WO2011070664A1 - Dispositif de commande pour moteur à combustion interne - Google Patents

Dispositif de commande pour moteur à combustion interne Download PDF

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Publication number
WO2011070664A1
WO2011070664A1 PCT/JP2009/070670 JP2009070670W WO2011070664A1 WO 2011070664 A1 WO2011070664 A1 WO 2011070664A1 JP 2009070670 W JP2009070670 W JP 2009070670W WO 2011070664 A1 WO2011070664 A1 WO 2011070664A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
temperature
oxidation catalyst
automatic stop
Prior art date
Application number
PCT/JP2009/070670
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English (en)
Japanese (ja)
Inventor
弘 榎本
Original Assignee
トヨタ自動車 株式会社
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Priority to PCT/JP2009/070670 priority Critical patent/WO2011070664A1/fr
Publication of WO2011070664A1 publication Critical patent/WO2011070664A1/fr

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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
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • 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
    • F01N3/0235—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 exhaust gas throttling means
    • 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
    • F01N3/0238—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 for regenerating during engine standstill
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0829—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to special engine control, e.g. giving priority to engine warming-up or learning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/026—Catalyst temperature
    • 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 regenerates a filter provided in an exhaust passage and collects particulate matter contained in exhaust gas, and automatically stops the internal combustion engine when an automatic stop condition is satisfied during operation of the internal combustion engine This relates to the control device.
  • a particulate matter (Particulate Matter, hereinafter referred to as PM) contained in exhaust gas is collected by providing a filter in the exhaust passage.
  • the filter collects PM by passing exhaust gas through a porous partition made of ceramics, and the collected PM is deposited on the surface and pores of the partition.
  • an oxidation catalyst is provided on the upstream side of the filter in the exhaust passage, and a part of nitrogen oxide (hereinafter referred to as NOx) contained in the exhaust is oxidized through the oxidation catalyst so that the amount of nitrogen dioxide (hereinafter referred to as NO2) is large.
  • NO2 nitrogen oxide
  • PM is burned by the oxidizing action of NO2.
  • the fuel is combusted inside the oxidation catalyst by supplying the fuel to the exhaust gas flowing into the oxidation catalyst, and the oxidation catalyst is maintained above its activation temperature by the heat energy obtained thereby.
  • the fuel is supplied to the exhaust gas by, for example, performing so-called post injection that injects fuel that does not contribute to combustion during the expansion stroke or exhaust stroke of the internal combustion engine.
  • the internal combustion engine by automatically stopping the internal combustion engine when an automatic stop condition such that the vehicle speed becomes “0” and the brake pedal is depressed during operation of the internal combustion engine is satisfied, It tries to save fuel consumption. Further, during the automatic stop, the internal combustion engine is restarted when a restart condition is established such that the depression of the brake pedal is released.
  • the filter regeneration control is interrupted, so that the filter regeneration control can be completed early. The problem of not being able to occur.
  • the temperature of the oxidation catalyst at the time of restarting the internal combustion engine becomes low, and then, when resuming the filter regeneration control, a large amount of fuel is required to make the temperature of the oxidation catalyst higher than the activation temperature. . Therefore, there is a possibility that the problem of saving fuel consumption through execution of automatic stop may be canceled.
  • the present invention has been made in view of such circumstances, and an object thereof is to suppress an increase in fuel consumption required for restarting filter regeneration control after restart while improving fuel consumption through execution of automatic stop.
  • An object of the present invention is to provide an internal combustion engine control device.
  • the present invention provides a filter for collecting particulate matter contained in exhaust gas provided in an exhaust passage, an oxidation catalyst provided in the exhaust passage, and exhaust gas flowing into the oxidation catalyst. And a reducing agent supply means for supplying the reducing agent, and a control device applied to an internal combustion engine.
  • the control device supplies a reducing agent to the oxidation catalyst through the reducing agent supply unit, and thereby the particles collected in the filter with the oxidation catalyst activated.
  • a filter regeneration control unit that performs filter regeneration control to oxidize and remove particulate matter, an automatic stop control unit that automatically stops the internal combustion engine when an automatic stop condition is satisfied during operation of the internal combustion engine, and a temperature of the oxidation catalyst And a temperature monitoring unit that monitors the internal combustion engine when the automatic stop condition is satisfied during the execution of the filter regeneration control, and the temperature of the oxidation catalyst decreases to a predetermined temperature or less during the automatic stop.
  • a restart control unit that restarts the internal combustion engine.
  • the filter regeneration control when the automatic stop condition for the internal combustion engine is satisfied during the execution of the filter regeneration control, the filter regeneration control is not given priority but the internal combustion engine is automatically stopped. For this reason, there is no situation where the automatic stop is not performed even though the automatic stop condition is satisfied, and the opportunity for saving fuel consumption due to the execution of the automatic stop is not missed. Further, when the temperature of the oxidation catalyst falls below a predetermined temperature during the automatic stop, the internal combustion engine is restarted. For this reason, unlike the configuration in which the automatic stop is continued even after the temperature of the oxidation catalyst falls below the predetermined temperature during the automatic stop, the temperature of the oxidation catalyst is maintained at a high state when the internal combustion engine is restarted. Can do.
  • the filter regeneration control when the filter regeneration control is restarted after restarting, it is possible to reduce the amount of fuel required to bring the temperature of the oxidation catalyst to the activation temperature or higher. Accordingly, it is possible to suppress an increase in fuel consumption required for restarting the filter regeneration control after restarting while improving the fuel consumption through execution of the automatic stop.
  • the predetermined temperature is equal to or higher than an activation temperature of the oxidation catalyst. According to this configuration, when the internal combustion engine is restarted, the temperature of the oxidation catalyst can be quickly made equal to or higher than its activation temperature. It is possible to further reduce the amount of fuel required to make the temperature higher than the conversion temperature.
  • the automatic stop control unit Prohibit automatic stop of.
  • the temperature of the oxidation catalyst at that time is equal to or lower than the predetermined temperature, even if the internal combustion engine is automatically stopped, the temperature of the oxidation catalyst is immediately When it is determined that the temperature has dropped below the temperature, the internal combustion engine is restarted. Therefore, there is a possibility that the effect of saving fuel consumption through the execution of automatic stop cannot be suitably achieved. Further, since the fuel consumption increases with the subsequent restart of the internal combustion engine, there is a possibility that the overall fuel consumption cannot be suitably reduced.
  • the automatic stop condition when the automatic stop condition is satisfied during the execution of the filter regeneration control, the automatic stop of the internal combustion engine is prohibited when the temperature of the oxidation catalyst at that time is equal to or lower than the predetermined temperature. Immediately after executing the automatic stop, it is possible to avoid a situation in which restart is performed due to the temperature of the oxidation catalyst being equal to or lower than the predetermined temperature.
  • control device includes an exhaust temperature sensor that detects a temperature of exhaust flowing into the oxidation catalyst, and the temperature monitoring unit is configured to detect the oxidation catalyst based on a detection result of the exhaust temperature sensor. Monitor temperature.
  • control device includes a collection amount estimation unit that estimates an amount of particulate matter collected by the filter based on an engine operation state, and the filter regeneration condition is the capture condition. This is established when the amount of the particulate matter estimated by the collection amount estimation unit is a predetermined amount or more.
  • the oxidation catalyst is provided upstream of the filter in the exhaust passage.
  • FIG. 1 is a schematic configuration diagram of a control device for an internal combustion engine according to an embodiment of the present invention.
  • the flowchart which shows the process sequence of the automatic stop control in the internal combustion engine of FIG.
  • the flowchart which shows the process sequence of the restart request flag setting control in the internal combustion engine of FIG.
  • the flowchart which shows the process sequence of the restart control in the internal combustion engine of FIG.
  • FIG. 1 shows a schematic configuration of a diesel engine (hereinafter referred to as an internal combustion engine) 1 of the present embodiment.
  • an internal combustion engine 1 the cross-sectional structure of one cylinder 2 of the plurality of cylinders of the internal combustion engine 1 is schematically shown.
  • the internal combustion engine 1 discharges exhaust generated by combustion in the combustion chamber 3 formed in the cylinder 2, an intake passage 11 that supplies intake air to the combustion chamber 3, and the combustion chamber 3.
  • An exhaust passage 21 is provided.
  • the intake passage 11 is provided with a throttle valve 12 for metering the intake air supplied to the combustion chamber 3 and an actuator 13 for driving the throttle valve 12 to open and close.
  • a throttle valve 12 for metering the intake air supplied to the combustion chamber 3
  • an actuator 13 for driving the throttle valve 12 to open and close.
  • the exhaust passage 21 is provided with a fuel addition valve 22, an oxidation catalyst 23, and a filter 24 in order from the upstream side.
  • the fuel addition valve 22 adds and supplies fuel to the exhaust gas flowing into the oxidation catalyst 23.
  • the oxidation catalyst 23 is a catalyst made of a noble metal such as platinum.
  • the filter 24 collects particulate matter (hereinafter referred to as PM) contained in the exhaust gas by passing the exhaust gas through a porous partition wall made of ceramics. The collected PM is the surface of the partition wall. And deposits in the pores.
  • an exhaust throttle valve 25 that makes the flow passage cross-sectional area of the exhaust passage 21 variable, and the exhaust throttle valve 25 for opening and closing between fully opened and fully closed are provided.
  • An actuator 26 is provided.
  • the electronic control unit 50 includes a CPU that executes various arithmetic processes related to engine control, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores arithmetic results of the CPU, and an external device. An input port, an output port, etc. for inputting / outputting signals between them are provided.
  • the electronic control unit 50 controls the drive of the starter 7, the fuel injection control from the fuel injection valve 4 (hereinafter referred to as fuel injection control), the opening control of the throttle valve 12 (hereinafter referred to as throttle opening control), and the fuel addition valve 22.
  • Various controls such as fuel addition control (hereinafter referred to as fuel addition control), opening / closing control of the exhaust throttle valve 25, and automatic stop control and restart control of the internal combustion engine 1 are performed.
  • An intake air amount sensor 31 that is provided upstream of the throttle valve 12 in the intake passage 11 and detects the intake air amount GA.
  • a throttle opening sensor 32 that is provided in the vicinity of the throttle valve 12 and detects a throttle opening TA that is the opening of the throttle valve 12.
  • An exhaust temperature sensor 33 that is provided upstream of the oxidation catalyst 23 in the exhaust passage 21 and detects the temperature (hereinafter, exhaust temperature) Theg of the exhaust gas flowing into the oxidation catalyst 23.
  • An air-fuel ratio sensor 34 that is provided between the filter 24 and the exhaust throttle valve 25 in the exhaust passage 21 and detects the air-fuel ratio A / F through detection of the oxygen concentration in the exhaust gas or the like.
  • An engine rotation speed sensor 35 that detects an engine rotation speed NE that is the rotation speed of the crankshaft 6.
  • An accelerator pedal operation amount sensor 36 that detects an accelerator pedal operation amount ACCP that is the amount of depression of the accelerator pedal.
  • Brake switch 38 for detecting the degree B of depression of the brake pedal
  • a vehicle speed sensor 39 that detects a vehicle speed V that is the traveling speed of the vehicle.
  • Shift position sensor 40 for detecting a shift position SHIFT of a transmission (not shown).
  • drive circuits such as a starter 7, a fuel injection valve 4, a throttle valve 12, a fuel addition valve 22, and an exhaust throttle valve 25 are connected to the output port of the electronic control unit 50.
  • the electronic control device 50 outputs a command signal to the drive circuit of each device connected to the output port according to the engine operation state grasped by the detection signals input from the various sensors. In this way, various controls such as drive control of the starter 7, throttle opening control, fuel injection control, fuel addition control, and exhaust throttle valve opening / closing control are performed.
  • the electronic control unit 50 drives the starter 7 and performs fuel injection from the fuel injection valve 4.
  • the start control of the internal combustion engine 1 is performed.
  • the ignition switch 37 is operated from “ON” to “OFF” (hereinafter referred to as “OFF operation”), the fuel injection from the fuel injection valve 4 is stopped, thereby controlling the stop of the internal combustion engine 1. Do.
  • the amount of PM trapped in the filter 24 is estimated based on the engine operating state, and when the estimated amount of PM exceeds a predetermined amount, filter regeneration control described below is executed. Therefore, the filter is regenerated. That is, by adding and supplying fuel to the exhaust gas flowing into the oxidation catalyst 23 from the fuel addition valve 22, the fuel is combusted inside the oxidation catalyst 23, and the oxidation catalyst 23 is activated by the thermal energy obtained thereby. The temperature is maintained at or above the temperature TACT (in this case, 200 ° C.).
  • NOx nitrogen oxide
  • PM is burned by the oxidizing action of NO2. Yes.
  • a mode for estimating the amount of PM collected by the filter a known mode based on an integrated value of the fuel injection amount Q or the like is employed.
  • the fuel injection from the fuel injection valve 4 is stopped when the automatic stop condition is satisfied even when the ignition switch 37 is not turned OFF during the operation of the internal combustion engine 1.
  • automatic stop control for automatically stopping the internal combustion engine 1 is performed.
  • the shift position SHIFT is a neutral position or a drive position.
  • the vehicle speed V is equal to or less than a predetermined value.
  • the accelerator pedal operation amount ACCP is “0”.
  • the brake pedal is depressed.
  • the automatic stop of the internal combustion engine 1 is executed assuming that the automatic stop condition is satisfied. Further, when the automatic start condition is satisfied even when the ignition switch 37 is not turned on while the internal combustion engine 1 is automatically stopped, the restart control for restarting the internal combustion engine 1 is performed by driving the starter 7.
  • the filter regeneration control is interrupted, so that the filter regeneration control is completed early. The problem of not being able to occur.
  • the filter regeneration control is prioritized by continuing the execution of the filter regeneration control without automatically stopping the internal combustion engine 1. Can be considered. Thus, it is possible to avoid that the filter regeneration control is interrupted due to the execution of the automatic stop of the internal combustion engine 1, and that the filter regeneration control cannot be completed early.
  • the automatic stop condition when the automatic stop condition is satisfied during the execution of the filter regeneration control, if the automatic regeneration of the internal combustion engine 1 is not performed with priority given to the filter regeneration control, the following problem is newly generated. It will be. That is, in this case, since the automatic stop is not performed even though the automatic stop condition is satisfied, the opportunity to save the fuel consumption through the execution of the automatic stop is missed. Moreover, since the driver often consciously expects an automatic stop condition to be established, the automatic stop condition is often expected. If it is not performed, there arises a problem that the driver is misunderstood that some abnormality has occurred in the internal combustion engine 1.
  • the temperature of the oxidation catalyst 23 is monitored based on the detection result of the exhaust temperature sensor 33, and the internal combustion engine 1 is automatically stopped when the automatic stop condition is satisfied during the execution of the filter regeneration control. At the same time, the internal combustion engine 1 is restarted when the exhaust gas temperature Theg drops below the predetermined temperature TLW during the automatic stop.
  • the fuel consumption is improved through the execution of the automatic stop, and the increase in the fuel consumption required for restarting the filter regeneration control after the restart is suppressed.
  • the exhaust temperature Theg at that time is equal to or lower than the predetermined temperature TLW
  • the exhaust temperature Theg is immediately thereafter. Is determined to have fallen below the predetermined temperature TLW, the internal combustion engine 1 is restarted. Therefore, there is a possibility that the effect of saving fuel consumption through the execution of automatic stop cannot be suitably achieved. Further, since the fuel consumption increases with the subsequent restart of the internal combustion engine 1, there is a possibility that the overall fuel consumption cannot be suitably reduced.
  • the automatic stop condition when the automatic stop condition is satisfied during the execution of the filter regeneration control, the automatic stop of the internal combustion engine 1 is prohibited when the exhaust temperature Theg at that time is equal to or lower than the predetermined temperature TACT. .
  • the predetermined temperature TACT the predetermined temperature
  • FIG. 2 is a flowchart showing a processing procedure of automatic stop control. A series of processing shown in this flowchart is repeatedly executed by the electronic control unit 50 at predetermined intervals during the operation of the internal combustion engine 1.
  • the electronic control unit 50 determines whether or not an automatic stop condition is satisfied (step S11).
  • step S11 when all the conditions [a] to [d] are satisfied, it is determined that the automatic stop condition is satisfied. If it is determined that the automatic stop condition is satisfied (step S11: “YES”), then the exhaust temperature Theg at that time is read (step S12), and then the read exhaust temperature Theg is predetermined. It is determined whether or not the temperature is higher than TLW (step S13).
  • the predetermined temperature TLW is the activation temperature TACT of the oxidation catalyst 23 (in this case, 200 ° C.).
  • step S14 automatic stop control is executed (step S14), and this series of processing is temporarily performed. finish.
  • step S11: “NO”) when the automatic stop condition is not satisfied (step S11: “NO”) or when the automatic stop condition is satisfied (step S11: “YES”), the exhaust temperature Theg is equal to or lower than the predetermined temperature TLW. In (Step S13: “NO”), this series of processes is temporarily terminated without executing the automatic stop.
  • FIG. 3 is a flowchart showing a processing procedure for restart request flag setting control. A series of processing shown in this flowchart is repeatedly executed by the electronic control unit 50 at predetermined intervals during the automatic stop of the internal combustion engine 1.
  • the electronic control unit 50 determines whether or not the filter regeneration control is being executed immediately before the start of the automatic stop (step S21). If it is determined that the filter regeneration control is being executed (step S21: “YES”), then the exhaust temperature Theg at that time is read (step S22), and then the read exhaust temperature Theg is a predetermined value. It is determined whether the temperature is equal to or lower than TLW (step S23). As a result, if it is determined that the exhaust temperature Theg is equal to or lower than the predetermined temperature TLW (step S23: “YES”), then the restart request flag Feg is set to “ON” (step S24), This series of processes is temporarily terminated.
  • step S21 when the filter regeneration control is not executed immediately before the start of the automatic stop (step S21: “NO”), or when the exhaust gas temperature Theg is higher than the predetermined temperature (step S23: “NO”), In addition, the restart request flag Feg is set to “OFF” (step S25), and this series of processes is temporarily ended.
  • FIG. 4 is a flowchart showing a processing procedure for restart control. A series of processing shown in this flowchart is repeatedly executed by the electronic control unit 50 at predetermined intervals during the automatic stop of the internal combustion engine 1.
  • step S31 the electronic control unit 50 determines whether or not an automatic stop condition is satisfied.
  • step S31: “NO” the automatic stop condition is not satisfied
  • step S33 restart control is executed (step S33), and this series of processes is temporarily ended.
  • step S31 if it is determined that the automatic stop condition is satisfied (step S31: “YES”), it is next determined whether or not the restart request flag F is “OFF”. As a result, when it is determined that the restart request flag F is not “OFF” (step S32: “NO”), next, the process proceeds to step S33 to execute restart control, and this series of processing is performed. Exit once.
  • step S ⁇ b> 32: “YES” the series of processes is temporarily ended because it is not the execution timing of the restart control.
  • the electronic control unit 50 automatically stops the internal combustion engine 1 when the automatic stop condition is satisfied during the execution of the filter regeneration control, and the exhaust temperature Theg decreases to a predetermined temperature TLW or less during the automatic stop. In that case, the internal combustion engine 1 is restarted. That is, when the automatic stop condition of the internal combustion engine 1 is satisfied during the execution of the filter regeneration control, the filter regeneration control is not given priority but the internal combustion engine 1 is automatically stopped. For this reason, there is no situation where the automatic stop is not performed even though the automatic stop condition is satisfied, and the opportunity for saving fuel consumption due to the execution of the automatic stop is not missed. Further, when the exhaust gas temperature Theg falls below the predetermined temperature TLW during the automatic stop, the internal combustion engine 1 is restarted.
  • the temperature of the oxidation catalyst 23 is kept high when the internal combustion engine 1 is restarted. can do. Further, when the filter regeneration control is restarted after the restart, it is possible to reduce the amount of fuel required for making the temperature of the oxidation catalyst 23 equal to or higher than the activation temperature. Therefore, it is possible to suppress an increase in fuel consumption required for restarting the filter regeneration control after restarting while improving the fuel consumption through execution of automatic stop.
  • the predetermined temperature TLW is the activation temperature TACT of the oxidation catalyst 23.
  • control device for an internal combustion engine is not limited to the configuration exemplified in the above embodiment, and can be implemented as, for example, the following form appropriately modified.
  • the fuel is added and supplied to the exhaust gas flowing into the oxidation catalyst 23 by the fuel addition valve 22, but the configuration of the reducing agent supply means (reducing agent supply unit) is limited to this. Instead, fuel that does not contribute to combustion is injected by the fuel injection valve 4 during the expansion stroke or exhaust stroke of the internal combustion engine 1, so that fuel is supplied to the exhaust gas flowing into the oxidation catalyst 23 by so-called post injection. Good.
  • the fuel is supplied to the exhaust gas flowing into the oxidation catalyst.
  • the reducing agent used for the filter regeneration control is not limited to the fuel, and the temperature of the oxidation catalyst is raised.
  • the component of the reducing agent can be arbitrarily changed as long as it is in an activated state.
  • the oxidation catalyst 23 and the filter 24 are configured separately, but instead, the oxidation catalyst 23 may be supported on the surface of the filter 24. That is, the oxidation catalyst and the filter can be integrally formed.
  • the amount of PM collected in the filter is estimated based on the engine operation state, and the filter regeneration condition is satisfied when the amount of collected PM is equal to or greater than a predetermined amount.
  • the filter regeneration condition is not limited to this.
  • the filter regeneration condition may be satisfied when the integrated value of the operation time of the internal combustion engine 1 is a predetermined value or more.
  • the filter regeneration condition may be satisfied when the travel distance of the vehicle is a predetermined distance or more.
  • the automatic stop control and restart control of the internal combustion engine 1 are performed based on the comparison result between the detection result of the exhaust temperature sensor 33 and the predetermined temperature TLW, but the temperature of the oxidation catalyst is directly detected.
  • a catalyst temperature sensor may be provided, and the various controls may be performed based on the detection result of the catalyst temperature sensor. Moreover, what is necessary is just to make it perform said various control based on the estimation result in what is provided with the means which estimates the temperature of an oxidation catalyst.
  • the activation temperature of the oxidation catalyst is adopted as the predetermined temperature TLW, but a temperature higher than the activation temperature of the oxidation catalyst may be adopted instead.
  • a control device for an internal combustion engine having a so-called idling stop function is described in which the automatic stop condition is satisfied when all of the above conditions [a] to [d] are satisfied.
  • the present invention can also be applied to, for example, a control device for an internal combustion engine that is mounted on a hybrid vehicle that automatically stops the internal combustion engine during traveling and travels with a motor driving force.
  • SYMBOLS 1 Internal combustion engine, 2 ... Cylinder, 3 ... Combustion chamber, 4 ... Fuel injection valve, 5 ... Piston, 6 ... Crankshaft, 7 ... Starter, 11 ... Intake passage, 12 ... Throttle valve, 13 ... Actuator, 21 ... Exhaust Passage, 22 ... fuel addition valve 22 ... oxidation catalyst, 24 ... filter, 25 ... exhaust throttle valve, 26 ... actuator, 31 ... air flow meter, 32 ... throttle opening sensor, 33 ... exhaust temperature sensor, 34 ... air-fuel ratio sensor, DESCRIPTION OF SYMBOLS 35 ... Engine rotational speed sensor, 36 ... Accelerator pedal operation amount sensor, 37 ... Ignition switch, 38 ... Brake switch, 39 ... Vehicle speed sensor, 40 ... Shift position sensor, 50 ... Electronic control unit (filter regeneration control part, automatic stop control) Section, temperature monitoring section, restart control section, collection amount estimation section).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

L'invention porte sur un dispositif de commande dans lequel sont prévus, dans un passage d'échappement (21) d'un moteur à combustion interne (1), une soupape d'addition de carburant (22), un catalyseur d'oxydation (23) et un filtre (24) destiné à retenir les matières particulaires contenues dans le gaz d'échappement, dans cet ordre à partir du côté amont. Lorsqu'une condition de régénération du filtre est satisfaite, un dispositif de commande électronique (50) ajoute et introduit du carburant dans le gaz d'échappement qui pénètre dans le catalyseur d'oxydation (23), par l'intermédiaire de la soupape d'addition de carburant (22), et exécute par ce moyen une commande de régénération du filtre pour oxyder et éliminer les matières particulaires retenues par le filtre (24). Le dispositif de commande électronique (50) arrête automatiquement le moteur à combustion interne (11) lorsqu'une condition d'arrêt automatique est satisfaite pendant que le moteur est en fonctionnement. Le dispositif de commande électronique (50) arrête automatiquement le moteur à combustion interne (1) lorsque la condition d'arrêt automatique est satisfaite alors que la commande de régénération du filtre est en cours d'exécution et il redémarre le moteur à combustion interne (1) lorsque la température (Theg) du gaz d'échappement pénétrant dans le catalyseur d'oxydation (23) chute à une température prédéterminée (TLW) ou plus bas pendant l'arrêt automatique.
PCT/JP2009/070670 2009-12-10 2009-12-10 Dispositif de commande pour moteur à combustion interne WO2011070664A1 (fr)

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PCT/JP2009/070670 WO2011070664A1 (fr) 2009-12-10 2009-12-10 Dispositif de commande pour moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2009/070670 WO2011070664A1 (fr) 2009-12-10 2009-12-10 Dispositif de commande pour moteur à combustion interne

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WO2011070664A1 true WO2011070664A1 (fr) 2011-06-16

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014206053A (ja) * 2013-04-10 2014-10-30 日立建機株式会社 建設機械のエンジン制御装置
JP2015048767A (ja) * 2013-08-30 2015-03-16 本田技研工業株式会社 内燃機関の制御装置
EP3153687A1 (fr) 2015-10-08 2017-04-12 Mitsubishi Jidosha Kogyo K.K. Contrôleur pour moteur à combustion interne

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11210448A (ja) * 1998-01-27 1999-08-03 Toyota Motor Corp ハイブリット車の内燃機関制御装置
JP2001173477A (ja) * 1999-12-17 2001-06-26 Mitsubishi Motors Corp 車両用エンジン自動始動制御装置
JP2002155865A (ja) * 2000-09-05 2002-05-31 Toyota Motor Corp 電動オイルポンプ制御装置
JP2006291850A (ja) * 2005-04-11 2006-10-26 Toyota Motor Corp 内燃機関の排気浄化システム

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11210448A (ja) * 1998-01-27 1999-08-03 Toyota Motor Corp ハイブリット車の内燃機関制御装置
JP2001173477A (ja) * 1999-12-17 2001-06-26 Mitsubishi Motors Corp 車両用エンジン自動始動制御装置
JP2002155865A (ja) * 2000-09-05 2002-05-31 Toyota Motor Corp 電動オイルポンプ制御装置
JP2006291850A (ja) * 2005-04-11 2006-10-26 Toyota Motor Corp 内燃機関の排気浄化システム

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014206053A (ja) * 2013-04-10 2014-10-30 日立建機株式会社 建設機械のエンジン制御装置
JP2015048767A (ja) * 2013-08-30 2015-03-16 本田技研工業株式会社 内燃機関の制御装置
EP3153687A1 (fr) 2015-10-08 2017-04-12 Mitsubishi Jidosha Kogyo K.K. Contrôleur pour moteur à combustion interne
JP2017072093A (ja) * 2015-10-08 2017-04-13 三菱自動車工業株式会社 エンジンの制御装置

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