WO2012144269A1 - 内燃機関の排気ガス浄化制御装置 - Google Patents
内燃機関の排気ガス浄化制御装置 Download PDFInfo
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- WO2012144269A1 WO2012144269A1 PCT/JP2012/054598 JP2012054598W WO2012144269A1 WO 2012144269 A1 WO2012144269 A1 WO 2012144269A1 JP 2012054598 W JP2012054598 W JP 2012054598W WO 2012144269 A1 WO2012144269 A1 WO 2012144269A1
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- catalyst
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- air
- exhaust gas
- fuel ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—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
- F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1439—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/101—Three-way catalysts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/103—Oxidation catalysts for HC and CO only
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0814—Oxygen storage amount
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an exhaust gas purification control device for an internal combustion engine.
- Patent Document 1 In an internal combustion engine in which a plurality of catalysts are arranged in series in the exhaust passage and the air-fuel ratio is controlled while detecting the states of the upstream catalyst and the downstream catalyst with three air-fuel ratio sensors, An exhaust gas purification control device that changes the richness of the air-fuel ratio based on the detection values of the air-fuel ratio sensors before and after the downstream catalyst when the amount of adsorption becomes excessive is known (Patent Document 1).
- the problem to be solved by the present invention is to provide an exhaust gas purification control device that can efficiently recover the oxygen storage capacity of the downstream catalyst.
- the richness of the injected fuel is set to a first richness larger than the stoichiometry from the start of the enrichment, and even after the air-fuel ratio of the exhaust gas flowing out from the upstream side catalyst reaches the stoichiometry, the first richness is increased.
- the above problem is solved by maintaining the degree.
- oxygen adsorbed to the downstream catalyst can be rapidly reduced by maintaining the first rich degree even after the air-fuel ratio of the exhaust gas flowing out from the upstream catalyst reaches stoichiometry.
- the oxygen storage capacity of the downstream catalyst can be efficiently recovered.
- FIG. 1 is a block diagram showing an internal combustion engine to which an embodiment of the present invention is applied.
- 2 is a flowchart showing a procedure of exhaust gas purification control executed by the engine control unit of FIG. 1.
- 6 is a flowchart showing another procedure of exhaust gas purification control executed by the engine control unit of FIG. 1. It is a time chart which shows the time state of each element when the control of FIG.2 and FIG.3 is performed.
- FIG. 1 is a block diagram showing an engine EG to which an embodiment of the present invention is applied.
- An air filter 112, an air flow meter 113 for detecting an intake air flow rate, and an intake air flow rate are provided in an intake passage 111 of the engine EG.
- a throttle valve 114 and a collector 115 to be controlled are provided.
- the throttle valve 114 is provided with an actuator 116 such as a DC motor for adjusting the opening of the throttle valve 114.
- the throttle valve actuator 116 electronically controls the opening of the throttle valve 114 based on the drive signal from the engine control unit 11 so as to achieve the required torque calculated based on the driver's accelerator pedal operation amount and the like.
- a throttle sensor 117 for detecting the opening degree of the throttle valve 114 is provided, and the detection signal is output to the engine control unit 1.
- the throttle sensor 117 can also function as an idle switch.
- a fuel injection valve 118 is provided facing the intake passage 111a branched from the collector 115 to each cylinder.
- the fuel injection valve 118 is driven to open by a drive pulse signal set in the engine control unit 11, and feeds fuel that is pumped from a fuel pump (not shown) and controlled to a predetermined pressure by a pressure regulator (hereinafter referred to as fuel injection valve). (Also referred to as a port) 111a.
- the fuel injection valve 118 may be exposed to the combustion chamber 123 to directly inject fuel into the combustion chamber 123.
- the space surrounded by the cylinder 119, the crown surface of the piston 120 that reciprocates within the cylinder, and the cylinder head provided with the intake valve 121 and the exhaust valve 122 constitutes a combustion chamber 123.
- the spark plug 124 is mounted facing the combustion chamber 123 of each cylinder, and ignites the intake air-fuel mixture based on an ignition signal from the engine control unit 11.
- exhaust purification catalysts 126 and 127 for purifying the exhaust are provided in series.
- the exhaust purification catalysts 126 and 127 of this example use a catalyst in which a three-way catalyst or an oxidation catalyst is supported on a crystalline porous aluminosilicate (so-called zeolite) that adsorbs an unburned gas such as hydrocarbon HC.
- zeolite crystalline porous aluminosilicate
- the adsorbent composed of zeolite or the like physically adsorbs the unburned gas in the low temperature region, while desorbing the adsorbent from the adsorbent due to molecular motion of the unburned gas adsorbed in the high temperature region such as 150 ° C. or higher.
- the exhaust gas can be purified by oxidizing CO and hydrocarbon HC and reducing nitrogen oxide NOx.
- the oxidation catalyst oxidizes carbon monoxide CO and hydrocarbon HC in the exhaust.
- the adsorbent that adsorbs the unburned gas and the three-way catalyst or the oxidation catalyst are configured as one exhaust purification catalyst, and two such catalysts 126 and 127 are arranged in series. These catalysts may be arranged.
- the catalyst on the upstream side of the exhaust passage 125 is referred to as a first catalyst 126
- the catalyst on the downstream side is referred to as a second catalyst 127.
- the exhaust passage 125 is provided with three air-fuel ratio sensors 128A, 128B, and 128C that detect the exhaust gas by detecting a specific component in the exhaust gas, for example, the oxygen concentration, and thus the air-fuel ratio of the intake air-fuel mixture. Are output to the engine control unit 11, respectively.
- the air-fuel ratio sensor 128 may be an oxygen sensor that performs rich / lean output, or may be a wide-area air-fuel ratio sensor that linearly detects the air-fuel ratio over a wide area.
- the first air-fuel ratio sensor 128A is provided in the vicinity of the inlet of the first catalyst 126, and the air-fuel ratio of the exhaust gas flowing into the first catalyst 126 or rich / Lean is detected and output to the engine control unit 11.
- the second air-fuel ratio sensor 128B is provided in the exhaust passage 125 between the first catalyst 126 and the second catalyst 127, and the air-fuel ratio or the rich / rich exhaust gas flowing out of the first catalyst 126 and flowing into the second catalyst. Lean is detected and output to the engine control unit 11.
- the third air-fuel ratio sensor 128 ⁇ / b> C is provided in the vicinity of the outlet of the second catalyst 127, detects the air-fuel ratio or rich / lean of the exhaust gas flowing out from the second catalyst 127, and outputs it to the engine control unit 11.
- reference numeral 129 denotes a muffler.
- the crankshaft 130 of the engine EG is provided with a crank angle sensor 131, and the engine control unit 11 counts a crank unit angle signal output from the crank angle sensor 131 in synchronization with the engine rotation for a predetermined time, or By measuring the cycle of the crank reference angle signal, the engine speed Ne can be detected.
- the cooling jacket 132 of the engine EG is provided with a water temperature sensor 133 facing the cooling jacket, detects the cooling water temperature Tw in the cooling jacket 132, and outputs this to the engine control unit 11.
- Normal air-fuel ratio feedback control is executed when the water temperature of the engine cooling water detected by the water temperature sensor 133 is equal to or higher than a predetermined temperature and the operating state of the engine EG is not in the high rotation / high load region.
- the air-fuel ratio of the exhaust gas flowing out from the second catalyst 127 is detected by the third air-fuel ratio sensor 128C, and outflowing from the first catalyst 126 based on the output of the third air-fuel ratio sensor 128C. Set the target air-fuel ratio of the exhaust gas.
- the air-fuel ratio of the exhaust gas flowing out from the first catalyst 126 is detected by the second air-fuel ratio sensor 128B, and the target air-fuel ratio of the exhaust gas flowing into the first catalyst 126 based on the deviation from the target air-fuel ratio described above.
- an air-fuel ratio correction coefficient is calculated based on the deviation between the target air-fuel ratio and the output of the first air-fuel ratio sensor 128A.
- the air-fuel ratio of the intake air introduced into the combustion chamber 123 is feedback-controlled using this air-fuel ratio correction coefficient.
- the engine control unit 11 temporarily interrupts the fuel injection from the fuel injection valve 118.
- the fuel cut during deceleration or the fuel cut during high rotation is performed, oxygen sucked into the combustion chamber 123 is not combusted and is directly discharged into the exhaust passage 125. Therefore, the first catalyst 126 and the second catalyst 127 The amount of oxygen adsorption is greatly increased. As described above, when the oxygen adsorption amount of the first catalyst 126 and the second catalyst 127 is too large, the processing capacity of NOx in the exhaust gas is lowered.
- the air-fuel ratio of the mixed air introduced into the combustion chamber 123 is temporarily enriched and adsorbed by the first catalyst 126 and the second catalyst 127.
- the control is performed by causing the oxygen thus reacted to react with the rich components (HC, CO, etc.) of the exhaust gas and quickly reducing the oxygen adsorption amount of the first catalyst 126 and the second catalyst 127.
- the following control is executed.
- step S201 it is determined whether or not a fuel cut condition is satisfied. If the fuel cut condition is not satisfied, steps S202 to S211 are performed. The routine is terminated without performing the above process, and the above-described normal air-fuel ratio feedback control or the like is executed. If the fuel cut condition is satisfied, the process proceeds to step S202.
- the fuel cut conditions are, for example, the above-described fuel cut at deceleration and fuel cut at high speed.
- step S202 the amount of oxygen adsorbed on the first catalyst 126 is estimated based on the detected values of the first air-fuel ratio sensor 128A, the second air-fuel ratio sensor 128B, and the engine speed (exhaust amount).
- step S203 the amount of oxygen adsorbed by the second catalyst 127 is estimated based on the detected values of the second air-fuel ratio sensor 128B, the third air-fuel ratio sensor 128C, and the engine speed (exhaust amount).
- step S204 When it is confirmed in step S204 that the fuel cut has been completed (time t3), the process proceeds to step S205, and the air-fuel ratio of the mixed air introduced into the combustion chamber 123 is set to a first rich degree that is richer in fuel than stoichiometric. Then, in step S206, it is determined whether or not the output of the second air-fuel ratio sensor 128B exceeds a predetermined V s1. If the output of the second air-fuel ratio sensor 128B exceeds V s1 (time t4), the process proceeds to step S207. .
- the threshold value V s1 of the second air-fuel ratio sensor 128B is, for example, an output value in a state where the first catalyst 126 is restored to stoichiometry.
- step S207 subtraction is started from the oxygen adsorption amount of the second catalyst 127 calculated in step S203 (time t4 to t5). This subtraction operation is calculated based on the second air-fuel ratio sensor 128B, the third air-fuel ratio sensor 128C, and the engine speed (displacement). If it is confirmed in step S208 that the oxygen adsorption amount of the second catalyst 127 has decreased to the target oxygen adsorption amount, the process proceeds to step S209.
- This target oxygen adsorption amount can be determined in advance by experiment, simulation, or the like. In step S208 of this example, it is determined that the value obtained by subtracting a predetermined margin from the oxygen adsorption amount of the second catalyst 127 has decreased to the target oxygen adsorption amount.
- step S209 the air-fuel ratio of the mixed air introduced into the combustion chamber 123 is switched from a first rich degree to a second rich degree that is fuel lean and fuel richer than stoichiometric (time t5).
- step S210 it is determined whether or not the output of the third air-fuel ratio sensor 128C exceeds a predetermined V s2, and if the output of the third air-fuel ratio sensor 128C2 exceeds V s2 (time t6), the process proceeds to step S211. Then, the air-fuel ratio enrichment control is terminated.
- the threshold value V s2 of the third air-fuel ratio sensor 128C is, for example, an output value in a state where the second catalyst 127 is restored to stoichiometry.
- the recovery process of the oxygen adsorption capacity of the first catalyst 126 and the second catalyst 127 accompanying the fuel cut is performed after the oxygen adsorption capacity of the first catalyst 126 is recovered.
- the first rich degree with a large rich degree is executed, so that the decrease rate of the oxygen adsorption amount of the second catalyst 127 is large as shown in FIG.
- the absolute value of the decreasing slope at time t4 to t5 is large), and the oxygen adsorption capacity can be recovered more efficiently than the conventional method indicated by the dotted line in FIG. Therefore, the NOx conversion efficiency is increased as shown in FIG.
- the timing at which the rich degree of fuel injection is switched from the first rich degree to the second rich degree is the time when the oxygen adsorption amount of the second catalyst 127 reaches the target oxygen adsorption amount (FIG. 2).
- step S208 at this time, the exhaust passage 125 upstream of the second catalyst 127 is filled with the first rich degree of fuel-rich reducing agent. May be judged.
- FIG. 3 is a control flow according to another embodiment.
- step S301 to step S307 have the same control content as step S201 to step S207 in FIG. 2 described above, description thereof will be omitted.
- step S308 the margin is further subtracted from the oxygen adsorption amount of the second catalyst 127 subtracted in step S307, and in the subsequent step S309, the fuel-rich reducing agent amount remaining in the exhaust passage 125 upstream of the second catalyst 127 is determined. calculate.
- the amount of the reducing agent is determined based on the correction coefficient for correcting the reaction ratio between the richness of the air-fuel ratio (here, the first richness), the intake air amount, and oxygen, in the exhaust passage 125 upstream of the second catalyst 127. Calculate using volume.
- step S310 the value obtained by subtracting the margin from the oxygen adsorption amount of the second catalyst 127 reacts with the residual reducing agent upstream of the second catalyst 127 without excess or deficiency (the margin is reduced because the margin is reduced). If it is confirmed that the amount has decreased to less than the amount that reacts, the process proceeds to step S311. Note that the margin for steps S308 and S310 may be zero.
- step S311 the air-fuel ratio of the mixed air introduced into the combustion chamber 123 is switched to a second rich degree that is fuel leaner than the first rich degree and fuel richer than stoichiometric. Then, in step S312, it is determined whether or not the output of the third air-fuel ratio sensor 128C exceeds a predetermined V s2, and if the output of the third air-fuel ratio sensor 128C2 exceeds V s2 (time t6), the process proceeds to step S313. Then, the air-fuel ratio enrichment control is terminated.
- the oxygen adsorption capacity recovery process of the first catalyst 126 and the second catalyst 127 accompanying the fuel cut is performed after the oxygen adsorption capacity of the first catalyst 126 is recovered.
- 4 is executed with the first rich degree having a large rich degree until the target value is reduced to the target value, the reduction rate of the oxygen adsorption amount of the second catalyst 127 is large as shown in FIG. 4 (decreasing slope from time t4 to t5)
- the oxygen adsorption capacity can be recovered more efficiently than the conventional method indicated by the dotted line in FIG. Therefore, the NOx conversion efficiency is increased as shown in FIG.
- the oxygen adsorption amount of the second catalyst 127 has decreased to an amount that causes an oxidation / reduction reaction with the residual reducing agent upstream of the second catalyst 127 without excess or deficiency, the fuel lean becomes more lean than the first rich degree. Therefore, when the third air-fuel ratio sensor 128C on the downstream side of the second catalyst 127 detects the rich air-fuel ratio, the rich degree is smaller than the first rich degree. The fuel component passing through the second catalyst 127 can be suppressed. In particular, the richness of fuel injection can be switched at an optimal timing even if the intake air amount changes.
- the second air-fuel ratio sensor 128B corresponds to detection means according to the present invention, and the first air-fuel ratio sensor 128A, the second air-fuel ratio sensor 128B, the third air-fuel ratio sensor 128C, and the crank angle sensor 131 are estimated according to the present invention.
- the engine control unit 11 corresponds to the enrichment control means according to the present invention.
- EG Engine (internal combustion engine) DESCRIPTION OF SYMBOLS 11 ... Engine controller 111, 111a ... Intake passage 112 ... Air filter 113 ... Air flow meter 114 ... Throttle valve 115 ... Collector 116 ... Throttle valve actuator 117 ... Throttle sensor 118 ... Fuel injection valve 119 ... Cylinder 120 ... Piston 121 ... Intake valve 122 ... exhaust valve 123 ... combustion chamber 124 ... ignition plug 125 ... exhaust passage 126 ... first catalyst 127 ... second catalyst 128A ... first air-fuel ratio sensor 128B ... second air-fuel ratio sensor 128C ... third air-fuel ratio sensor 129 ... muffler 130 ... Crankshaft 131 ... Crank angle sensor 132 ... Cooling jacket 133 ... Water temperature sensor
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
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Abstract
Description
11…エンジンコントローラ
111,111a…吸気通路
112…エアーフィルタ
113…エアフローメータ
114…スロットルバルブ
115…コレクタ
116…スロットルバルブアクチュエータ
117…スロットルセンサ
118…燃料噴射バルブ
119…シリンダ
120…ピストン
121…吸気バルブ
122…排気バルブ
123…燃焼室
124…点火プラグ
125…排気通路
126…第1触媒
127…第2触媒
128A…第1空燃比センサ
128B…第2空燃比センサ
128C…第3空燃比センサ
129…マフラ
130…クランク軸
131…クランク角センサ
132…冷却ジャケット
133…水温センサ
Claims (3)
- 排気通路に複数の触媒を直列に配置した内燃機関の排気ガス浄化制御装置において、
上流側に配置された第1触媒から流出する排気ガスの空燃比又はリッチ/リーンを検出する検出手段と、
前記第1触媒及び前記第2触媒の酸素吸着量を推定する推定手段と、
前記第1触媒及び前記第2触媒の酸素吸着量が所定値以上と推定される場合に、噴射燃料のリッチ度合いを一時的に変えてリッチ化するリッチ化制御手段と、を備え、
前記リッチ化制御手段は、前記リッチ化開始から前記噴射燃料のリッチ度合いをストイキよりも大きい第1のリッチ度合いに設定し、前記検出手段の出力がストイキの空燃比又はリッチ/リーン値に達した後も前記第1のリッチ度合いを維持することを特徴とする内燃機関の排気ガス浄化制御装置。 - 請求項1に記載の内燃機関の排気ガス浄化制御装置において、
前記リッチ化制御手段は、
前記第2触媒の酸素吸着量が目標酸素吸着量以下になるまで前記第1のリッチ度合いを維持し、
前記第2触媒の酸素吸着量が目標酸素吸着量以下になったら、リッチ度合いを前記第1のリッチ度合いより小さい第2のリッチ度合いに設定することを特徴とする内燃機関の排気ガス浄化制御装置。 - 請求項1に記載の内燃機関の排気ガス浄化制御装置において、
前記リッチ化制御手段は、
前記第2触媒の酸素吸着量が、当該第2触媒から上流側の排気通路に存在する還元剤と互いに過不足なく反応する量になるまで前記第1のリッチ度合いを維持し、
前記第2触媒の酸素吸着量が前記還元剤と互いに過不足なく反応する量になったら、リッチ度合いを前記第1のリッチ度合いより小さい第2のリッチ度合いに設定することを特徴とする内燃機関の排気ガス浄化制御装置。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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CN201280019288.6A CN103502612A (zh) | 2011-04-22 | 2012-02-24 | 内燃机的排气气体净化控制装置 |
EP12773732.8A EP2700800A4 (en) | 2011-04-22 | 2012-02-24 | GAS CLEANING CONTROL DEVICE FOR A COMBUSTION ENGINE |
US14/112,629 US9228463B2 (en) | 2011-04-22 | 2012-02-24 | Exhaust gas purification control device for an internal combustion engine |
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JP2011095680 | 2011-04-22 | ||
JP2011-095680 | 2011-04-22 |
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WO2012144269A1 true WO2012144269A1 (ja) | 2012-10-26 |
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PCT/JP2012/054598 WO2012144269A1 (ja) | 2011-04-22 | 2012-02-24 | 内燃機関の排気ガス浄化制御装置 |
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US (1) | US9228463B2 (ja) |
EP (1) | EP2700800A4 (ja) |
CN (1) | CN103502612A (ja) |
WO (1) | WO2012144269A1 (ja) |
Cited By (3)
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JP2016023621A (ja) * | 2014-07-23 | 2016-02-08 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP6036853B2 (ja) * | 2013-01-29 | 2016-11-30 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP2017057778A (ja) * | 2015-09-16 | 2017-03-23 | 三菱自動車工業株式会社 | 排気浄化制御装置 |
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JP5776773B2 (ja) * | 2011-07-15 | 2015-09-09 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
JP6260452B2 (ja) * | 2014-05-23 | 2018-01-17 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP6308150B2 (ja) | 2015-03-12 | 2018-04-11 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
DE102016222108A1 (de) * | 2016-11-10 | 2018-05-17 | Robert Bosch Gmbh | Verfahren zum Einstellen eines Kraftstoff/Luft-Verhältnisses eines Verbrennungsmotors |
JP6834917B2 (ja) * | 2017-11-09 | 2021-02-24 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
JP7077883B2 (ja) * | 2018-09-06 | 2022-05-31 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
KR20200133980A (ko) * | 2019-05-21 | 2020-12-01 | 현대자동차주식회사 | 삼원 촉매의 산소 퍼지 제어 방법 및 시스템 |
JP7211389B2 (ja) * | 2020-03-25 | 2023-01-24 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
DE102021130875A1 (de) | 2021-11-25 | 2023-05-25 | Schaeffler Technologies AG & Co. KG | Strahlpumpe für ein Brennstoffzellensystem |
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JP3846375B2 (ja) | 2002-07-10 | 2006-11-15 | トヨタ自動車株式会社 | 触媒劣化判定方法 |
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DE102005024872A1 (de) * | 2005-05-31 | 2006-12-14 | Siemens Ag | Verfahren und Vorrichtung zum Ermitteln einer Sauerstoffspeicherkapazität des Abgaskatalysators einer Brennkraftmaschine und Verfahren und Vorrichtung zum Ermitteln einer Dynamik-Zeitdauer für Abgassonden einer Brennkraftmaschine |
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- 2012-02-24 EP EP12773732.8A patent/EP2700800A4/en not_active Withdrawn
- 2012-02-24 CN CN201280019288.6A patent/CN103502612A/zh active Pending
- 2012-02-24 US US14/112,629 patent/US9228463B2/en not_active Expired - Fee Related
- 2012-02-24 WO PCT/JP2012/054598 patent/WO2012144269A1/ja active Application Filing
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JP2002276433A (ja) | 2001-03-23 | 2002-09-25 | Denso Corp | 内燃機関の排出ガス浄化制御装置 |
JP2005299430A (ja) * | 2004-04-08 | 2005-10-27 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
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Cited By (5)
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JP6036853B2 (ja) * | 2013-01-29 | 2016-11-30 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JPWO2014118890A1 (ja) * | 2013-01-29 | 2017-01-26 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP2016023621A (ja) * | 2014-07-23 | 2016-02-08 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
US10626815B2 (en) | 2014-07-23 | 2020-04-21 | Toyota Jidosha Kabushiki Kaisha | Control system of internal combustion engine |
JP2017057778A (ja) * | 2015-09-16 | 2017-03-23 | 三菱自動車工業株式会社 | 排気浄化制御装置 |
Also Published As
Publication number | Publication date |
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EP2700800A1 (en) | 2014-02-26 |
EP2700800A4 (en) | 2014-10-15 |
CN103502612A (zh) | 2014-01-08 |
US9228463B2 (en) | 2016-01-05 |
US20140060016A1 (en) | 2014-03-06 |
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