WO2011018918A1 - ディーゼルエンジンのpm排出量推定装置 - Google Patents
ディーゼルエンジンのpm排出量推定装置 Download PDFInfo
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- WO2011018918A1 WO2011018918A1 PCT/JP2010/059939 JP2010059939W WO2011018918A1 WO 2011018918 A1 WO2011018918 A1 WO 2011018918A1 JP 2010059939 W JP2010059939 W JP 2010059939W WO 2011018918 A1 WO2011018918 A1 WO 2011018918A1
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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
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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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
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
-
- 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
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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
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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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
- 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
- F01N2900/1606—Particle filter loading or soot amount
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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
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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
- F02D41/1454—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 an oxygen content or concentration or the air-fuel ratio
- F02D41/1456—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 an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen
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- 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
- Y02T10/12—Improving ICE efficiencies
-
- 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 PM (particulates) in exhaust gas discharged from a diesel engine.
- This invention relates to an estimation device for estimating the amount of matter (particulate matter).
- Patent Document 1 Japanese Patent Laid-Open No. 2007-23959
- Patent Document 1 Japanese Patent Laid-Open No. 2007-23959
- a PM emission amount map 01 for calculating a basic value of the PM emission amount in accordance with the operating condition of the engine speed Ne and the fuel injection quantity Qf
- a first parameter P A Is the target excess air ratio t ⁇
- the second parameter P B is the actual excess air ratio r ⁇
- the difference (r ⁇ t ⁇ ) or ratio (r ⁇ / t ⁇ ) between the actual excess air ratio r ⁇ and the target excess air ratio t ⁇ is used.
- a configuration for calculating a PM emission amount by multiplying a correction coefficient is disclosed.
- the PM emission amount corrected by the correction coefficient is integrated by the integration unit 07, and is accumulated in a DPF (diesel particulate filter) that is installed in the exhaust passage of the diesel engine and collects PM in the exhaust gas.
- DPF diesel particulate filter
- the PM accumulation amount estimation means disclosed in Patent Document 1 always uses the correction coefficient obtained from the excess air ratio as the basic PM emission amount regardless of whether the engine is in a transient state or a steady state.
- the PM emission amount is calculated by multiplication. Therefore, since it is a correction coefficient for all operating states including the steady state, there is a problem in that it is difficult to accurately obtain an appropriate correction by accurately grasping the transient state.
- the actual excess air ratio r ⁇ is calculated based on the actual air amount and the actual fuel injection amount (corrected by a learning value) or acquired by an air-fuel ratio sensor. It is doubtful whether or not the actual excess air ratio r ⁇ can be obtained to such an extent that it can be used for calculating a correction coefficient for correcting the basic value.
- the present invention has been made in view of such problems, and can improve the accuracy of correction performed on the basic value of the PM emission amount from the PM emission amount map, and in particular, can accurately calculate the PM emission amount in a transient state.
- the present invention provides a PM emission estimation device for a diesel engine in which a DPF (black smoke removal device) that collects PM (particulate matter) discharged from an exhaust passage of the engine is arranged.
- PM for calculating a basic PM emission amount map for calculating the basic PM emission amount according to the operating state of the engine, and a correction coefficient for correcting the basic PM emission amount calculated by the basic PM emission amount map according to the transient state Emission amount correcting means, transient state determining means for determining a transient state from a change in the excess air ratio of the engine, and a correction coefficient calculated by the PM emission amount correcting means only when the transient state is determined by the transient state determining means And a PM discharge amount calculating means for correcting the basic PM discharge amount and outputting the basic PM discharge amount in a steady state.
- the device of the present invention it is determined whether the operation state is a transient state or a steady state from the change in the excess air ratio, and the basic PM emission amount calculated by the basic PM emission amount map is obtained only when the operation state is in the transient state. Correct with the correction factor.
- the basic PM discharge amount is used as it is and is calculated as the PM discharge amount. This makes it possible to accurately calculate the PM emission amount particularly in a transient state. That is, since it is not necessary to make the correction coefficient compatible with a wide range of operating conditions including the steady state, it is possible to set the correction coefficient with high accuracy using parameters that reproduce the transient state in detail, and the PM emission amount in the transient state can be accurately set. It will be possible to calculate well.
- the transient value is not greatly affected by the accuracy of the measured value or the calculated value of the excess air ratio. It can be determined whether or not it is in a state.
- the transient state determination means remove noise by a first-order lag low-pass filter by removing a calculation value obtained by dividing (current excess ratio-previous value) by a measurement time interval.
- the calculated value may be compared with a set threshold value to determine whether it is a transient state or a steady state.
- noise is removed from the calculated value by the first-order lag low-pass filter, so that it is possible to accurately determine the transient state in which the change of the excess air ratio due to the noise signal is removed.
- the information storage amount of the transient state determining means can be suppressed to a small value.
- the PM emission amount correction means is a PM emission amount correction map set based on at least an excess air ratio of intake air supplied to the combustion chamber. Furthermore, in addition to the excess air ratio, it may be set as a function based on the engine speed and the fuel injection amount.
- the PM emission amount correction map may be set as a function that averages the actual measurement values of the experimental data based on the excess air ratio, and in addition to the excess air ratio ⁇ , You may set as a function of rotation speed and fuel injection amount.
- the PM emission amount correction map may be set as a function based on the oxygen concentration of the intake air sucked into the combustion chamber in addition to the parameters. Since PM is generated by an oxidation reaction between the fuel and the oxygen concentration of the intake air, the amount of PM generated is closely related to the oxygen concentration of the intake air. Therefore, by adding the oxygen concentration as a parameter and setting the PM emission amount correction map as a function of the oxygen concentration, it becomes possible to accurately calculate the optimum correction coefficient according to the transient operation.
- a primary delay element is provided for multiplying the basic PM discharge amount by the correction coefficient in the correction of the basic PM discharge amount by the correction coefficient calculated by the PM discharge amount correcting means, and the primary delay is provided.
- the correction coefficient corresponding to the PM emission characteristic at the time of transition and performing multiplication the phenomenon at the time of PM discharge at the time of actual transient operation can be reproduced with high accuracy, and PM discharge with high accuracy is possible.
- the amount can be calculated.
- the time constant of the first-order lag may be reduced as the correction coefficient calculated by the PM emission amount correcting means increases.
- the basic PM emission map for calculating the basic PM emission according to the engine operating state, and the basic PM emission calculated by the basic PM emission map is corrected according to the transient state.
- PM emission correction means for calculating a correction coefficient to be performed
- transient state determination means for determining a transient state from a change in the excess air ratio of the engine, and the PM emission amount only when the transient state determination means determines that the state is a transient state PM exhaust amount calculation means for correcting the basic PM discharge amount by a correction coefficient from the correction means and outputting the basic PM discharge amount as it is in a steady state.
- FIG. 1 A first embodiment of the device of the present invention will be described with reference to FIGS.
- a DPF diesel particulate filter
- PM particulate matter
- the PM emission amount estimation device 1 is configured so that a basic PM emission amount map 3 for calculating a basic emission amount of PM in a steady state of an engine and a basic PM emission amount calculated by the basic PM emission amount map 3 according to a transient operation state.
- PM emission correction map 5 for calculating a correction coefficient to be corrected
- transient state determination means 7 for determining transient operation from a change in excess air ratio of the engine, and only when transient operation is determined by transient state determination means 7
- PM emission amount calculating means 9 for multiplying and correcting the basic PM emission amount by the correction coefficient calculated by the PM emission amount correction map 5 and outputting the basic PM emission amount as it is in the case of non-transient operation, that is, in a steady state
- PM accumulation amount estimation means 11 for integrating the PM emission amount calculated by the PM emission amount calculation means 9 and estimating the PM accumulation amount deposited on the DPF. It has been.
- a PM emission amount corresponding to the engine speed Ne and the fuel injection amount Qf in a steady operation state is obtained in advance by experiments.
- a basic PM emission amount map 3 is created from the experimental results. From this basic PM emission amount map 3, the basic PM emission amount is calculated based on the engine speed Ne and the fuel injection amount Qf at every sampling time.
- the PM emission amount correction map 5 is a map for calculating the correction coefficient. For example, as shown in FIG. 2, an appropriate correction coefficient corresponding to the excess air ratio ⁇ is obtained in advance through experiments. Using these as actual measurement data, the horizontal axis represents the excess air ratio ⁇ , and the vertical axis represents the correction coefficient. An approximate function of a correction coefficient for the excess air ratio ⁇ is obtained by regression analysis based on the actual measurement data. The PM emission amount correction map 5 is obtained by setting this approximate function as a map. An example of the PM emission amount correction map thus created is shown as a PM emission amount correction map 5a in FIG. Thus, the correction coefficient may be set only from the excess air ratio ⁇ .
- the PM emission amount correction map 5 is expressed not only by the excess air ratio ⁇ but also by a multivariable function using the engine speed Ne and the fuel injection amount Qf as parameters, and a correction coefficient suitable for the engine operating state in the transient state is provided. It is possible to set. Also in this case, an appropriate correction coefficient is obtained in advance for the excess air ratio ⁇ , the engine speed Ne, and the fuel injection amount Qf through experiments. An approximate function of a correction coefficient for the parameter is obtained by multiple regression analysis processing based on these actually measured value data.
- An example of the PM emission amount correction map 5 created in this way is shown as a PM emission amount correction map 5b in FIG.
- the PM emission amount correction map 5b creates a plurality of correction maps for each value ( ⁇ 1 to ⁇ 3) of the excess air ratio ⁇ . Then, a correction map corresponding to the corresponding excess air ratio value is selected, and a correction coefficient is set based on the selected correction map.
- the transient state determination means 7 includes a calculation unit 13 that calculates (current value of excess air ratio ⁇ previous value) / dt (data sampling period), a first-order lag low-pass filter 15 that removes noise from the calculated value, noise, The determination unit 17 determines whether or not the calculated value removed is larger than a determination threshold.
- a calculation formula of ⁇ intake air amount Qa / (fuel injection amount Qf ⁇ 14.4)
- the excess air ratio ⁇ is calculated.
- time series data of these calculated values is created.
- the excess air ratio ⁇ may be detected by an air-fuel ratio sensor regardless of the calculation formula.
- the first-order lag low-pass filter 15 removes noise from the time-series data of the calculated values calculated by the calculation unit 13. As a result, in the calculation of the excess air ratio ⁇ , it is possible to eliminate the influence of errors due to noise signals such as the intake air amount Qa and the fuel injection amount Qf.
- the determination unit 17 determines whether or not the calculated value is larger than a determination threshold value. When the calculated value is smaller than the determination threshold, it is determined as a transient state, and when it is equal to or higher than the determination threshold, it is determined as a steady state. As shown in (C) of FIGS. 5A, 5B, and 5C, the determination threshold is selected so that the calculation line L3 overlaps the actual measurement value line L0.
- FIG. 5A shows a case where the determination threshold is set small.
- the operation state is always determined to be a steady state, and therefore, the PM emission amount is calculated only by the basic PM emission amount map 3 without being corrected by the PM emission amount correction map 5.
- the PM integrated value obtained by the PM accumulation amount estimation means 11 becomes a curve L1 and deviates from the actual measurement value line L0.
- FIG. 5B shows a case where the determination threshold is set large.
- the operation state is always determined to be an excessive state, and therefore, the PM emission amount is calculated only by the basic PM emission amount map 3 without correction by the PM emission amount correction map 5.
- the PM integrated value obtained by the PM accumulation amount estimation means 11 becomes a curve L2, which deviates from the actual measurement value line L0.
- the determination threshold is set on the graph so that the calculated line L3 that overlaps with the actually measured actual value line L0 located between the calculated lines L1 and L2 is obtained. Find out. Specifically, for example, the determination threshold value is decreased from a sufficiently large value, and the determination threshold value is increased when the estimated PM discharge integrated amount value is smaller than the actual measurement value and larger than the actual measurement value. In this way, the determination threshold is narrowed down to find the optimum value.
- the PM emission amount calculation means 9 outputs a correction coefficient (a coefficient larger than 1) from the PM emission amount correction map 5 to the multiplier 19 when the transient state determination means 7 determines that the state is a transient state. Then, the basic PM emission amount calculated from the basic PM emission amount map 3 is multiplied by a correction coefficient and output as a PM emission amount. When it is determined that it is constant, 1 is output as a correction coefficient to the multiplier 19 and the basic PM discharge amount is output as it is as the PM discharge amount.
- the PM emission amount calculated by the PM emission amount calculation means 9 is integrated by the PM accumulation amount estimation means 11, where the PM accumulation amount deposited on the DPF is estimated. Based on the estimation result, the DPF regeneration process is performed.
- the PM deposition amount estimation procedure by the PM emission amount estimation device 1 will be described with reference to the flowchart of FIG.
- the engine speed Ne and the fuel injection amount Qf are read every sampling time (20 milliseconds) (step S1), and the basic PM emission amount map 3 is used to correspond to the detected engine speed Ne and the fuel injection amount Qf.
- the PM emission amount during the steady operation is calculated (step S2).
- step 6 it is determined whether or not the calculated value B is larger than the determination threshold value (step 6). If the calculated value B is smaller, it is determined that the state is transient, and a correction coefficient is calculated based on the PM emission amount correction map 5 (step S7). .
- this correction coefficient is calculated by the PM discharge amount correction map 5
- the PM discharge amount correction map 5 is a map set with a function having the excess air ratio ⁇ as a parameter, the excess air ratio ⁇ calculated in step S3. Is used to find the correction coefficient.
- the PM emission amount correction map 5 is a map set with a function having the excess air ratio ⁇ , the engine speed Ne, and the fuel injection amount Qf as parameters, the respective detections calculated in steps S1 and S3.
- the correction coefficient is obtained using the value.
- step S8 If the calculated value B is greater than or equal to the determination threshold, it is determined that the operation is stationary and the correction coefficient is set to 1 (step S8).
- the PM discharge amount is calculated by multiplying the basic PM discharge amount by the basic PM discharge amount map 3 by the correction coefficient (step S9). Then, the calculated PM discharge amount is integrated to calculate the PM deposition amount (step 10), and the process is completed.
- whether the state is a transient state or a steady state is determined from the change in the excess air ratio ⁇ , and the correction is made by the correction coefficient only when the state is in a transient state. Since the PM emission amount is calculated, the PM emission amount particularly in a transient state can be calculated with high accuracy. That is, since it is not necessary to make the correction coefficient compatible with a wide range of operating conditions including the steady state, it is possible to set the correction coefficient with high accuracy using parameters that reproduce the transient state in detail, and the PM emission amount in the transient state can be accurately set. It can be calculated well.
- the transient state is not greatly affected by the accuracy of the measured value or the calculated value of the excess air ratio. Can be determined.
- the PM emission correction map 5 is set as a function that averages the actual measurement results using a regression analysis method based on the actual measurement values of the experimental data based on the excess air ratio. Furthermore, since it is set as a function including parameters of engine speed and fuel injection amount, a correction coefficient suitable for transient operation can be calculated with high accuracy.
- the transient value determination means 13 removes noise from the calculated value B by the first-order lag low-pass filter 15, it is possible to accurately determine the transient state by removing the change in the excess air ratio due to the noise signal. Further, since the calculated value B can be calculated only with the previous value and the current value of the excess air ratio ⁇ , the information storage amount of the transient state determination means 13 can be kept small.
- the parameters for creating the PM emission correction map 5 are drawn into the combustion chamber in addition to the excess air ratio ⁇ , the engine speed Ne, and the fuel injection amount Qf.
- the oxygen concentration Do is used.
- the oxygen concentration Do can be detected by, for example, an oxygen concentration sensor provided in the intake pipe immediately before the combustion chamber.
- FIG. 8 shows an example in which the PM emission amount correction map 5c is created with the excess air ratio ⁇ and the oxygen concentration Do.
- the amount of PM generated is closely related to the oxygen concentration. If the oxygen concentration is high, the amount of PM decreases, and if the oxygen concentration is low, the amount of PM increases. Therefore, by adding the oxygen concentration as a parameter, it is possible to calculate an estimated value that matches the actually measured value of the PM emission integrated amount, and to improve the estimation accuracy.
- the PM emission amount correction map 5 is expressed by a multivariable function using the excess air ratio ⁇ , the engine speed Ne, the fuel injection amount Qf, and the oxygen concentration Do as parameters, and a correction coefficient suitable for the engine operating state in the transient state. Can be set. Also in this case, an appropriate correction coefficient is obtained for the excess air ratio ⁇ , the engine speed Ne, the fuel injection amount Qf, and the oxygen concentration Do by experiments. An approximate function of a correction coefficient for the parameter is obtained by multiple regression analysis processing based on these actually measured value data.
- An example of the PM emission amount correction map 5 thus created is shown as a PM emission amount correction map 5d in FIG.
- This PM emission amount correction map 5d creates a plurality of maps C1 -n depending on the difference in the engine speed Ne or the fuel injection amount Qf.
- the excess air ratio ⁇ is plotted on the horizontal axis
- the correction coefficient is plotted on the vertical axis
- a plurality of oxygen concentration curves are provided according to the value of the oxygen concentration Do.
- a correction coefficient is set.
- the PM emission correction map 5d is created using the excess air ratio ⁇ , the engine speed Ne, the fuel injection amount Qf, and the oxygen concentration Do as parameters, the PM emission integrated amount can be estimated with higher accuracy.
- the correction coefficient for correcting the PM emission amount at an excessive time is not obtained from the PM emission amount correction map 5 as in the first embodiment or the second embodiment, but is excessively derived from the excess air ratio ⁇ . This is obtained from the gain formula.
- k ⁇ is a correction coefficient calculation multiplier.
- the correction coefficient is set to 1 as in the first and second embodiments.
- the correction coefficient is set using the excessive gain formula E. Therefore, as in the first embodiment or the second embodiment, the PM emission amount There is no need to create the correction map 5. Therefore, the estimation work of PM accumulation amount becomes easy.
- FIGS. 11 a fourth embodiment of the device of the present invention will be described with reference to FIGS.
- a first-order lag element 23 that adds a first-order lag to the signal input to the multiplier 19 of the PM emission amount calculating means 21 is added.
- the same components as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
- a primary delay element 23 is provided to control the output signal so that it rises to a peak during this transition and then gradually decreases.
- the first-order lag element 23 is configured to include a signal determination unit 25, a time constant calculation unit 27, and an adder / subtractor 29, and when the transient PM discharge amount changes in the positive direction, The value is output, and control is performed so that the first-order lag acts on the change in the negative direction based on the previous output value.
- the signal determination unit 25 determines the magnitude of the input signal IN and the output signal OUT.
- IN> OUT that is, when outputting in the positive direction
- the input signal IN is updated.
- the time constant calculating unit 27 is reset, and the time constant for the updated F is calculated and changed.
- the time constant calculation unit 27 does not change the time constant.
- the adder / subtracter 29 subtracts the time constant from the value of F (F is the same as the previous value) and adds the constant 1 to obtain an output.
- the addition of the constant 1 by the adder / subtractor 29 is for preventing the coefficient from becoming zero when the multiplier 19 multiplies the basic PM emission amount by the basic PM emission amount map 3 by the multiplier 19 after the output of the primary delay element 23. This is a processing constant.
- the calculated value of the time constant Ts may be changed according to the value F of the input signal IN or according to the magnitude of the excess air ratio.
- the time constant Ts may be reduced as the excess air ratio decreases. That is, as shown in FIG. 13, when the peak is large (X portion), the convergence to the steady PM discharge amount corresponds to the tendency to converge to the steady discharge amount in a shorter time than when the peak is small (Y portion). Control.
- the relationship between the magnitude of the excess air ratio and the correction coefficient tends to increase as the excess air ratio ⁇ decreases, as described in the first embodiment (FIG. 2). For this reason, the calculated value of the time constant Ts may be changed according to the magnitude of the correction coefficient. For example, the time constant Ts may be decreased as the correction coefficient increases.
- the correction coefficient is large and rapidly converges to the steady PM discharge amount.
- the correction coefficient is small and the time constant Ts is changed so as to converge smoothly. Therefore, the correction coefficient corresponding to the phenomenon at the time of PM discharge at the time of actual transient operation can be calculated, and the correction accuracy of the basic PM discharge amount calculated by the basic PM discharge amount map 3 can be improved.
- the fourth embodiment by multiplying the correction coefficient corresponding to the PM emission amount characteristic at the time of transition, the phenomenon at the time of PM discharge at the time of actual transient operation can be reproduced with high accuracy.
- the PM emission amount and the accumulation amount can be estimated with high accuracy.
- the transient state is determined based on the change in the excess air ratio, and only in the transient state, correction is performed on the basic value of the PM emission amount from the PM emission amount map, and the transient state is corrected. Since it is possible to accurately calculate the PM emission amount, the total PM emission amount and the accumulation amount including the transient state and the steady state can be estimated with high accuracy. Therefore, the PM emission of the diesel engine having the DPF in the exhaust passage can be estimated. Suitable for use in quantity estimation devices.
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Abstract
Description
マター;粒子状物質)量を推定する推定装置に関する。
特許文献1には、図14に示すように、エンジン回転数Neと燃料噴射量Qfとの運転状態に応じてPM排出量の基本値を算出するPM排出量マップ01と、第1パラメータPAを目標空気過剰率tλとし、第2パラメータPBを実空気過剰率rλとし、実空気過剰率rλと目標空気過剰率tλとの差(rλ-tλ)または比(rλ/tλ)を用いて、補正係数を算出するPM排出量補正係数マップ03とを備え、PM排出量マップ01によって算出したPM排出量の基本値に対して、乗算器05でPM排出量補正係数マップ03によって算出された補正係数を乗算してPM排出量を算出する構成が開示されている。
従って、定常状態も含めた全運転状態に対する補正係数であることから、過渡時を正確に捉えて適切な補正が得られ難いという問題がある。
予め、実験によって、これらパラメータに基づく関数を回帰分析手法によって設定して、マップとして表すことで、過渡運転時に応じた最適の補正係数を精度よく算出できるようになる。
本発明装置の第1実施形態を図1~図6に基づいて説明する。図1において、図示しないディーゼルエンジンの排気通路には、排ガス中のPM(粒子状物質)を捕集するDPF(ディーゼル・パティキュレート・フィルタ)が設けられており、このDPFに堆積されるPM堆積量を推定するために、PM排出量推定装置1が設けられている。
この場合にも、予め実験によって、空気過剰率λ、エンジン回転数Ne、燃料噴射量Qfに対して適切な補正係数を求める。これらの実測値データを基に重回帰分析処理によって、前記パラメータに対する補正係数の近似関数を求める。
まず、エンジン回転数Ne、燃料噴射量Qfをサンプリング時間(20m秒)毎に読み込み(ステップS1)、基本PM排出量マップ3を用いて、検出したエンジン回転数Ne及び燃料噴射量Qfに対応する定常運転時のPM排出量を算出する(ステップS2)。
次に、一次遅れローパスフィルタ15で、算式Aで算出した計算値Bのノイズ除去を行なう(ステップS5)。
次に、図7乃至図9を参照して、第2実施形態を説明する。図7に示すように、本実施形態は、PM排出量補正マップ5を作成するためのパラメータとして、空気過剰率λ、エンジン回転数Ne及び燃料噴射量Qfに加えて、燃焼室に吸入される酸素濃度Doを用いたものである。酸素濃度Doは、例えば、燃焼室直前の吸気管に設けられた酸素濃度センサ等によって検出することができる。
この場合にも、予め実験によって、空気過剰率λ、エンジン回転数Ne、燃料噴射量Qf及び酸素濃度Doに対して適切な補正係数を求める。これらの実測値データを基に重回帰分析処理によって、前記パラメータに対する補正係数の近似関数を求める。
次に、本発明装置の第3実施形態を図10により説明する。本実施形態は、過度時にPM排出量を補正する補正係数を、第1実施形態又は第2実施形態のように、PM排出量補正マップ5から求めるのではなく、空気過剰率λから導き出される過度ゲイン算式から求めるようにしたものである。図10において、空気過剰率λから過渡状態判定手段7で過度状態と判定され、かつλ<2のとき、過度ゲイン算式E=kλ/(λ―1)で補正係数を算出する。ここで、kλとは補正係数算出乗数である。なお、過渡状態判定手段7で定常状態と判定されたときは、第1及び第2実施形態と同様に、補正係数=1とする。
次に、図11~図13により、本発明装置の第4実施形態を説明する。本実施形態は、図11のように、PM排出量算出手段21の乗算器19に入力する信号に対して、一次遅れを作用させる一次遅れ要素23を付加したものである。第1実施形態と同一の構成には同一の番号を付して説明を省略する。
加減算器29での定数1の加算は、一次遅れ要素23の出力後に乗算器19によって、基本PM排出量マップ3による基本PM排出量に乗算する際に係数がゼロになることを防止するための処理上の定数である。
Claims (8)
- エンジンの排気通路から排出されるPM(粒子状物質)を捕集するDPF(黒煙除去装置)が配置されたディーゼルエンジンのPM排出量推定装置において、
エンジンの運転状態に応じてPMの基本排出量を算出する基本PM排出量マップと、該基本PM排出量マップによって算出される基本PM排出量を過渡状態に応じて補正する補正係数を算出するPM排出量補正手段と、エンジンの空気過剰率の変化から過渡状態を判定する過渡状態判定手段と、該過渡状態判定手段によって過渡状態と判定された場合のみ前記PM排出量補正手段で算出される補正係数によって前記基本PM排出量を補正し、定常状態の場合には前記基本PM排出量を出力せしめるPM排出量算出手段と、を備えたことを特徴とするディーゼルエンジンのPM排出量推定装置。 - 前記過渡状態判定手段は、(空気過剰率の今回値-同前回値)を測定時間間隔で除した計算値を一次遅れローパスフィルタでノイズ除去し、ノイズ除去された計算値を設定された閾値と比較して過渡状態か定常状態かを判定するものであることを特徴とする請求項1記載のディーゼルエンジンのPM排出量推定装置。
- 前記PM排出量補正手段は、少なくとも空気過剰率の関数として設定されているPM排出量補正マップであることを特徴とする請求項1記載のディーゼルエンジンのPM排出量推定装置。
- 前記PM排出量補正マップは、さらに、前記空気過剰率に加えてエンジン回転数および燃料噴射量の関数として設定されていることを特徴とする請求項3記載のディーゼルエンジンのPM排出量推定装置。
- 前記PM排出量補正マップは、さらに、燃焼室に吸入される吸気の酸素濃度の関数として設定されていることを特徴とする請求項3又は4に記載のディーゼルエンジンのPM排出量推定装置。
- 前記PM排出量補正手段は、空気過剰率から導き出される過度ゲイン算式から補正係数を算出するものであることを特徴とする請求項1に記載のディーゼルエンジンのPM排出量推定装置。
- 前記PM排出量補正手段で算出される補正係数による前記基本PM排出量の補正における補正係数の基本PM排出量への乗算に、一次遅れ要素が設けられ、該一次遅れ要素が、過渡PM排出量が正方向に変化する場合は、その変化値を出力し、負方向への変化に対して一次遅れが作用することを特徴とする請求項1記載のディーゼルエンジンのPM排出量推定装置。
- 前記一次遅れの時定数を前記PM排出量補正手段で算出される補正係数が大きくなるに従って小さくすることを特徴とする請求項7記載のディーゼルエンジンのPM排出量推定装置。
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