WO2012049751A1 - 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
- Publication number
- WO2012049751A1 WO2012049751A1 PCT/JP2010/068035 JP2010068035W WO2012049751A1 WO 2012049751 A1 WO2012049751 A1 WO 2012049751A1 JP 2010068035 W JP2010068035 W JP 2010068035W WO 2012049751 A1 WO2012049751 A1 WO 2012049751A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- exhaust gas
- air
- fuel ratio
- internal combustion
- combustion engine
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/084—Blends of gasoline and alcohols, e.g. E85
-
- 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
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/085—Control based on the fuel type or composition
- F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
-
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
-
- 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
-
- 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
-
- 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
- F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
- F02D41/1487—Correcting the instantaneous control value
-
- 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
- F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
- F02D41/1488—Inhibiting the regulation
-
- 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
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
-
- 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
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0611—Fuel type, fuel composition or fuel quality
-
- 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
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
- F02D41/1441—Plural sensors
-
- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Definitions
- the present invention relates to an exhaust purification device for an internal combustion engine.
- air-fuel ratio feedback control is performed in which the air-fuel ratio of the exhaust gas is detected by an air-fuel ratio sensor installed upstream of the exhaust purification catalyst, and the fuel injection amount is corrected so that the air-fuel ratio becomes the stoichiometric air-fuel ratio.
- a sub exhaust gas sensor composed of an oxygen sensor or the like is further provided on the downstream side of the exhaust purification catalyst, and a sub for supplementing the air-fuel ratio feedback control (main feedback control) based on the output of the sub exhaust gas sensor.
- a technique for performing feedback control is also widely used. By performing the sub-feedback control, it is possible to correct the influence of the output deviation of the air-fuel ratio sensor, so that the air-fuel ratio of the internal combustion engine can be controlled to the stoichiometric air-fuel ratio with higher accuracy.
- Japanese Patent Application Laid-Open No. 2009-114992 utilizes the fact that the characteristics of output deviation (cold shoot) that occurs early after the start of warm-up of the air-fuel ratio sensor differ depending on the fuel properties (alcohol concentration, etc.).
- a technique for determining fuel properties is disclosed.
- the cold chute is considered to be caused by organic substances in the unburned gas remaining in the exhaust passage adhering to the sensor element when the engine is stopped and reacting with the organic substances when the engine is started. When the air-fuel ratio sensor is warmed up, the cold shoot disappears.
- the purification rate at the exhaust purification catalyst tends to be low during the period from the start of air-fuel ratio feedback control to the start of sub-feedback control. Tend. This phenomenon is caused by a characteristic component generated in the exhaust gas when alcohol-containing fuel is used, resulting in a deviation in the output of the air-fuel ratio sensor. As a result, the air-fuel ratio of the internal combustion engine changes from the purification window of the exhaust purification catalyst. It is thought that it is because it comes off.
- the present invention has been made in view of the above points, and even in an internal combustion engine using an alcohol-containing fuel, the exhaust gas purification apparatus for an internal combustion engine that can accurately control the air-fuel ratio and improve the exhaust gas purification rate.
- the purpose is to provide.
- a first invention is an exhaust purification device for an internal combustion engine, An exhaust purification catalyst disposed in the exhaust passage of the internal combustion engine for purifying exhaust gas; An air-fuel ratio sensor that is installed upstream of the exhaust purification catalyst and detects an air-fuel ratio of exhaust gas discharged from the internal combustion engine; Air-fuel ratio feedback control means for feedback-controlling the air-fuel ratio of the internal combustion engine based on the output of the air-fuel ratio sensor; Sensor output correction means for correcting a deviation in the output of the air-fuel ratio sensor caused by components contained in the exhaust gas; With The sensor output correction means is configured to correct a deviation in the output of the air-fuel ratio sensor using a lean deviation in the output of the air-fuel ratio sensor in accordance with the amount and / or ratio of the aldehyde contained in the exhaust gas. It is characterized by.
- the second invention is the first invention, wherein
- the sensor output correction means includes estimation means for estimating an aldehyde concentration or a ratio between the aldehyde concentration and the hydrogen concentration in the exhaust gas discharged from the internal combustion engine, and based on the estimation result of the estimation means, The deviation of the output of the air-fuel ratio sensor is corrected.
- the third invention is the second invention, wherein Alcohol concentration acquisition means for detecting or estimating the alcohol concentration of the fuel; Engine temperature detecting means for detecting a representative temperature of the internal combustion engine; With The estimation means performs the estimation by at least referring to the alcohol concentration acquired by the alcohol concentration acquisition means and the representative temperature detected by the engine temperature detection means.
- Combustion state variable means capable of changing the combustion state of the internal combustion engine so that at least the aldehyde concentration of the components contained in the exhaust gas discharged from the internal combustion engine changes
- Exhaust gas component ratio control for controlling the combustion state variable means so that the ratio between the aldehyde concentration and the hydrogen concentration in the exhaust gas discharged from the internal combustion engine is close to the target ratio is performed from a predetermined timing after the engine is started.
- Storage means for storing an output deviation correction value for correcting an output deviation of the air-fuel ratio sensor; With The sensor output correction means corrects the output deviation of the air-fuel ratio sensor using the output deviation correction value stored in the storage means.
- the fifth invention is the fourth invention, wherein The predetermined timing is related to a timing at which the feedback control starts or a timing at which the exhaust purification catalyst is activated.
- the sixth invention is the fourth or fifth invention, wherein
- the storage means stores the relationship between the alcohol concentration of fuel and the output deviation correction value, Alcohol concentration acquisition means for detecting or estimating the alcohol concentration of the fuel; Output deviation correction value calculation means for calculating the output deviation correction value based on the alcohol concentration acquired by the alcohol concentration acquisition means and the relationship; It is characterized by providing.
- a seventh invention is any one of the fourth to sixth inventions,
- the output deviation correction value is a value determined so as to correct a deviation in output of the air-fuel ratio sensor that occurs when aldehyde and hydrogen are included in the exhaust gas at the target ratio.
- an eighth invention is any one of the fourth to seventh inventions, A variable valve gear that varies a valve opening characteristic of one or both of an intake valve and an exhaust valve of the internal combustion engine;
- the combustion state variable means changes the combustion state by changing the valve opening characteristics of one or both of the intake valve and the exhaust valve by the variable valve operating device.
- a sub exhaust gas sensor installed downstream of the exhaust purification catalyst;
- Sub feedback control means for performing sub feedback control for complementing the feedback control based on the output of the sub exhaust gas sensor;
- the exhaust gas component ratio control means ends the exhaust gas component ratio control with the start of the sub-feedback control.
- the exhaust gas component ratio control means is configured such that the aldehyde concentration in the exhaust gas discharged from the internal combustion engine after the start of the exhaust gas component ratio control is the exhaust gas discharged from the internal combustion engine before the exhaust gas component ratio control is started.
- the combustion state variable means is controlled so as to be lower than the aldehyde concentration in the inside.
- an eleventh aspect of the invention is any one of the fourth to tenth aspects of the invention.
- the exhaust gas component ratio control means discharges the unburned alcohol concentration in the exhaust gas discharged from the internal combustion engine after the start of the exhaust gas component ratio control from the internal combustion engine before the start of the exhaust gas component ratio control.
- the combustion state varying means is controlled so as to be higher than the unburned alcohol concentration in the exhaust gas.
- a twelfth aspect of the invention is any one of the first to eleventh aspects of the invention.
- the sensor output correction means is configured to correct the deviation of the output of the air-fuel ratio sensor in anticipation of unburned alcohol contained in the exhaust gas shifting the output of the air-fuel ratio sensor to the lean side.
- the deviation of the air-fuel ratio sensor output can be corrected using the lean deviation of the air-fuel ratio sensor output according to the amount and / or ratio of the aldehyde contained in the exhaust gas.
- the exhaust gas discharged from the internal combustion engine contains aldehyde, which is an intermediate in the alcohol combustion reaction process. This aldehyde shifts the output of the air-fuel ratio sensor to the lean side.
- the deviation of the output of the air-fuel ratio sensor due to the aldehyde can be appropriately corrected, so that the air-fuel ratio can be accurately feedback controlled. For this reason, the purification rate of the exhaust purification catalyst can be improved.
- the second invention it is possible to appropriately correct the deviation in the output of the air-fuel ratio sensor due to the aldehyde with a simple configuration.
- the aldehyde concentration or the ratio between the aldehyde concentration and the hydrogen concentration in the exhaust gas discharged from the internal combustion engine can be accurately estimated by a simple method.
- the ratio between the aldehyde concentration and the hydrogen concentration in the exhaust gas discharged from the internal combustion engine can be controlled to be close to the target ratio.
- Aldehyde has an action of shifting the air-fuel ratio sensor output to the lean side
- hydrogen has an action of shifting the air-fuel ratio sensor output to the rich side
- the deviation of the air-fuel ratio sensor output is determined by their balance (ratio).
- the ratio between the aldehyde concentration and the hydrogen concentration in the exhaust gas discharged from the internal combustion engine at a predetermined timing after the engine is started usually varies depending on the engine temperature at the time of starting.
- the fourth invention by controlling the exhaust gas component ratio, the ratio between the aldehyde concentration and the hydrogen concentration is controlled to be close to a predetermined target ratio regardless of the engine temperature at the start. Can do. For this reason, regardless of the engine temperature at the time of starting, it is possible to appropriately correct the deviation of the air-fuel ratio sensor output using the same output deviation correction value. For this reason, control becomes simple and control accuracy can be improved.
- the exhaust gas component ratio control can be performed in relation to the timing at which air-fuel ratio feedback control starts or the timing at which the exhaust purification catalyst is activated. For this reason, exhaust gas component ratio control can be executed at an appropriate timing.
- an appropriate output deviation correction value can be set according to the alcohol concentration of the fuel. For this reason, even when fuels having various alcohol concentrations are used, it is possible to more accurately correct the deviation of the air-fuel ratio sensor output.
- the output deviation correction value determined so as to correct the deviation in the output of the air-fuel ratio sensor that occurs when aldehyde and hydrogen are included in the exhaust gas at the target ratio is used.
- the ratio between the aldehyde concentration and the hydrogen concentration is controlled close to the target ratio. Therefore, by using the output deviation correction value as described above, the deviation of the air-fuel ratio sensor output can be corrected appropriately.
- the variable valve operating device as the combustion state variable means, the exhaust gas component ratio control can be performed easily and with high accuracy.
- the exhaust gas component ratio control is terminated with the start of the sub-feedback control, so that the end timing of the exhaust gas component ratio control can be appropriately controlled.
- the aldehyde concentration in the exhaust gas discharged from the internal combustion engine after the start of the exhaust gas component ratio control is greater than the aldehyde concentration in the exhaust gas discharged from the internal combustion engine before the start of the exhaust gas component ratio control. Controlled to be low. Thereby, since the aldehyde concentration after the start of the exhaust gas component ratio control can be lowered, the deviation of the air-fuel ratio sensor output caused by the aldehyde can be reduced. For this reason, the deviation of the air-fuel ratio sensor output can be corrected more accurately.
- the concentration of unburned alcohol in the exhaust gas discharged from the internal combustion engine after the start of the exhaust gas component ratio control is determined so that the unburned alcohol concentration in the exhaust gas discharged from the internal combustion engine before the start of the exhaust gas component ratio control.
- the fuel alcohol concentration is controlled to be higher.
- the unburned alcohol can be well purified by the exhaust purification catalyst, so there is no problem even if the concentration of unburned alcohol in the exhaust gas discharged from the internal combustion engine is high.
- the unburned alcohol cannot be well purified by the exhaust purification catalyst, so it is desirable that the unburned alcohol concentration in the exhaust gas discharged from the internal combustion engine is as low as possible.
- the concentration of unburned alcohol in the exhaust gas discharged from the internal combustion engine can be lowered before the start of the exhaust gas component ratio control, the emission before the start of the exhaust gas component ratio control is suppressed. be able to.
- the twelfth aspect it is possible to correct the deviation of the output of the air-fuel ratio sensor in anticipation of the unburned alcohol contained in the exhaust gas shifting the output of the air-fuel ratio sensor to the lean side. For this reason, even if the exhaust gas contains a lot of unburned alcohol, the deviation of the output of the air-fuel ratio sensor due to the unburned alcohol can be corrected appropriately, so the air-fuel ratio is accurately feedback controlled. can do. For this reason, the purification rate of the exhaust purification catalyst can be improved.
- Embodiment 1 of this invention It is a figure for demonstrating the system configuration
- FIG. 6 is a map showing a relationship between intake valve opening timing (IVO) and intake valve closing timing (IVC) in the engine exhaust gas reduction control and the alcohol concentration of fuel.
- FIG. 7 is a graph showing temporal changes in unburned alcohol concentration and aldehyde concentration in engine exhaust gas, and operating angle of intake valve 12 when the routine control shown in FIG. 6 is executed.
- FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention.
- the system of the present embodiment includes an internal combustion engine 10.
- the internal combustion engine 10 of the present embodiment can be operated with gasoline as a fuel, and can be operated with a fuel obtained by mixing alcohol such as ethanol and methanol with gasoline (hereinafter also referred to as “alcohol-containing fuel”). Yes.
- alcohol-containing fuel a fuel having a low concentration (for example, about several percent) to a high concentration (for example, 80% or more) can be used.
- a piston 11 In each cylinder of the internal combustion engine 10, a piston 11, an intake valve 12, an exhaust valve 14, a spark plug 16, an intake port 18 and an exhaust port 20 communicating with the inside of the cylinder, and fuel is injected into the intake port 18. And a fuel injector 22 is provided.
- a fuel injector may be provided so as to inject fuel directly into the cylinder, or both fuel injectors for the intake port and the cylinder may be provided.
- the intake port 18 of each cylinder is connected to the intake passage 30.
- An air cleaner 32 is provided at the upstream end of the intake passage 30. Air is taken into the intake passage 30 through the air cleaner 32.
- An air flow meter 33 that detects the amount of intake air is disposed downstream of the air cleaner 32.
- a surge tank 34 is provided at a branch portion where the intake passage 30 branches to the intake port 18 of each cylinder.
- a throttle valve 36 is disposed on the upstream side of the surge tank 34. The throttle valve 36 is provided with a throttle position sensor 37 for detecting the opening degree.
- the exhaust port 20 of each cylinder is connected to the exhaust passage 40.
- the exhaust passage 40 is provided with an exhaust purification catalyst 42 for purifying the exhaust gas.
- the exhaust purification catalyst 42 has a function as a three-way catalyst. The exhaust purification catalyst 42 can purify harmful components most efficiently when the air-fuel ratio of the inflowing exhaust gas enters the purification window near the stoichiometric air-fuel ratio.
- An air-fuel ratio sensor (main exhaust gas sensor) 44 for detecting the air-fuel ratio of the exhaust gas is installed upstream of the exhaust purification catalyst 42.
- the air-fuel ratio detected by the air-fuel ratio sensor 44 is the air-fuel ratio of the exhaust gas before flowing into the exhaust purification catalyst 42. That is, the air-fuel ratio detected by the air-fuel ratio sensor 44 is the air-fuel ratio of the exhaust gas (hereinafter referred to as “engine exhaust gas”) that has been exhausted from the internal combustion engine 10.
- engine exhaust gas the air-fuel ratio sensor 44
- a wide-area air-fuel ratio sensor that emits an approximately linear output with respect to the air-fuel ratio of the exhaust gas can be preferably used.
- a sub exhaust gas sensor 46 is installed on the downstream side of the exhaust purification catalyst 42.
- the air / fuel ratio detected by the sub exhaust gas sensor 46 is the air / fuel ratio of the exhaust gas after passing through the exhaust purification catalyst 42.
- the sub exhaust gas sensor 46 for example, an oxygen sensor that emits an output that changes suddenly depending on whether the air-fuel ratio of the exhaust gas is rich or lean with respect to the stoichiometric air-fuel ratio can be preferably used.
- another exhaust purification catalyst may be installed on the downstream side of the exhaust purification catalyst 42.
- a crank angle sensor 47 that detects the rotational position (crank angle) of the crankshaft 45 is installed in the vicinity of the crankshaft 45 of the internal combustion engine 10. Further, the internal combustion engine 10 is provided with a water temperature sensor 48 that detects the temperature of engine cooling water.
- the internal combustion engine 10 is provided with an intake variable valve operating device 52 that can change the valve opening characteristics (opening timing, closing timing, operating angle, lift amount, etc.) of the intake valve 12.
- the internal combustion engine 10 may further include an exhaust variable valve operating device 54 that can change the valve opening characteristics (opening timing, closing timing, operating angle, lift amount, etc.) of the exhaust valve 14. Since various known mechanisms can be used as the intake variable valve operating device 52 or the exhaust variable valve operating device 54, a detailed description of the mechanism is omitted.
- the internal combustion engine 10 of the present embodiment can be operated with an alcohol-containing fuel.
- the system of this embodiment includes a fuel property sensor 60 that can detect the alcohol concentration of the fuel.
- the fuel property sensor 60 for example, a sensor that detects the alcohol concentration by measuring the dielectric constant, refractive index, etc. of the fuel can be used.
- the fuel property sensor 60 can be installed in the middle of a fuel tank (not shown) or a fuel supply path from the fuel tank to the fuel injector 22, for example.
- the method for detecting the alcohol concentration of the fuel is not limited to the method using the fuel property sensor 60.
- the alcohol concentration of the fuel is detected (estimated) from the learning value in the air-fuel ratio feedback control. You may make it do.
- the value of the theoretical air-fuel ratio differs between gasoline and alcohol
- the value of the theoretical air-fuel ratio of the alcohol-containing fuel varies depending on the alcohol concentration. Therefore, the alcohol concentration of the fuel can be detected (estimated) based on the value of the theoretical air-fuel ratio of the fuel that can be learned by air-fuel ratio feedback control and sub-feedback control described later.
- the system of this embodiment includes an ECU (Electronic Control Unit) 50.
- the ECU 50 is electrically connected to the various sensors and actuators described above.
- the ECU 50 can control the operation state of the internal combustion engine 10 by controlling the operation of each actuator based on the output of each sensor.
- the engine exhaust gas reduction control in the present embodiment is particularly control for suppressing discharge of unburned alcohol.
- unburned alcohol is contained in the engine exhaust gas.
- Unburned alcohol is a component produced due to poor vaporization of alcohol in fuel. That is, the unburned alcohol in the engine exhaust gas is one in which alcohol that has not contributed to combustion is directly discharged from the combustion chamber.
- gasoline is composed of multiple components and contains low boiling components, it has excellent vaporization characteristics even at low temperatures.
- alcohol since alcohol is a single component, its boiling point is determined and its boiling point is high (about 78 ° C. in the case of ethanol).
- FIG. 2 is a diagram illustrating an example of a valve opening period of the intake valve 12 and the exhaust valve 14 during execution of the engine exhaust gas reduction control.
- the intake valve opening timing is delayed so that the intake valve 12 opens after the top dead center. If the intake valve 12 is closed and the top dead center is passed, the inside of the cylinder becomes negative pressure. Therefore, when the intake valve 12 is subsequently opened, the air in the intake port 18 is sucked into the cylinder vigorously. That is, the intake air flow velocity into the cylinder increases.
- the intake valve 12 is closed near the bottom dead center by making the intake valve close timing earlier. The closer the intake valve closing timing is to bottom dead center, the higher the substantial compression ratio, and the higher the in-cylinder temperature. For this reason, since the vaporization of alcohol is promoted and the rate at which alcohol burns increases, unburned alcohol in the engine exhaust gas can be reduced.
- main feedback control for controlling the air-fuel ratio by correcting the fuel injection amount based on the output of the air-fuel ratio sensor 44 can be performed.
- sub feedback control that complements main feedback control can be performed based on the output of the sub exhaust gas sensor 46.
- the ECU 50 executes a process for controlling the fuel injection amount of the fuel injector 22 so that the corrected air-fuel ratio sensor output becomes a value corresponding to the target air-fuel ratio. That is, the ECU 50 converts the corrected air-fuel ratio sensor output into an air-fuel ratio, calculates the deviation ⁇ A / F between the resulting air-fuel ratio and the target air-fuel ratio, and sets the deviation ⁇ A / F to a predetermined value. The process of reflecting in the correction of the fuel injection amount with the gain is executed.
- the air-fuel ratio sensor 44 exhibits ideal characteristics, the air-fuel ratio sensor output and the air-fuel ratio of the engine output gas have a unique relationship.
- the main feedback control is executed so that the output of the air-fuel ratio sensor becomes a value corresponding to the stoichiometric air-fuel ratio, the exhaust gas flowing into the exhaust purification catalyst 42 becomes an air-fuel ratio in the vicinity of the stoichiometric air-fuel ratio (enters the purification window).
- the purified exhaust gas flows out downstream of the exhaust purification catalyst 42.
- the air-fuel ratio sensor 44 does not always have ideal output characteristics due to individual differences or aging of the air-fuel ratio sensor 44 and the signal transmission system, or changes in the operating state of the internal combustion engine 10. It does not demonstrate.
- the sub exhaust gas sensor 46 can detect the theoretical air-fuel ratio with high accuracy. Therefore, the sub exhaust gas sensor 46 can accurately detect whether the air-fuel ratio of the exhaust gas downstream of the exhaust purification catalyst 42 is richer or leaner than the stoichiometric air-fuel ratio.
- the air-fuel ratio downstream of the exhaust purification catalyst 42 When it is detected by the sub exhaust gas sensor 46 that the air-fuel ratio downstream of the exhaust purification catalyst 42 is rich, it can be determined that the air-fuel ratio of the engine exhaust gas has shifted to the rich side as a whole. In this case, if the air-fuel ratio sensor output is corrected so that the fuel injection amount is calculated to be smaller than the current amount, the air-fuel ratio of the engine output gas can be brought close to the stoichiometric air-fuel ratio. Conversely, when the sub exhaust gas sensor 46 detects that the air-fuel ratio downstream of the exhaust purification catalyst 42 is lean, it can be determined that the air-fuel ratio of the engine output gas has shifted to the lean side as a whole.
- the sub feedback correction value is a correction value for realizing the function as described above.
- the sub-feedback control functions to complement the main feedback control.
- the sub feedback correction value is calculated as follows, for example.
- the ECU 50 calculates a sub feedback correction value by performing a predetermined calculation on the deviation between the output of the sub exhaust gas sensor 46 and the reference output (output corresponding to the theoretical air-fuel ratio).
- the sub feedback correction value is calculated by PID control, the sub feedback correction value is calculated as the sum of the proportional term, the integral term, and the derivative term based on the deviation.
- the air-fuel ratio feedback control as described above is performed, and the engine output air-fuel ratio is controlled so as to be within the purification window near the theoretical air-fuel ratio.
- a high exhaust purification rate can be obtained.
- the air-fuel ratio sensor 44 and the sub exhaust gas sensor 46 it is necessary that those sensor elements are heated to the catalyst activation temperature or higher.
- the air-fuel ratio sensor 44 and the sub exhaust gas sensor 46 are at a low temperature, so that it takes some time to activate. Further, since the sub exhaust gas sensor 46 is on the downstream side of the exhaust passage 40 as compared with the air-fuel ratio sensor 44, the amount of heat received from the exhaust gas is small.
- the timing at which the sub exhaust gas sensor 46 is activated is after the air-fuel ratio sensor 44.
- the main feedback control is started after both the air-fuel ratio sensor 44 and the exhaust purification catalyst 42 are activated.
- the sub-feedback control is started after the sub-exhaust gas sensor 46 is activated. That is, the main feedback control is executed without the sub feedback control until the sub exhaust gas sensor 46 is activated after the main feedback control is started.
- the sub exhaust gas sensor 46 can detect the theoretical air-fuel ratio with high accuracy. For this reason, even after the start of the sub-feedback control, even if there is a slight deviation in the output of the air-fuel ratio sensor 44, the influence can be corrected by the sub-feedback control using the sub-exhaust gas sensor 46. Therefore, it is possible to accurately control the engine output gas air-fuel ratio and keep the catalyst window near the stoichiometric air-fuel ratio.
- initial feedback period the period from the start of the main feedback control to the start of the sub feedback control (hereinafter referred to as “initial feedback period”), correction by the sub feedback control is not performed. For this reason, in order to control the air-fuel ratio of the engine output gas to the stoichiometric air-fuel ratio as accurately as possible during the initial feedback period, it is possible to detect the air-fuel ratio of the engine output gas as accurately as possible from only the output of the air-fuel ratio sensor 44. Necessary.
- the output of the air-fuel ratio sensor 44 may have a deviation (proper output or deviation from an ideal output) due to a specific component in the exhaust gas.
- a deviation proper output or deviation from an ideal output
- hydrogen is generated as an intermediate (that is, an incomplete combustion component) generated in the course of a fuel combustion reaction.
- Hydrogen in the exhaust gas has the effect of shifting the air-fuel ratio sensor output to the rich side. That is, the air-fuel ratio sensor output may shift to a richer side than the actual air-fuel ratio due to the influence of hydrogen in the exhaust gas.
- unburned alcohol in the exhaust gas has the effect of shifting the air-fuel ratio sensor output to the lean side.
- an aldehyde aldehydes
- Aldehydes are substances represented by the general formula R—CHO, such as acetaldehyde and formaldehyde.
- the aldehyde contained in the engine exhaust gas is an intermediate (that is, an incomplete combustion component) generated in the course of the alcohol combustion reaction.
- Aldehydes in the exhaust gas have the effect of shifting the air-fuel ratio sensor output to the lean side.
- the aldehyde contained in the exhaust gas is corrected by correcting the deviation of the air-fuel ratio sensor output using the lean deviation of the air-fuel ratio sensor output according to the amount and / or ratio of the aldehyde contained in the exhaust gas. It is possible to appropriately correct the influence of the deviation of the air-fuel ratio sensor output caused by.
- the engine exhaust gas air-fuel ratio in the initial feedback period in order to improve the exhaust purification rate in the initial feedback period, it is important to control the engine exhaust gas air-fuel ratio in the initial feedback period as accurately as possible and keep it within the purification window. .
- the deviation of the air-fuel ratio sensor output caused by hydrogen, aldehyde, and unburned alcohol as described above is accurately detected. It is important to correct it.
- Each concentration of hydrogen, aldehyde, and unburned alcohol generated in the engine exhaust gas varies depending on the combustion state of the fuel.
- the combustion state varies depending on the fuel vaporization state. Further, the state of fuel vaporization is affected by the temperature of the internal combustion engine 10 (temperature of the cylinder block, cylinder head, etc.). Accordingly, the concentrations of hydrogen, aldehyde, and unburned alcohol in the engine exhaust gas vary depending on the temperature of the internal combustion engine 10 at that time. In other words, the concentrations of hydrogen, aldehyde, and unburned alcohol generated in the engine exhaust gas during the initial feedback period show different values depending on the temperature of the internal combustion engine 10 during the initial feedback period.
- the engine coolant temperature is substantially equal to the temperature of the cylinder block and the cylinder head of the internal combustion engine 10.
- the engine cooling water temperature (hereinafter simply referred to as “water temperature”) is used as the representative temperature of the internal combustion engine 10.
- the water temperature during the initial feedback period depends on the water temperature at the time of engine start. That is, when the water temperature at the time of starting the engine is low, the water temperature when the main feedback control is started is also low, so the water temperature during the initial feedback period is low. On the other hand, when the water temperature at the time of starting the engine is high, the water temperature when the main feedback control is started is also high, so that the water temperature in the initial feedback period becomes high.
- FIG. 3 is a diagram showing the relationship between the concentrations of hydrogen, aldehyde, and unburned alcohol in the engine exhaust gas during the initial feedback period, and the water temperature at the start of the engine.
- starting water temperature the relationship between the concentrations of aldehyde and unburned alcohol in the engine exhaust gas during the initial feedback period and the water temperature at the time of starting the engine
- the aldehyde concentration is as follows.
- the proportion of alcohol that contributes to combustion is further increased as compared with the case where the water temperature is medium.
- the amount of aldehyde that is an intermediate (incomplete combustion component) in the combustion reaction process decreases.
- the aldehyde concentration when the starting water temperature is high is lower than when the water temperature is medium.
- the hydrogen concentration in the engine exhaust gas during the initial feedback period tends to decrease as the water temperature at start-up increases. This is because the higher the water temperature, the more stable the combustion and the closer to complete combustion, so the amount of hydrogen that is an intermediate (incomplete combustion component) in the combustion reaction process decreases.
- the change in the hydrogen concentration with respect to the change in the starting water temperature tends to be smaller than the change in the unburned alcohol or aldehyde concentration.
- the concentration of components in the engine exhaust gas during the initial feedback period varies depending on the alcohol concentration of the fuel.
- FIG. 2 shows a case where a fuel having a predetermined alcohol concentration is used. The higher the alcohol concentration of the fuel, the higher the unburned alcohol concentration and the aldehyde concentration. On the other hand, even if the alcohol concentration of the fuel changes, the hydrogen concentration tends not to change much.
- the air-fuel ratio of the engine output gas is accurately determined by the air-fuel ratio sensor 44 during the initial feedback period by the following method (control). It becomes possible to detect.
- a correction value for correcting a rich shift in the air-fuel ratio sensor output caused by hydrogen is a function of the hydrogen concentration.
- a correction value (hereinafter referred to as “aldehyde correction value”) for correcting the lean deviation of the air-fuel ratio sensor output caused by the aldehyde is a function of the aldehyde concentration.
- a correction value (hereinafter referred to as “unburned alcohol correction value”) for correcting the lean deviation of the air-fuel ratio sensor output caused by unburned alcohol is a function of the unburned alcohol concentration.
- the ratio of the exhaust gas components as shown in FIG. 2 varies depending on the alcohol concentration of the fuel. Therefore, an experiment is performed in advance using a plurality of fuels having different alcohol concentrations, and the relationship between the ratio of the exhaust gas components and the alcohol concentration of the fuel as shown in FIG. 2 is examined. It is previously stored in the ECU 50 as a “component map”. (3) When the engine is started, the water temperature and the alcohol concentration of the fuel are detected, and based on the detected values and the exhaust gas component map, the hydrogen concentration, aldehyde concentration, and unburned fuel in the engine exhaust gas during the initial feedback period Calculate the alcohol concentration.
- a hydrogen correction value, an aldehyde correction value, and an unburned alcohol correction value are calculated.
- the main feedback control is executed after correcting the air-fuel ratio sensor output using the calculated hydrogen correction value, aldehyde correction value, and unburned alcohol correction value.
- the output of the air-fuel ratio sensor 44 includes a shift due to the influence of hydrogen as a component that shifts the air-fuel ratio sensor output to the rich side, and an aldehyde and unburned alcohol as components that shift the air-fuel ratio sensor output to the lean side.
- the shift due to the influence of the is superimposed.
- each concentration or ratio of hydrogen, aldehyde, and unburned alcohol is accurately estimated during the initial feedback period, and these components are assigned.
- the resulting deviation in the air-fuel ratio sensor output can be accurately corrected.
- the air-fuel ratio of the engine output gas can be accurately detected by the air-fuel ratio sensor 44.
- the air-fuel ratio of the engine output gas can be accurately feedback-controlled and kept within the purification window near the theoretical air-fuel ratio. Therefore, the exhaust gas purification rate can be improved and the emission can be reduced.
- the controls (1) to (5) may be performed.
- the ECU 50 implements the “estimator” in the second and third inventions by executing the process (3), and by executing the processes (4) and (5).
- the “air-fuel ratio feedback control means” and the “sensor output correction means” in the first invention are realized.
- the influence of the component (hydrogen) that shifts the air-fuel ratio sensor output to the rich side and the influence of the component (aldehyde and unburned alcohol) that shifts the air-fuel ratio sensor output to the lean side are the effects of the air-fuel ratio sensor 44. If they are superimposed on the output, both effects cancel out. For example, even when the hydrogen concentration is high, the deviation of the air-fuel ratio sensor output may be small when the aldehyde concentration and the unburned alcohol concentration are also high.
- exhaust gas component ratio the ratio of hydrogen, aldehyde, and unburned alcohol in the engine exhaust gas during the initial feedback period
- FIG. 4 is a diagram showing an example of a valve opening period of the intake valve 12 and the exhaust valve 14 during execution of the exhaust gas component ratio control.
- the graph of FIG. 3 described above represents the exhaust gas component ratio when the exhaust gas component ratio control is not executed and the engine exhaust gas reduction control is continued.
- FIG. 5 is a view similar to FIG. Hereinafter, the exhaust gas component ratio control will be described with reference to FIGS. 4 and 5.
- the intake variable valve operating device 52 performs control for increasing the intake valve opening timing and control for delaying the intake valve closing timing.
- the intake valve opening timing is advanced to approach the top dead center.
- the intake flow velocity into the cylinder is reduced.
- the intake valve closing timing is delayed so that the intake valve 12 is closed at a position away from the bottom dead center.
- the exhaust gas component ratio control suppresses the vaporization of alcohol and increases the proportion of alcohol that does not contribute to combustion.
- the unburned alcohol concentration in the engine exhaust gas increases.
- the proportion of alcohol that does not contribute to combustion increases, the amount of aldehyde that is an intermediate of the combustion reaction decreases. For this reason, the aldehyde density
- the exhaust gas component ratio in the initial feedback period is close to the exhaust gas component ratio when the starting water temperature is the predetermined temperature TL in the low temperature range regardless of the starting water temperature. Control to be.
- the correction value for correcting the deviation of the air-fuel ratio sensor output caused by hydrogen, aldehyde, and unburned alcohol (hereinafter referred to as “output deviation correction value”) is based on the ratio thereof, that is, the exhaust gas component ratio. It is determined uniquely.
- an output deviation correction value is calculated in advance based on the exhaust gas component ratio C 1L : C 2L : C 3L in the case of the starting water temperature TL , and stored in the ECU 50.
- the exhaust gas component ratio C 1L : C 2L : C 3L corresponding to the starting water temperature TL is also different. Therefore, the output deviation correction value also varies depending on the alcohol concentration of the fuel. Therefore, the relationship between the alcohol concentration of the fuel and the output deviation correction value is stored in advance in the ECU 50 as a map.
- the unburned alcohol concentration can be increased and the aldehyde concentration can be decreased. For this reason, it is possible to correct both the ratio of the aldehyde that is excessive and the ratio of the unburned alcohol that is too small, so that the ratio of the exhaust gas component when the start-up water temperature is TL can be made close. .
- the exhaust gas component ratio in the initial feedback period is controlled using the ratio C 1L : C 2L : C 3L in the case of the starting water temperature TL as the target ratio. That is, control is performed so that the exhaust gas component ratio in the initial feedback period is close to the ratio C 1L : C 2L : C 3L in the case of the starting water temperature TL regardless of the starting water temperature.
- the amount of increase in unburned alcohol concentration and the amount of decrease in aldehyde concentration increase as the advance amount of the intake valve opening timing and the retard amount of the intake valve close timing increase.
- the advance amount of the intake valve opening timing and the retard amount of the intake valve closing timing the increase amount of the unburned alcohol concentration and the decrease amount of the aldehyde concentration can be controlled.
- the unburned alcohol concentration and the aldehyde concentration are changed and the hydrogen concentration is not changed.
- the hydrogen concentration is also changed as necessary. It may be. Since hydrogen is an intermediate of the combustion reaction, hydrogen is discharged more as the combustion is incomplete, and the emission becomes smaller as it is closer to complete combustion. The lower the homogeneity of the air-fuel mixture, the more incomplete the combustion, and the higher the homogeneity of the air-fuel mixture, the closer to complete combustion.
- the homogeneity of the air-fuel mixture can be controlled by, for example, a vortex control valve (not shown) that adjusts the strength of the vortex (tumble, swirl, etc.) generated in the cylinder. Therefore, it is possible to control the hydrogen concentration by adjusting the homogeneity of the air-fuel mixture with such a vortex control valve.
- FIG. 6 is a flowchart of a routine executed by the ECU 50 when the internal combustion engine 10 is started in order to realize the above function.
- the routine shown in FIG. 6 it is first determined whether or not there is a request for starting the internal combustion engine 10 (step 100). If it is determined that there is a start request, the alcohol concentration Ca of the fuel detected by the fuel property sensor 60 and the starting water temperature Tw_0 detected by the water temperature sensor 48 are acquired (steps 102 and 103). .
- processing for determining the start condition of the main feedback control and the start condition of the sub feedback control is performed as follows (step 104). Since the temperature of the air-fuel ratio sensor 44 and the sub exhaust gas sensor 46 after the start can be estimated by how much heat they receive from the exhaust gas, there is a correlation with the accumulated exhaust gas amount from the start. The accumulated exhaust gas amount from the start is correlated with the accumulated air amount Ga_sum obtained by integrating the intake air amount detected by the air flow meter 33 from the start. Therefore, activation of the air-fuel ratio sensor 44 and the sub exhaust gas sensor 46 can be determined based on the integrated air amount Ga_sum.
- step 104 a determination value ⁇ for determining activation of the air-fuel ratio sensor 44 based on the integrated air amount Ga_sum and a determination value ⁇ for determining activation of the sub exhaust gas sensor 46 based on the integrated air amount Ga_sum. (> ⁇ ) is calculated.
- step 104 a determination value ⁇ for determining activation of the air-fuel ratio sensor 44 based on the water temperature after starting, and a determination value ⁇ for determining activation of the sub exhaust gas sensor 46 based on the water temperature after starting. (> ⁇ ) is further calculated. These determination values ⁇ and ⁇ are also calculated so as to increase as the starting water temperature Tw_0 is lower.
- step 104 the crankshaft 45 of the internal combustion engine 10 is cranked by an electric motor (not shown), and the internal combustion engine 10 is started (step 105).
- step 106 the intake variable valve operating device 52 is controlled, and engine exhaust gas reduction control is executed (step 106).
- the intake valve opening timing (IVO) is retarded to a timing later than the top dead center, and the intake valve closing timing (IVC) is advanced to approach the bottom dead center. Is horned (step 107).
- FIG. 7 is a map showing the relationship between the intake valve opening timing (IVO) and the intake valve closing timing (IVC) in the engine exhaust gas reduction control, and the alcohol concentration of the fuel.
- step 107 the intake valve opening timing (IVO) and the intake valve closing timing (IVC) are controlled based on the map shown in FIG. That is, the higher the alcohol concentration Ca of the fuel acquired in step 102 is, the slower the intake valve opening timing (IVO) and the earlier the intake valve closing timing (IVC) are controlled.
- the current water temperature detected by the water temperature sensor 48 is acquired as the post-starting water temperature Tw_1 (step 108), and it is determined whether the post-starting water temperature Tw_1 has exceeded the determination value ⁇ (step 109). If the post-startup water temperature Tw_1 exceeds the determination value ⁇ , then the current integrated air amount Ga_sum is acquired (step 110), and it is determined whether or not the integrated air amount Ga_sum exceeds the determination value ⁇ ( Step 111). If the post-startup water temperature Tw_1 exceeds the determination value ⁇ and the integrated air amount Ga_sum exceeds the determination value ⁇ , it can be determined that the air-fuel ratio sensor 44 has been activated. It is determined that (activation) has been established (step 112).
- the estimated catalyst bed temperature Tcat of the exhaust purification catalyst 42 is acquired (step 113).
- the catalyst bed temperature of the exhaust purification catalyst 42 after startup is correlated with the total energy amount of the exhaust gas flowing into the exhaust purification catalyst 42 from the start, and a known calculation based on the integrated air amount Ga_sum, the integrated fuel injection amount, and the like is performed.
- the estimation can be performed by the ECU 50.
- the estimated catalyst bed temperature Tcat is a value calculated by the ECU 50 in this way.
- the estimated catalyst bed temperature Tcat acquired in step 113 is compared with a predetermined determination value ⁇ (step 114).
- the determination value ⁇ is a value corresponding to the activation temperature of the catalyst. If the estimated catalyst bed temperature Tcat exceeds the determination value ⁇ in step 114, it is determined that the exhaust purification catalyst 42 has been warmed up (activated) (step 115).
- step 115 If it is determined in step 115 that the exhaust purification catalyst 42 has been warmed up (activated), the intake variable valve operating device 52 is controlled, and the above-described exhaust gas component ratio control is executed (step). 116).
- the intake valve opening timing is advanced so as to approach the top dead center, and the intake valve closing timing is delayed so as to be away from the bottom dead center (step 117). ).
- the exhaust gas component ratio control is executed so that the exhaust gas component ratio in the initial feedback period approaches the target ratio (ratio C 1L : C 2L : C 3L in the case of the starting water temperature TL ). .
- the ECU 50 stores in advance a map for calculating the intake valve opening timing and the intake valve closing timing in the exhaust gas component ratio control based on the alcohol concentration of the fuel and the starting water temperature.
- This map is created by experimentally examining in advance the valve timing of the intake valve 12 so that the exhaust gas component ratio in the initial feedback period matches the target ratio.
- the intake valve opening timing and the intake valve closing timing are calculated based on this map, the alcohol concentration Ca acquired in step 102, and the starting water temperature Tw_0 acquired in step 103. .
- the intake variable valve operating apparatus 52 is controlled so that the calculated intake valve opening timing and intake valve closing timing are realized.
- main feedback control is started (step 118).
- the ECU 50 stores in advance as an output deviation correction value map that defines the relationship between the alcohol concentration of the fuel and the output deviation correction value.
- an output deviation correction value is calculated based on the output deviation correction value map and the alcohol concentration Ca acquired in step 102.
- the air-fuel ratio sensor output is corrected by the calculated output deviation correction value.
- the ECU 50 executes a process for controlling the fuel injection amount of the fuel injector 22 so that the corrected air-fuel ratio sensor output becomes a value corresponding to the target air-fuel ratio.
- the output deviation correction value calculated from the output deviation correction value map is such that, at the exhaust gas component ratio (C 1L : C 2L : C 3L ) when the starting water temperature is TL , hydrogen is rich on the air-fuel ratio sensor output side.
- the exhaust gas component ratio control steps 116 and 117
- the exhaust gas component ratio is controlled to a ratio close to the target ratio C 1L : C 2L : C 3L regardless of the starting water temperature Tw_0.
- the deviation of the air-fuel ratio sensor output can be appropriately corrected by the output deviation correction value as described above.
- the air-fuel ratio of the engine output gas can be accurately feedback controlled and kept within the purification window near the theoretical air-fuel ratio. Therefore, the exhaust gas purification rate in the exhaust gas purification catalyst 42 can be improved, and the emission can be reduced.
- the air-fuel ratio sensor output may be corrected using the same output deviation correction value regardless of the starting water temperature Tw_0, so that the control can be simplified and the control accuracy is improved.
- the post-startup water temperature Tw_1 which is the current water temperature detected by the water temperature sensor 48, and the current integrated air amount Ga_sum are acquired (step 119). Then, it is determined whether or not the post-startup water temperature Tw_1 exceeds the determination value ⁇ and whether or not the integrated air amount Ga_sum exceeds the determination value ⁇ (step 120). If the post-startup water temperature Tw_1 exceeds the determination value ⁇ and the integrated air amount Ga_sum exceeds the determination value ⁇ , it can be determined that the sub exhaust gas sensor 46 has been activated, and therefore it is determined that the sub feedback start condition has been satisfied. (Step 121).
- step 121 If it is determined in step 121 that the sub-feedback condition is satisfied, sub-feedback control is started.
- the exhaust gas component ratio control is ended (step 122), and the correction for the air-fuel ratio sensor output by the output deviation correction value is also ended.
- the intake variable valve operating device 52 is controlled according to a map that defines valve timings during normal operation.
- FIG. 8 is a graph showing temporal changes in the unburned alcohol concentration and aldehyde concentration in the engine exhaust gas and the operating angle of the intake valve 12 when the routine control shown in FIG. 6 is executed.
- the operating angle of the intake valve 12 in the engine exhaust gas reduction control is small, and the operating angle of the intake valve 12 in the exhaust gas component ratio control is large.
- the operating angle of the intake valve 12 is expanded.
- the aldehyde concentration in the engine exhaust gas after the exhaust gas component ratio control is lower than the aldehyde concentration in the engine exhaust gas before the exhaust gas component ratio control.
- the unburned alcohol concentration in the engine exhaust gas after the exhaust gas component ratio control is higher than the unburned alcohol concentration in the engine exhaust gas before the exhaust gas component ratio control.
- the combustion state of the internal combustion engine 10 is changed by changing the valve opening characteristics of the intake valve 12, thereby controlling the exhaust gas component ratio.
- the method of changing the combustion state in order to perform the exhaust gas component ratio control is not limited to the method of changing the valve opening characteristic of the intake valve 12, and for example, the following method Can be adopted or used together.
- the concentration of unburned alcohol in the engine exhaust gas becomes extremely low, and the influence of unburned alcohol shifting the air-fuel ratio sensor output to the lean side can be ignored. There may be no problem.
- the deviation of the air-fuel ratio sensor output may be corrected without expecting unburned alcohol to shift the air-fuel ratio sensor output to the lean side. Further, in the exhaust gas component ratio control, the unburned alcohol concentration need not be changed.
- the present invention it is sufficient to correct the deviation of the air-fuel ratio sensor output at least in anticipation of the aldehyde in the engine output gas shifting the air-fuel ratio sensor output to the lean side.
- the aldehyde concentration in the engine exhaust gas may be changed so that the aldehyde concentration and the hydrogen concentration become the target ratio.
- the intake variable valve operating device 52 is the “combustion state varying means” in the fourth invention
- the ECU 50 is the “memory means” in the fourth invention.
- the ECU 50 executes the processing of step 118, whereby “air-fuel ratio feedback control means” and “sensor output correction means” in the first invention and “output deviation correction value calculation means” in the sixth invention.
- the “exhaust gas component ratio control means” according to the fourth aspect of the present invention is realized by executing the processing of steps 116 and 117.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
内燃機関の排気通路に配置され、排気ガスを浄化する排気浄化触媒と、
前記排気浄化触媒の上流側に設置され、前記内燃機関から排出される排気ガスの空燃比を検出する空燃比センサと、
前記空燃比センサの出力に基づいて、前記内燃機関の空燃比をフィードバック制御する空燃比フィードバック制御手段と、
排気ガスに含まれる成分によってもたらされる前記空燃比センサの出力のずれを補正するセンサ出力補正手段と、
を備え、
前記センサ出力補正手段は、排気ガスに含まれるアルデヒドの量および/または割合に応じて前記空燃比センサの出力のリーンずれ分を用いて前記空燃比センサの出力のずれを補正するように構成されていることを特徴とする。
前記センサ出力補正手段は、前記内燃機関から排出される排気ガス中の、アルデヒド濃度、またはアルデヒド濃度と水素濃度との比率、を推定する推定手段を含み、該推定手段の推定結果に基づいて、前記空燃比センサの出力のずれを補正することを特徴とする。
燃料のアルコール濃度を検出または推定するアルコール濃度取得手段と、
前記内燃機関の代表温度を検出する機関温度検出手段と、
を備え、
前記推定手段は、前記アルコール濃度取得手段により取得されたアルコール濃度と、前記機関温度検出手段により検出された代表温度とを少なくとも参照することによって前記推定を行うことを特徴とする。
前記内燃機関から排出される排気ガスに含まれる成分のうちの少なくともアルデヒド濃度が変化するように、前記内燃機関の燃焼状態を変化させることのできる燃焼状態可変手段と、
前記内燃機関から排出される排気ガス中のアルデヒド濃度と水素濃度との比率が目標比率に近くなるように前記燃焼状態可変手段を制御する排気ガス成分比率制御を、機関始動後の所定のタイミングから開始する排気ガス成分比率制御手段と、
前記空燃比センサの出力のずれを補正するための出力ずれ補正値を記憶した記憶手段と、
を備え、
前記センサ出力補正手段は、前記記憶手段に記憶された出力ずれ補正値を用いて、前記空燃比センサの出力のずれを補正することを特徴とする。
前記所定のタイミングは、前記フィードバック制御が開始するタイミングまたは前記排気浄化触媒が活性化するタイミングと関連していることを特徴とする。
前記記憶手段は、燃料のアルコール濃度と前記出力ずれ補正値との関係を記憶しており、
燃料のアルコール濃度を検出または推定するアルコール濃度取得手段と、
前記アルコール濃度取得手段により取得されたアルコール濃度と、前記関係とに基づいて、前記出力ずれ補正値を算出する出力ずれ補正値算出手段と、
を備えることを特徴とする。
前記出力ずれ補正値は、排気ガス中にアルデヒドおよび水素が前記目標比率で含まれる場合に生ずる前記空燃比センサの出力のずれを補正するように決定された値であることを特徴とする。
前記内燃機関の吸気弁および排気弁の一方または両方の開弁特性を可変とする可変動弁装置を備え、
前記燃焼状態可変手段は、前記可変動弁装置により前記吸気弁および前記排気弁の一方または両方の開弁特性を変化させることによって燃焼状態を変化させることを特徴とする。
前記排気浄化触媒の下流側に設置されたサブ排気ガスセンサと、
前記サブ排気ガスセンサの出力に基づいて、前記フィードバック制御を補完するためのサブフィードバック制御を行うサブフィードバック制御手段と、
を備え、
前記排気ガス成分比率制御手段は、前記サブフィードバック制御の開始に伴って、前記排気ガス成分比率制御を終了することを特徴とする。
前記排気ガス成分比率制御手段は、前記排気ガス成分比率制御開始後に前記内燃機関から排出される排気ガス中のアルデヒド濃度が、前記排気ガス成分比率制御開始前に前記内燃機関から排出される排気ガス中のアルデヒド濃度より低くなるように、前記燃焼状態可変手段を制御することを特徴とする。
前記排気ガス成分比率制御手段は、前記排気ガス成分比率制御開始後に前記内燃機関から排出される排気ガス中の未燃アルコール濃度が、前記排気ガス成分比率制御開始前に前記内燃機関から排出される排気ガス中の未燃アルコール濃度より高くなるように、前記燃焼状態可変手段を制御することを特徴とする。
前記センサ出力補正手段は、排気ガスに含まれる未燃アルコールが前記空燃比センサの出力をリーン側にずらすことを見込んで前記空燃比センサの出力のずれを補正するように構成されていることを特徴とする。
図1は、本発明の実施の形態1のシステム構成を説明するための図である。図1に示すように、本実施形態のシステムは、内燃機関10を備えている。本実施形態の内燃機関10は、ガソリンを燃料として運転可能であるとともに、エタノール、メタノールなどのアルコールと、ガソリンとを混合した燃料(以下、「アルコール含有燃料」とも呼ぶ)によって運転可能になっている。この場合、アルコール含有燃料としては、アルコール成分の濃度(アルコール成分の割合)が低濃度(例えば数%程度)のものから高濃度(例えば80%以上)のものまで、使用可能である。
機関始動時には、排気浄化触媒42や空燃比センサ44、サブ排気ガスセンサ46が低温であり、活性化していない。このため、排気浄化触媒42で有害成分を浄化することができない。したがって、機関始動直後の期間においては、エミッション低減のためには、エンジン出ガス中の有害成分の量を減らすことが重要となる。そこで、本実施形態では、機関始動後は、エンジン出ガス中の有害成分の量を減らすためのエンジン出ガス低減制御を実行する。
本実施形態のシステムでは、空燃比センサ44の出力に基づいて燃料噴射量を補正することにより空燃比を制御するフィードバック制御(以下、「メインフィードバック制御」と称する)を行うことができる。更に、本実施形態のシステムでは、サブ排気ガスセンサ46の出力に基づいて、メインフィードバック制御を補完するサブフィードバック制御を行うこともできる。
補正後空燃比センサ出力=空燃比センサ出力+サブフィードバック補正値
始動時水温が低かった場合には、初期フィードバック期間において、未燃アルコール濃度は高くなり、アルデヒド濃度は低くなる。この理由は、次のようなものである。始動時水温が低い場合には、初期フィードバック期間における水温も低くなるので、アルコールが気化しにくく、燃焼に寄与しないアルコールの割合が高まる。このため、未燃アルコール濃度が高くなる。一方、燃焼に寄与しないアルコールの割合が高まると、アルコールの燃焼反応過程の中間体であるアルデヒドの発生量は少なくなる。その結果、アルデヒド濃度は低くなるのである。
始動時水温が高くなるにつれて、初期フィードバック期間における水温も高くなるので、アルコールも気化し易くなっていく。このため、気化するアルコールの割合が高まり、燃焼に寄与するアルコールの割合も高まる。このため、始動時水温が中温の場合には、低温の場合と比べて、未燃アルコール濃度は低くなる。また、燃焼に寄与するアルコールが多くなることに伴い、中間体であるアルデヒドの生成量も多くなる。このため、始動時水温が中温の場合には、低温の場合と比べて、アルデヒド濃度は高くなる。
始動時水温が高温の場合には、中温の場合と比べて、アルコールの気化が更に促進されるので、未燃アルコール濃度は更に低くなる。一方、アルデヒド濃度は、次のようになる。始動時水温が高温の場合には、中温の場合と比べて、燃焼に寄与するアルコールの割合は更に高まる。しかしながら、水温が高くなると、燃焼が安定化し、完全燃焼に近づくため、燃焼反応過程の中間体(不完全燃焼成分)であるアルデヒドの生成量は少なくなる。その結果、始動時水温が高温の場合のアルデヒド濃度は、中温の場合よりも低くなる。
(2)前述したように、図2に示すような排気ガス成分の比率は、燃料のアルコール濃度に応じて異なる。そこで、アルコール濃度の異なる複数の燃料を用いて予め実験を行い、図2に示すような排気ガス成分の比率と燃料のアルコール濃度との関係を調べ、それらの関係をマップ(以下、「排気ガス成分マップ」と称する)としてECU50に予め記憶しておく。
(3)機関始動時、水温および燃料のアルコール濃度を検出し、それらの検出値と上記排気ガス成分マップとに基づいて、初期フィードバック期間におけるエンジン出ガス中の水素濃度、アルデヒド濃度、および未燃アルコール濃度を算出する。
(4)上記算出された水素濃度、アルデヒド濃度、および未燃アルコール濃度に基づいて、水素補正値、アルデヒド補正値、および未燃アルコール補正値を算出する。
(5)初期フィードバック期間において、上記算出された水素補正値、アルデヒド補正値、および未燃アルコール補正値を用いて空燃比センサ出力を補正した上で、メインフィードバック制御を実行する。
本実施形態のように、空燃比センサ出力をリッチ側にずらす成分(水素)の影響と、空燃比センサ出力をリーン側にずらす成分(アルデヒドおよび未燃アルコール)の影響とが空燃比センサ44の出力に重畳している場合には、両方の影響が相殺する。例えば、水素濃度が高い場合であっても、アルデヒド濃度や未燃アルコール濃度も高い場合には、空燃比センサ出力のずれが小さい場合もある。このため、空燃比センサ出力がリッチ側とリーン側との何れの側にどれだけずれるかは、排気ガス中の水素、アルデヒド、および未燃アルコールのバランス(比率)によって決定される。逆に、水素、アルデヒド、および未燃アルコールの濃度が異なっていても、それらの比率が等しい場合(各成分の濃度が等倍になっている場合)には、空燃比センサ出力に生ずるずれは同じになる。
排気弁14の閉じ時期を早くし、上死点および吸気弁開き時期より前で排気弁14を閉じるようにすると、排気弁14が閉じた後、筒内に残留した排気ガスが圧縮される。吸気弁12が開くと、この圧縮された排気ガスが吸気ポート18へ勢い良く吹き返す。これにより、燃料の微粒化や蒸発が促進される。このため、エンジン出ガス低減制御において、上記の制御を行うことにより、アルコールの気化を促進することができる。そして、排気ガス成分比率制御においては、排気弁14の閉じ時期を元に戻して上死点および吸気弁開き時期より後にすることにより、アルコールの気化を抑制して、未燃アルコール濃度を増加させ、アルデヒド濃度を低下させることができる。
筒内に生成する渦流(タンブル、スワール等)の強さを調節する渦流制御弁が備えられている場合には、エンジン出ガス低減制御において、渦流を強くすることにより、燃料の微粒化が促進されるので、アルコールの気化を促進することができる。そして、排気ガス成分比率制御においては、渦流を弱くすることにより、アルコールの気化を抑制して、未燃アルコール濃度を増加させ、アルデヒド濃度を低下させることができる。
燃料インジェクタ22の燃料噴射圧力を可変とする機構が備えられている場合には、エンジン出ガス低減制御において、燃料噴射圧力を高くすることにより、燃料の微粒化が促進されるので、アルコールの気化を促進することができる。そして、排気ガス成分比率制御においては、燃料噴射圧力を低くすることにより、アルコールの気化を抑制して、未燃アルコール濃度を増加させ、アルデヒド濃度を低下させることができる。
燃料インジェクタ22や吸気ポート18などに、燃料を加熱するためのヒータが備えられている場合には、エンジン出ガス低減制御において、ヒータによる燃料加熱量を多くすることにより、アルコールの気化を促進することができる。そして、排気ガス成分比率制御においては、ヒータによる燃料加熱量を低下させることにより、アルコールの気化を抑制して、未燃アルコール濃度を増加させ、アルデヒド濃度を低下させることができる。
12 吸気弁
14 排気弁
16 点火プラグ
22 燃料インジェクタ
30 吸気通路
33 エアフローメータ
36 スロットルバルブ
40 排気通路
42 排気浄化触媒
44 空燃比センサ
46 サブ排気ガスセンサ
48 水温センサ
50 ECU
52 吸気可変動弁装置
54 排気可変動弁装置
Claims (12)
- 内燃機関の排気通路に配置され、排気ガスを浄化する排気浄化触媒と、
前記排気浄化触媒の上流側に設置され、前記内燃機関から排出される排気ガスの空燃比を検出する空燃比センサと、
前記空燃比センサの出力に基づいて、前記内燃機関の空燃比をフィードバック制御する空燃比フィードバック制御手段と、
排気ガスに含まれる成分によってもたらされる前記空燃比センサの出力のずれを補正するセンサ出力補正手段と、
を備え、
前記センサ出力補正手段は、排気ガスに含まれるアルデヒドの量および/または割合に応じて前記空燃比センサの出力のリーンずれ分を用いて前記空燃比センサの出力のずれを補正するように構成されていることを特徴とする内燃機関の排気浄化装置。 - 前記センサ出力補正手段は、前記内燃機関から排出される排気ガス中の、アルデヒド濃度、または排気ガス中のアルデヒド濃度と水素濃度との比率、を推定する推定手段を含み、該推定手段の推定結果に基づいて、前記空燃比センサの出力のずれを補正することを特徴とする請求項1記載の内燃機関の排気浄化装置。
- 燃料のアルコール濃度を検出または推定するアルコール濃度取得手段と、
前記内燃機関の代表温度を検出する機関温度検出手段と、
を備え、
前記推定手段は、前記アルコール濃度取得手段により取得されたアルコール濃度と、前記機関温度検出手段により検出された代表温度とを少なくとも参照することによって前記推定を行うことを特徴とする請求項2記載の内燃機関の排気浄化装置。 - 前記内燃機関から排出される排気ガスに含まれる成分のうちの少なくともアルデヒド濃度が変化するように、前記内燃機関の燃焼状態を変化させることのできる燃焼状態可変手段と、
前記内燃機関から排出される排気ガス中のアルデヒド濃度と水素濃度との比率が目標比率に近くなるように前記燃焼状態可変手段を制御する排気ガス成分比率制御を、機関始動後の所定のタイミングから開始する排気ガス成分比率制御手段と、
前記空燃比センサの出力のずれを補正するための出力ずれ補正値を記憶した記憶手段と、
を備え、
前記センサ出力補正手段は、前記記憶手段に記憶された出力ずれ補正値を用いて、前記空燃比センサの出力のずれを補正することを特徴とする請求項1記載の内燃機関の排気浄化装置。 - 前記所定のタイミングは、前記フィードバック制御が開始するタイミングまたは前記排気浄化触媒が活性化するタイミングと関連していることを特徴とする請求項4記載の内燃機関の排気浄化装置。
- 前記記憶手段は、燃料のアルコール濃度と前記出力ずれ補正値との関係を記憶しており、
燃料のアルコール濃度を検出または推定するアルコール濃度取得手段と、
前記アルコール濃度取得手段により取得されたアルコール濃度と、前記関係とに基づいて、前記出力ずれ補正値を算出する出力ずれ補正値算出手段と、
を備えることを特徴とする請求項4または5に記載の内燃機関の排気浄化装置。 - 前記出力ずれ補正値は、排気ガス中にアルデヒドおよび水素が前記目標比率で含まれる場合に生ずる前記空燃比センサの出力のずれを補正するように決定された値であることを特徴とする請求項4乃至6の何れか1項記載の内燃機関の排気浄化装置。
- 前記内燃機関の吸気弁および排気弁の一方または両方の開弁特性を可変とする可変動弁装置を備え、
前記燃焼状態可変手段は、前記可変動弁装置により前記吸気弁および前記排気弁の一方または両方の開弁特性を変化させることによって燃焼状態を変化させることを特徴とする請求項4乃至7の何れか1項記載の内燃機関の排気浄化装置。 - 前記排気浄化触媒の下流側に設置されたサブ排気ガスセンサと、
前記サブ排気ガスセンサの出力に基づいて、前記フィードバック制御を補完するためのサブフィードバック制御を行うサブフィードバック制御手段と、
を備え、
前記排気ガス成分比率制御手段は、前記サブフィードバック制御の開始に伴って、前記排気ガス成分比率制御を終了することを特徴とする請求項4乃至8の何れか1項記載の内燃機関の排気浄化装置。 - 前記排気ガス成分比率制御手段は、前記排気ガス成分比率制御開始後に前記内燃機関から排出される排気ガス中のアルデヒド濃度が、前記排気ガス成分比率制御開始前に前記内燃機関から排出される排気ガス中のアルデヒド濃度より低くなるように、前記燃焼状態可変手段を制御することを特徴とする請求項4乃至9の何れか1項記載の内燃機関の排気浄化装置。
- 前記排気ガス成分比率制御手段は、前記排気ガス成分比率制御開始後に前記内燃機関から排出される排気ガス中の未燃アルコール濃度が、前記排気ガス成分比率制御開始前に前記内燃機関から排出される排気ガス中の未燃アルコール濃度より高くなるように、前記燃焼状態可変手段を制御することを特徴とする請求項4乃至10の何れか1項記載の内燃機関の排気浄化装置。
- 前記センサ出力補正手段は、排気ガスに含まれる未燃アルコールが前記空燃比センサの出力をリーン側にずらすことを見込んで前記空燃比センサの出力のずれを補正するように構成されていることを特徴とする請求項1乃至11の何れか1項記載の内燃機関の排気浄化装置。
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BR112012003475-8A BR112012003475B1 (pt) | 2010-10-14 | 2010-10-14 | aparelho de controle de emissão de exaustão para motor de combustão interna |
EP10856827.0A EP2628929B1 (en) | 2010-10-14 | 2010-10-14 | Exhaust gas purification device for internal combustion engine |
CN201080026279.0A CN103140660B (zh) | 2010-10-14 | 2010-10-14 | 内燃机的排气净化装置 |
PCT/JP2010/068035 WO2012049751A1 (ja) | 2010-10-14 | 2010-10-14 | 内燃機関の排気浄化装置 |
US13/258,821 US8650858B2 (en) | 2010-10-14 | 2010-10-14 | Exhaust emission control device for internal combustion engine |
JP2011542599A JP5115664B2 (ja) | 2010-10-14 | 2010-10-14 | 内燃機関の排気浄化装置 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/068035 WO2012049751A1 (ja) | 2010-10-14 | 2010-10-14 | 内燃機関の排気浄化装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012049751A1 true WO2012049751A1 (ja) | 2012-04-19 |
Family
ID=45938000
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/068035 WO2012049751A1 (ja) | 2010-10-14 | 2010-10-14 | 内燃機関の排気浄化装置 |
Country Status (6)
Country | Link |
---|---|
US (1) | US8650858B2 (ja) |
EP (1) | EP2628929B1 (ja) |
JP (1) | JP5115664B2 (ja) |
CN (1) | CN103140660B (ja) |
BR (1) | BR112012003475B1 (ja) |
WO (1) | WO2012049751A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016133027A (ja) * | 2015-01-19 | 2016-07-25 | マツダ株式会社 | フレックスフューエルエンジン |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2012066645A1 (ja) * | 2010-11-17 | 2012-05-24 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
BR112014003255A2 (pt) * | 2011-08-29 | 2017-03-01 | Toyota Motor Co Ltd | dispositivo de controle para motor de combustão interna |
FR3013769B1 (fr) * | 2013-11-25 | 2015-12-18 | Peugeot Citroen Automobiles Sa | Procede de mise en œuvre d'un moteur a combustion interne equipe d'une ligne d'echappement pourvu d'une sonde de gaz d'echappement. |
US20200182179A1 (en) * | 2018-12-11 | 2020-06-11 | GM Global Technology Operations LLC | Three-way catalyst oxygen storage model |
JP7310461B2 (ja) * | 2019-09-03 | 2023-07-19 | トヨタ自動車株式会社 | パワートレーンシステム |
CN112112729B (zh) * | 2020-08-28 | 2021-10-12 | 江苏大学 | 一种双燃料缸内直喷发动机的可变进气滚流装置 |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6296743A (ja) * | 1985-10-24 | 1987-05-06 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JPH03121231A (ja) * | 1989-10-04 | 1991-05-23 | Nissan Motor Co Ltd | 内燃機関の空燃比制御装置 |
JPH051574A (ja) | 1991-06-25 | 1993-01-08 | Mazda Motor Corp | エンジンのバルブタイミング制御装置 |
JPH06200807A (ja) * | 1992-11-16 | 1994-07-19 | Ford Motor Co | 燃料制御方法 |
JP2009114992A (ja) | 2007-11-07 | 2009-05-28 | Toyota Motor Corp | エンジンの空燃比制御装置 |
JP2010024925A (ja) * | 2008-07-17 | 2010-02-04 | Toyota Motor Corp | フレックス燃料機関の制御装置 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS56156429A (en) * | 1980-05-06 | 1981-12-03 | Nissan Motor Co Ltd | Air/fuel ratio control mechanism of alcohol engine |
US6513321B2 (en) * | 1999-12-28 | 2003-02-04 | Honda Giken Kogyo Kabushiki Kaisha | Exhaust gas purifying apparatus for internal combustion engine |
JP3765294B2 (ja) * | 2002-08-27 | 2006-04-12 | トヨタ自動車株式会社 | 筒内噴射式内燃機関の空燃比制御装置 |
CN101135273B (zh) * | 2007-10-10 | 2010-09-15 | 天津大学 | 直接燃用甲醇裂解产物的点火式发动机及其控制方法 |
-
2010
- 2010-10-14 BR BR112012003475-8A patent/BR112012003475B1/pt not_active IP Right Cessation
- 2010-10-14 CN CN201080026279.0A patent/CN103140660B/zh not_active Expired - Fee Related
- 2010-10-14 WO PCT/JP2010/068035 patent/WO2012049751A1/ja active Application Filing
- 2010-10-14 JP JP2011542599A patent/JP5115664B2/ja not_active Expired - Fee Related
- 2010-10-14 EP EP10856827.0A patent/EP2628929B1/en not_active Not-in-force
- 2010-10-14 US US13/258,821 patent/US8650858B2/en active Active
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6296743A (ja) * | 1985-10-24 | 1987-05-06 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JPH03121231A (ja) * | 1989-10-04 | 1991-05-23 | Nissan Motor Co Ltd | 内燃機関の空燃比制御装置 |
JPH051574A (ja) | 1991-06-25 | 1993-01-08 | Mazda Motor Corp | エンジンのバルブタイミング制御装置 |
JPH06200807A (ja) * | 1992-11-16 | 1994-07-19 | Ford Motor Co | 燃料制御方法 |
JP2009114992A (ja) | 2007-11-07 | 2009-05-28 | Toyota Motor Corp | エンジンの空燃比制御装置 |
JP2010024925A (ja) * | 2008-07-17 | 2010-02-04 | Toyota Motor Corp | フレックス燃料機関の制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2628929A4 |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016133027A (ja) * | 2015-01-19 | 2016-07-25 | マツダ株式会社 | フレックスフューエルエンジン |
WO2016117444A1 (ja) * | 2015-01-19 | 2016-07-28 | マツダ株式会社 | フレックスフューエルエンジン |
US10054016B2 (en) | 2015-01-19 | 2018-08-21 | Mazda Motor Corporation | Flexible-fuel engine |
Also Published As
Publication number | Publication date |
---|---|
BR112012003475B1 (pt) | 2020-12-01 |
EP2628929A1 (en) | 2013-08-21 |
JPWO2012049751A1 (ja) | 2014-02-24 |
EP2628929A4 (en) | 2014-06-25 |
CN103140660A (zh) | 2013-06-05 |
BR112012003475A2 (pt) | 2016-03-01 |
CN103140660B (zh) | 2014-01-08 |
EP2628929B1 (en) | 2015-07-22 |
US20130192209A1 (en) | 2013-08-01 |
JP5115664B2 (ja) | 2013-01-09 |
US8650858B2 (en) | 2014-02-18 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
RU2628105C2 (ru) | Датчик влажности отработавших газов и способ работы двигателя | |
JP5115664B2 (ja) | 内燃機関の排気浄化装置 | |
JP4470773B2 (ja) | 内燃機関の制御装置 | |
US9822714B2 (en) | Method and system for knock control | |
RU2702068C2 (ru) | Способ и система управления кислородным датчиком регулируемого напряжения | |
RU2683292C1 (ru) | Управление работой двигателя при холодном пуске | |
JP5549784B2 (ja) | 内燃機関の制御装置 | |
JP5686195B2 (ja) | 内燃機関の制御装置 | |
JP2008075641A (ja) | 内燃機関の制御装置 | |
JP2014196664A (ja) | 内燃機関の制御装置 | |
RU2691872C2 (ru) | Способ (варианты) и система для расчета воздушно-топливного отношения посредством кислородного датчика переменного напряжения | |
JP5375116B2 (ja) | 内燃機関の制御装置 | |
US8161954B2 (en) | Fuel supply control apparatus | |
JP4742633B2 (ja) | 内燃機関の制御装置 | |
US20060219222A1 (en) | Fuel control apparatus for internal combustion engine | |
JP4968206B2 (ja) | 内燃機関及び内燃機関の燃料噴射制御装置 | |
JP5658205B2 (ja) | 内燃機関の始動制御装置 | |
JP2011001848A (ja) | 内燃機関の制御装置 | |
US20160115889A1 (en) | Fuel injection control system of internal combustion engine | |
JP4415803B2 (ja) | 内燃機関の制御装置 | |
JP2008202466A (ja) | 内燃機関の燃料噴射制御装置 | |
JP2008151029A (ja) | 内燃機関の燃料噴射制御装置および方法 | |
JP2006002639A (ja) | 内燃機関の制御装置 | |
JP2007085175A (ja) | 車両の燃料性状判定装置 | |
JP2010138836A (ja) | 内燃機関の空燃比制御方法 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080026279.0 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13258821 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011542599 Country of ref document: JP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 7847/DELNP/2011 Country of ref document: IN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010856827 Country of ref document: EP |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10856827 Country of ref document: EP Kind code of ref document: A1 |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: 112012003475 Country of ref document: BR |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
ENP | Entry into the national phase |
Ref document number: 112012003475 Country of ref document: BR Kind code of ref document: A2 Effective date: 20120215 |