injection control unit 122 determines the fuel injection amount and the fuel injection timing according to the engine speed Ne and the accelerator pedal depression amount 0a. Then, an output signal corresponding to the calculated injection timing and fuel injection amount is set in the injector dryno 10 and output to the electromagnetic valve 17 of the fuel injection unit 11 to control the fuel injection of the injector 8. .
- the exhaust aftertreatment device 6 in the middle of the exhaust pipe 5 has a metal cylindrical casing 18, and an oxidation catalyst 21 and a diesel particulate filter along the exhaust path R inside the bulging portion 18 1. (Hereinafter referred to simply as a filter.) 22 Provide 2 in series.
- the oxidation catalyst 21 and the filter 22 are each provided with a supporting member 19 for supporting each of them, for example, asbestos or a bulky metal mesh between the bulging portion 18 1.
- the oxidation catalyst 21 is supported by a catalyst carrier, and both exhaust gas passages r 1 in the catalyst carrier 21 1 are open at both ends, so that exhaust gas can easily pass downstream from the upstream of the exhaust passage R.
- the catalyst carrier 211 is a monolithic type having a honeycomb structure in cross section, made of ceramic, having a large number of exhaust gas passages r1 arranged in parallel with each other. 1 is carried as a catalyst layer.
- N 0 2 oxidation catalyst 2 1 constituting a functional unit for generating, from the engine 2
- Nitrogen monoxide in the exhaust gas that is discharged (NO) is oxidized with oxygen 0 2 generated tricky of nitrogen dioxide (NO 2), i.e., catalyst performance capable of promoting the formation reaction of the above (1)
- NO 2 nitrogen dioxide
- the filter 22 is made of ceramic, for example, cordierite mainly composed of Mg, A 1, and S i, and has a large number of exhaust gas passages r 2 (r 2-1, r 2 -2) connected to the exhaust passage R. It is formed as a honeycomb structure laminated in parallel in the direction.
- the exhaust gas passages r 2 adjacent to each other are formed such that one of the upstream side and the downstream side of the exhaust path R is alternately closed at the end 23.
- the exhaust gas flowing into the upstream side passes through the passage facing wall b of each exhaust gas passage r2-1, reaches each exhaust gas passage r2-2 having an outlet formed downstream of the exhaust passage R, and is discharged therefrom. At this time, particulate matter (PM) is filtered from the exhaust gas.
- PM particulate matter
- the engine ECU 12 includes an air flow sensor 7 that detects an intake air amount Qa, an accelerator pedal opening sensor 24 that detects an accelerator pedal opening 0 a of the engine 2, and a clutch that detects crank angle information ⁇ .
- Angle sensor 25 exhaust temperature sensor 26 that detects exhaust temperature gt, water temperature sensor 27 that detects water temperature wt, and atmospheric pressure!
- An atmospheric pressure sensor 28 that outputs a and an idle switch 29 that outputs an idle signal ID are connected.
- the crank angle information ⁇ 0 is used in the engine ECU 12 to derive the engine speed Ne and to be used for fuel injection timing control described later.
- the engine ECU 12 has a number of ports in its input / output circuit, such as an accelerator pedal opening sensor 24, a crank angle sensor 25, an exhaust temperature sensor 26, a water temperature sensor 27, an atmospheric pressure sensor 28, etc. Detects the detection signal.
- the engine ECU 12 has a fuel pressure control unit 12 1, an injection control unit 12 2, and a well-known engine control processing function.
- an emission amount calculation unit A 1 for performing forced regeneration control a combustion amount calculation unit A 2
- It has a control function of the accumulation amount calculation means A3 (see Fig. 2).
- the emission amount calculating means A 1 calculates the amount of particulate matter emitted from the engine 2 (hereinafter referred to as PM emission amount) Me based on the excess air ratio; L.
- the PM emission amount Me is integrated from the excess air rate using the PM emission amount Me calculation map m1 (see Fig. 3 (a)).
- the combustion amount calculating means A 2 calculates the particulate combustion amount (hereinafter referred to as PM combustion amount) Mb based on the exhaust gas temperature gt upstream of the filter 22 or the filter temperature of the filter 22 (assumed to be the same value as the exhaust gas temperature) gt. Is calculated.
- the accumulation amount calculation means A3 is configured to accumulate particulates on the filter 22 based on the particulate emission amount Ma calculated by the emission amount calculation means A1 and the particulate combustion amount Mb calculated by the combustion amount calculation means A2. Amount (hereinafter referred to as PM deposition amount) Ma is calculated.
- the engine ECU 12 checks in a main routine (not shown) whether or not the above-mentioned various sensor outputs are normal values. The engine will run if normal.
- the exhaust gas is dispersed and flows into a large number of exhaust gas passages r 1 in the catalyst carrier 21 supporting the oxidation catalyst 21, and the nitric oxide in the exhaust gas is calculated according to the above equation (1).
- (NO) is oxidized to produce highly active nitrogen dioxide (NO 2 ), which flows out to the downstream filter 22.
- NO 2 highly active nitrogen dioxide
- exhaust gas flowing into each exhaust gas passage r2-1 passes through the passage facing wall b, reaches a downstream outlet of each exhaust gas passage r2-2, and is exhausted into the atmosphere. At this time, the PM contained in the exhaust gas flowing through the passage facing wall b is captured by the filter 22.
- the PM emission amount Me is calculated in step s1 at step s2
- the PM combustion amount Mb is calculated at step s2
- the PM deposition amount Ma is calculated at step s3.
- the process proceeds to step s5, in which the forced regeneration control (forcibly increasing the temperature of the filter 22) is performed. For example, post injection control is performed for a predetermined time).
- ⁇ emission amount Me in step s1 a process shown by a solid line in FIG. 2 is executed.
- the PM emission map m1 is set in advance, and has a curve characteristic in which the emission amount Me rapidly increases as the excess air ratio ⁇ decreases.
- step s2 the filter temperature gt is fetched, and then the processing in the simple combustion rate coefficient calculation unit b0 as shown in FIG. 2 is executed.
- the simplified combustion rate coefficient calculation unit b0 of the combustion amount calculation means A2 takes in the filter temperature gt and calculates a combustion rate coefficient ⁇ ; corresponding to the filter temperature gt using the combustion rate coefficient map m O in FIG. 3 (c).
- This combustion rate coefficient map m 0 has a curve characteristic that increases with the increase of the filter temperature gt.
- the PM combustion amount calculation unit b4 calculates the PM combustion amount Mb by the following equation (b).
- PM is the amount of PM deposited at the time of measurement and corresponds to the previous deposition amount.
- AXPM indicates the burning rate, and t indicates the unit time.
- step s3 the accumulation amount calculating means A3 performs the processing shown in FIG. 2, that is, subtracts the PM combustion amount Mb from the PM emission amount Me per unit time t as shown in equation (c). To calculate the PM deposition amount Ma.
- the current PM deposition amount Ma is integrated with the previous PM deposition amount previous value Ma calculated during the predetermined period mt before that, and is added as an integrated deposition amount M apmt.
- step s4 it is determined here whether the accumulated amount Mapmt exceeds a predetermined value M ⁇ , and steps s1 to s4 are repeated until it exceeds the predetermined value M ⁇ .
- the predetermined value Maa is appropriately set to prevent the filter 22 itself from being deteriorated by overheating due to the heat of combustion when the particulates deposited on the filter 22 continuously burn.
- Step S5 when the accumulated deposition amount M apmt reaches a predetermined value (Step S5 assuming that it exceeds M ao), here, as a forced regeneration control for forcibly raising the temperature of the filter 22, the boost injection control is performed for a predetermined time. That is, in step s5, as shown in Fig. 7, the fuel injection amount INJn (injection period Bm) and the injection time t1 for the main injection J1 according to the current operation information are derived. Further, the post-injection amount INJp (injection period B s) for the post-injection J2 is set as a predetermined constant amount, and is set to an appropriate post-injection timing t2 after the main injection.
- the output D inj containing information corresponding to the fuel injection amount INJ n and the injection timing t 1 for the main injection J 1 and, in addition, the post-injection amount INJ p and the injection timing t 2 corresponding to the post-injection J 2 Set the output D 'inj including the information to the fuel injection driver 10 and return to the main routine.
- the fuel injection driver 10 forces the predetermined injection timing ⁇ r to execute the main injection J1 and the post-injection J2. Thereafter, the exhaust gas temperature rises, and the HC on the oxidation catalyst a burns. Further, the filter temperature gt on the filter 22 quickly rises, and the particulates are sufficiently incinerated in a high-temperature atmosphere for a predetermined time corresponding to the deposition amount. By this forced regeneration control processing, the filter 22 is surely reproduced.
- the PM emission amount Me is obtained based on the excess air rate
- the PM combustion amount Mb is obtained based on the filter temperature gt. It is possible to improve the accuracy of detecting the stacking amount, and as a result, it is possible to make the interpulse of the forced S raw, that is, the time width of the forced regeneration control processing of the previous time and the current time appropriate, and to maintain appropriate fuel consumption.
- boost injection control for injecting additional fuel in the post-injection J 2 in the expansion stroke after the main injection J 1 is performed.
- a light oil panner (not shown) or an electric heater (not shown) may be attached to the exhaust after-treatment device 6 in the exhaust path R as a forced regeneration means.
- these forced regeneration means may be driven to regenerate the filter 22. In these cases, control of the fuel control system is simplified.
- a forced regeneration control processing routine as shown in the block diagram of FIG. 8 or FIG. 9 is performed using the hardware configuration of the exhaust gas purification device 1 of FIG. 1 as it is.
- the calculation of PM emissions is performed by the emission calculation means A 1 ′
- the calculation of the PM combustion amount is performed by the combustion calculation means A 2 ′
- the PM accumulation is calculated by the deposition calculation means A 3 ′′.
- ⁇ i is the i-th frequency and — is the i-th frequency
- the i-th ⁇ frequency ⁇ i is calculated by multiplying the previous l frequency ⁇ i— by (i 1 1), adding the i-th frequency ⁇ i, and dividing the value by i. It is required by
- the section PM emission amount Ma ⁇ t between the sections ⁇ t is calculated using the equation (i).
- this PM emission may be obtained by multiplying the section; L frequency ⁇ ⁇ t by a predetermined coefficient C.
- the coefficient C is obtained experimentally in advance.
- the PM emission amount for the section; I frequency ⁇ t may be mapped in advance, and the PM emission amount may be obtained from the map.
- the PM emission map shows the opposite trend from Fig. 3 (a) when the excess air ratio in Fig. 3 (a) is replaced by the frequency T /. That is, as the ⁇ frequency ⁇ increases, the PM emission amount Me (PM emission speed ⁇ ) increases.
- the combustion rate calculating section A 2 takes in filter temperature g t per unit time at a temperature frequency calculation section b 1, and aggregates, temperature frequencies between intervals delta t
- the moving load may be calculated by equation (j) which is an average equation. That is, the i-th temperature frequency i3 i is calculated by multiplying the previous temperature frequency ⁇ i _ ⁇ by (i — 1), adding the i-th temperature frequency ⁇ i, dividing the value by i, and dividing the value by i. Temperature frequency ⁇ ;
- ⁇ i (/ 3 ; +
- large memory is not required, and temperature frequency / 3 can be viewed in time series.
- the temperature frequency correction section b2 corrects the section temperature frequency] 3 ⁇ t by using a correction coefficient corresponding to NOX / So0t.
- the frequency correction unit b2 corrects the temperature frequency] 3 with NOxZSoot.
- the original lower limit temperature at which particulates can be incinerated is about 600 ° C.
- the lower limit temperature at which combustion is possible due to the oxidation reaction with N02 is 2 ° C. It can be lowered to 50 ° C.
- the generation of NO 2 depends on the amount of NO X in the exhaust gas.If the amount of NO X is large, a large amount of NO 2 is also generated, so that stable combustion can be obtained at about 250 ° C.
- PM incineration is affected by the amount of NOx in exhaust gas, more specifically, NO x ZSoot, which is used as an index to indicate whether or not the exhaust gas component has conditions that make it easy to incinerate PM.
- the frequency correction unit b2 determines the NO shown in Fig. 5 (a) according to the engine speed Ne and the fuel injection amount Qf (torque equivalent value). 3 0 0 1; Using map 1114, set NOx_Soot, and calculate correction coefficient K according to NOxZSoot using correction coefficient Ka map m5 shown in Fig. 5 (b). .
- NO xZS oot in the region where NO xZS oot is 25 or more, it is set to increase gradually from 1 in accordance with the increase of NO / S o 0t, while in the region where NO x / S oot is less than 25, It is decreased from 1 in accordance with the decrease of NOx / Soot, and is set to a constant value ( ⁇ 1>) in the region less than 16. Further, the frequency correction unit b2 performs correction by multiplying the temperature coefficient ⁇ by the correction coefficient K.
- the section PM burning speed coefficient a? T between the sections? T is calculated by using the equation (k).
- amm t f ( ⁇ t) ⁇ ⁇ ⁇ -(k)
- the PM combustion speed for the interval temperature frequency ⁇ t is mapped in advance as shown in FIG. 3 (b), and the PM combustion speed coefficient is calculated from the map. You may ask.
- the section PM combustion amount Mb ⁇ t between the sections ⁇ t is calculated using the equation (1).
- the PM combustion amount for the section combustion speed] 3 ⁇ t may be mapped in advance to obtain the PM combustion amount.
- the map has a characteristic that the larger the section combustion rate coefficient ⁇ t, the larger the section PM combustion amount.
- the deposition amount calculating means A 3 “calculates the PM deposition amount PM i of this time (current) using the equation (m).
- PM i PM;.! + (Ma ⁇ t -Mb ⁇ t) X ⁇ t ⁇ ⁇ ⁇ -(m)
- the combustion amount calculation unit b 4 of the combustion amount calculation means A 2 ′ The combustion amount calculation means A 2 ′ is replaced with the combustion speed calculation means A 2, which includes the combustion speed calculation unit b 3, and the accumulation amount calculation means A 3 "
- the current (current) PM deposition amount PM i may be calculated using equation (n).
- FIGS. 9 (a) to 9 (c) show the forced regeneration control processing routine for detecting the forced regeneration time.
- a calculation process of the section PM emission amount Ma ⁇ t is performed in step s10, and a calculation process of the section PM combustion amount Mb ⁇ t is performed in step s20.
- section PM emission amount calculation processing will be described using the section PM emission amount calculation processing routine of FIG. 9 (b).
- the intake air amount Qa and the fuel injection amount Qf are fetched in step s11, and in step s12, the section ⁇ t is calculated from the intake air amount Qa and the fuel injection amount Qf.
- the excess air ratio L is calculated, and in step s13, the excess air frequency (the frequency ⁇ ) is calculated according to the ⁇ frequency calculation unit a2-1 in FIG. 8, and in step s14, the ⁇ discharge amount Ma is calculated.
- section PM combustion amount calculation processing will be described using the section PM combustion amount calculation processing routine of FIG. 9 (c).
- the catalyst temperature gt is fetched in step s21, the section temperature frequency ⁇ t is calculated from the catalyst temperature gt in step s22, and a correction coefficient corresponding to NOx / Soot is used. To correct the interval temperature frequency 0 ⁇ t.
- the PM combustion amount Mb ⁇ t ⁇ '-a At X PMi— J ⁇ is calculated using the previous PM accumulation amount P — i and the section combustion speed coefficient a ⁇ t, and the arithmetic processing is performed. To end.
- the calculation is performed using the section PM emission amount Ma ⁇ t and the section PM combustion amount Mb ⁇ t.
- step s40 If it is determined in step s40 that the PM deposition amount PMi has become equal to or greater than the predetermined value, forced regeneration control for forcibly raising the temperature of the filter 22 is performed in step s50. Note that this forced regeneration control is achieved by performing a predetermined amount of post injection at an appropriate injection timing after the main injection for a predetermined time.
- the exhaust gas temperature rises, the filter temperature gt quickly rises, the particulates are sufficiently incinerated in a high-temperature atmosphere, and the filter 22 is reliably regenerated by the forced regeneration control process.
- a temperature frequency at which the exhaust gas temperature gt in the combustion amount calculating means A 2 ′ power section At (predetermined period) is equal to or higher than a specific temperature (250 ° C.) is obtained as a section exhaust temperature frequency, It may be obtained as an average value of the temperature frequency / 3 during the section ⁇ t.
- the exhaust gas purification apparatus for an internal combustion engine can improve the accuracy of detecting the amount of accumulated particulates, can accurately detect the amount of accumulated particulates, and can use a forced regeneration interpal when installed in a diesel vehicle. By keeping it wide, deterioration of fuel efficiency can be suppressed, and its effects can be fully demonstrated.
Abstract
Description
Claims
Priority Applications (3)
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JP2004544962A JPWO2004036002A1 (ja) | 2002-10-16 | 2003-10-16 | 内燃機関の排気浄化装置 |
DE10393519T DE10393519T5 (de) | 2002-10-16 | 2003-10-16 | Abgasreinigungssystem für einen Verbrennungsmotor |
US10/531,329 US7497078B2 (en) | 2002-10-16 | 2003-10-16 | Exhaust emission control device of internal combustion engine |
Applications Claiming Priority (2)
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JP2002-301366 | 2002-10-16 | ||
JP2002301366 | 2002-10-16 |
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WO2004036002A1 true WO2004036002A1 (ja) | 2004-04-29 |
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ID=32105013
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PCT/JP2003/013221 WO2004036002A1 (ja) | 2002-10-16 | 2003-10-16 | 内燃機関の排気浄化装置 |
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US (1) | US7497078B2 (ja) |
JP (1) | JPWO2004036002A1 (ja) |
KR (1) | KR100721321B1 (ja) |
CN (1) | CN100371563C (ja) |
DE (1) | DE10393519T5 (ja) |
WO (1) | WO2004036002A1 (ja) |
Cited By (3)
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JP2007023959A (ja) * | 2005-07-20 | 2007-02-01 | Nissan Motor Co Ltd | Pm堆積量推定装置 |
US7862635B2 (en) * | 2007-02-12 | 2011-01-04 | Gm Global Technology Operations, Inc. | Shielded regeneration heating element for a particulate filter |
US7931715B2 (en) * | 2007-02-12 | 2011-04-26 | Gm Global Technology Operations, Inc. | DPF heater attachment mechanisms |
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JP4103720B2 (ja) * | 2003-07-31 | 2008-06-18 | 日産自動車株式会社 | エンジンの排気浄化装置および微粒子捕集フィルタにおける微粒子堆積量状態判定方法 |
FR2914692B1 (fr) * | 2007-04-06 | 2009-05-29 | Renault Sas | Procede de determination en temps reel de la masse de particules brulee par regeneration passive dans un filtre a particules de vehicule automobile |
US7981375B2 (en) | 2007-08-03 | 2011-07-19 | Errcive, Inc. | Porous bodies and methods |
US8277743B1 (en) | 2009-04-08 | 2012-10-02 | Errcive, Inc. | Substrate fabrication |
JP2010249019A (ja) * | 2009-04-15 | 2010-11-04 | Mitsubishi Electric Corp | 内燃機関 |
US8359829B1 (en) | 2009-06-25 | 2013-01-29 | Ramberg Charles E | Powertrain controls |
US8631642B2 (en) * | 2009-12-22 | 2014-01-21 | Perkins Engines Company Limited | Regeneration assist calibration |
US9833932B1 (en) | 2010-06-30 | 2017-12-05 | Charles E. Ramberg | Layered structures |
US8444730B2 (en) * | 2010-09-27 | 2013-05-21 | Ford Global Technologies, Llc | Even-loading DPF and regeneration thereof |
US20120124966A1 (en) * | 2010-11-22 | 2012-05-24 | Detroit Diesel Corporation | Method of diesel particulate filter (dpf) to calculate actual soot load and ash load of the filter |
US20120137658A1 (en) * | 2010-12-07 | 2012-06-07 | Loran Sutton | Temp-A-Start Regeneration System |
DE102011006363A1 (de) * | 2011-03-29 | 2012-10-04 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine |
US9267484B2 (en) * | 2013-03-14 | 2016-02-23 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
US9352280B2 (en) * | 2014-01-24 | 2016-05-31 | GM Global Technology Operations LLC | Method of estimating hydrocarbon storage in a catalytic device |
JP6418014B2 (ja) * | 2015-03-09 | 2018-11-07 | いすゞ自動車株式会社 | 排気浄化システム |
EP3686417B1 (en) * | 2017-09-22 | 2023-04-05 | Transtron Inc. | Injector injection quantity control device, injector injection quantity control method, program and storage medium |
IT201800000951A1 (it) * | 2018-01-15 | 2019-07-15 | Magneti Marelli Spa | Metodo per controllare la portata di particolato in uscita da un filtro antiparticolato per un motore a combustione interna |
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- 2003-10-16 CN CNB2003801013352A patent/CN100371563C/zh not_active Expired - Fee Related
- 2003-10-16 JP JP2004544962A patent/JPWO2004036002A1/ja active Pending
- 2003-10-16 US US10/531,329 patent/US7497078B2/en not_active Expired - Fee Related
- 2003-10-16 KR KR1020057006531A patent/KR100721321B1/ko not_active IP Right Cessation
- 2003-10-16 WO PCT/JP2003/013221 patent/WO2004036002A1/ja active Application Filing
- 2003-10-16 DE DE10393519T patent/DE10393519T5/de not_active Withdrawn
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US7931715B2 (en) * | 2007-02-12 | 2011-04-26 | Gm Global Technology Operations, Inc. | DPF heater attachment mechanisms |
Also Published As
Publication number | Publication date |
---|---|
CN1703570A (zh) | 2005-11-30 |
DE10393519T5 (de) | 2005-09-29 |
JPWO2004036002A1 (ja) | 2006-02-16 |
KR20050059265A (ko) | 2005-06-17 |
US7497078B2 (en) | 2009-03-03 |
CN100371563C (zh) | 2008-02-27 |
KR100721321B1 (ko) | 2007-05-25 |
US20060107658A1 (en) | 2006-05-25 |
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