WO2015092937A1 - 内燃機関の排気浄化装置 - Google Patents
内燃機関の排気浄化装置 Download PDFInfo
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- WO2015092937A1 WO2015092937A1 PCT/JP2013/084357 JP2013084357W WO2015092937A1 WO 2015092937 A1 WO2015092937 A1 WO 2015092937A1 JP 2013084357 W JP2013084357 W JP 2013084357W WO 2015092937 A1 WO2015092937 A1 WO 2015092937A1
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- exhaust gas
- gas recirculation
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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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
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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
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
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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
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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
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction 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
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
- F01N3/0842—Nitrogen oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
- F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
- F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
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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
- F02D41/0002—Controlling intake air
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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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/146—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 NOx content or concentration
- F02D41/1461—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 NOx content or concentration of the exhaust gases emitted by the engine
- F02D41/1462—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 NOx content or concentration of the exhaust gases emitted by the engine with determination means using an estimation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/405—Multiple injections with post injections
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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
- F02D41/0002—Controlling intake air
- F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
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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
- F02D2200/0806—NOx storage amount, i.e. amount of NOx stored on NOx trap
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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
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an exhaust purification device for an internal combustion engine.
- the engine intake passage and the engine exhaust passage are connected by an exhaust gas recirculation passage, and an exhaust gas recirculation control valve for controlling the exhaust gas recirculation rate is disposed in the exhaust gas recirculation passage, so that the throttle opening is reduced.
- an exhaust gas recirculation control valve for controlling the exhaust gas recirculation rate is disposed in the exhaust gas recirculation passage, so that the throttle opening is reduced.
- additional fuel is injected into the cylinder during the expansion stroke or exhaust stroke, thereby temporarily reducing the air-fuel ratio of the exhaust gas discharged from the engine combustion chamber.
- the rich control is terminated, the throttle opening is restored, the exhaust gas recirculation control valve opening is restored, and the injection of additional fuel is stopped.
- An exhaust purification device for an internal combustion engine is known (see Patent Document 1). In this exhaust purification device, rich control is performed under the condition that the throttle opening is reduced and the exhaust gas recirculation rate is reduced, so that additional fuel necessary to make the air-fuel ratio of the exhaust gas rich The amount can
- the intake pressure which is the pressure in the intake passage downstream of the throttle valve
- the exhaust pressure which is the pressure in the exhaust passage
- the pump loss represented by the difference between the exhaust pressure and the intake pressure is increased.
- the rich control is finished, that is, when the throttle opening is restored and the exhaust gas recirculation control valve opening is restored and the injection of additional fuel is stopped, the intake pressure and the exhaust pressure are restored. Therefore, the pump loss is also restored.
- An object of the present invention is to provide an exhaust purification device for an internal combustion engine that can suppress engine output fluctuations immediately after the end of rich control.
- the engine intake passage and the engine exhaust passage are connected by the exhaust gas recirculation passage, and the exhaust gas recirculation control valve for controlling the exhaust gas recirculation rate is disposed in the exhaust gas recirculation passage,
- the throttle opening which is the opening of a throttle valve that is disposed in the intake passage and controls the amount of intake air, is switched from the base throttle opening to the throttle opening for rich control that is smaller than the base throttle opening, and the exhaust gas is re-opened.
- an exhaust gas purification apparatus for an internal combustion engine in which rich control is performed to temporarily reduce the air-fuel ratio of exhaust gas discharged from the engine combustion chamber by being injected, When the control is finished, first, the throttle opening is returned to the base throttle opening, the injection of additional fuel is stopped, the main fuel is temporarily increased, and then the exhaust gas recirculation rate becomes the base exhaust gas recirculation rate.
- An exhaust emission control device for an internal combustion engine is provided in which the opening degree of the exhaust gas recirculation control valve is controlled so as to return to
- the engine output fluctuation can be suppressed immediately after the end of rich control.
- FIG. 1 is an overall view of a compression ignition type internal combustion engine.
- FIG. 2 is a view schematically showing the surface portion of the catalyst carrier.
- FIG. 3 is a view for explaining an oxidation reaction in the exhaust purification catalyst.
- FIG. 4 is a diagram showing changes in the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst.
- FIG. 5 is a diagram showing the NOx purification rate.
- 6A and 6B are diagrams for explaining the oxidation-reduction reaction in the exhaust purification catalyst.
- 7A and 7B are diagrams for explaining the oxidation-reduction reaction in the exhaust purification catalyst.
- FIG. 8 is a diagram showing a change in the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst.
- FIG. 9 is a diagram showing the NOx purification rate.
- FIG. 10 is a graph showing the relationship between the hydrocarbon injection period ⁇ T and the NOx purification rate.
- FIG. 11 is a map showing the injection amount of hydrocarbons.
- FIG. 12 is a diagram showing NOx release control.
- FIG. 13 is a view showing a map of the exhausted NOx amount NOXA.
- FIG. 14 shows the fuel injection timing.
- FIG. 15 is a diagram showing a map of the additional fuel amount Qa.
- FIG. 16 is a time chart when the rich control is started.
- FIG. 17 is a time chart when the rich control is terminated.
- FIG. 18 is a diagram showing a map of the base throttle opening VTHB.
- FIG. 19 is a diagram showing a map of the base EGR rate REGRB.
- FIG. 11 is a map showing the injection amount of hydrocarbons.
- FIG. 12 is a diagram showing NOx release control.
- FIG. 13 is a view showing a map of the exhausted NOx amount NOXA.
- FIG. 20 is a diagram showing a map of the base main fuel amount QmB.
- FIG. 21 is a diagram showing a map of the base main fuel injection timing ⁇ mB.
- FIG. 22 is a view showing a map of the throttle opening VTHR for rich control.
- FIG. 23 is a diagram showing a map of the EGR rate REGRR for rich control.
- FIG. 24 is a diagram showing a map of the rich control main fuel amount QmR.
- FIG. 25 is a diagram showing a map of the main fuel injection timing ⁇ mR for rich control.
- FIG. 26 is a diagram showing a map of the increase dQm of the main fuel.
- FIG. 27 is a diagram showing a map of the advance amount d ⁇ m of the main fuel injection timing.
- FIG. 28 is a flowchart for executing the NOx purification control.
- FIG. 29 is a flowchart for executing the NOx purification action by the second NOx purification method.
- FIG. 30 is a flowchart for executing the rich control.
- FIG. 31 is a time chart when the rich control according to another embodiment of the present invention is terminated.
- FIG. 32 is a flowchart for executing the rich control in another embodiment according to the present invention.
- FIG. 33 is a time chart when the rich control in another embodiment according to the present invention is terminated.
- FIG. 34 is a flowchart for executing rich control in still another embodiment of the present invention.
- FIG. 35 is an overall view of a compression ignition type internal combustion engine according to still another embodiment of the present invention.
- FIG. 35 is an overall view of a compression ignition type internal combustion engine according to still another embodiment of the present invention.
- FIG. 36 is a time chart when rich control is started in still another embodiment of the present invention.
- FIG. 37 is a time chart when the rich control in another embodiment according to the present invention is terminated.
- FIG. 38 is a diagram showing a map of the base high-pressure side EGR rate REGRHB.
- FIG. 39 is a diagram showing a map of the base low-high pressure side EGR rate REGRLB.
- FIG. 40 is a diagram showing a map of the high pressure side EGR rate REGRHR for rich control.
- FIG. 41 is a diagram showing a map of the low pressure / high pressure side EGR rate REGRLR for rich control.
- FIG. 42 is a flowchart for executing rich control in still another embodiment of the present invention.
- FIG. 43 is a flowchart for executing rich control in still another embodiment of the present invention.
- FIG. 1 shows an overall view of a compression ignition type internal combustion engine.
- 1 is an engine body
- 2 is a combustion chamber of each cylinder
- 3 is an electronically controlled fuel injection valve for injecting fuel into each combustion chamber
- 4 is an intake manifold
- 5 is an exhaust manifold.
- the intake manifold 4 is connected to an outlet of a compressor 7a of an exhaust turbocharger 7 via an intake duct 6, and an inlet of the compressor 7a is connected to an air cleaner 9 via an intake introduction pipe 8a in which an intake air amount detector 8 is disposed.
- the A throttle valve 10 driven by an actuator is disposed in the intake duct 6, and a cooling device 11 for cooling intake air flowing through the intake duct 6 is disposed around the intake duct 6.
- the engine cooling water is guided into the cooling device 11, and the intake air is cooled by the engine cooling water.
- a pressure sensor 4p for detecting the pressure in the intake manifold 4, that is, the intake pressure is attached to the intake manifold 4 positioned downstream of the throttle valve 10, and the pressure in the exhaust manifold 5, that is, the exhaust, is connected to the exhaust manifold 5.
- a pressure sensor 5p for detecting the atmospheric pressure is attached.
- a temperature sensor 5 t for detecting the temperature of the exhaust gas in the exhaust manifold 5 is attached to the exhaust manifold 5.
- the exhaust manifold 5 is connected to the inlet of the exhaust turbine 7b of the exhaust turbocharger 7, and the outlet of the exhaust turbine 7b is connected to the inlet of the exhaust purification catalyst 13 via the exhaust pipe 12a.
- the exhaust purification catalyst 13 is composed of a NOx storage catalyst.
- the outlet of the exhaust purification catalyst 13 is connected to the particulate filter 14 through the exhaust pipe 12b.
- a hydrocarbon supply valve 15 for supplying hydrocarbons made of light oil or other fuel used as fuel for the compression ignition internal combustion engine is arranged in the embodiment shown in FIG. 1, light oil is used as the hydrocarbon supplied from the hydrocarbon supply valve 15.
- An exhaust pipe 12 c is connected to the particulate filter 14.
- the present invention can also be applied to a spark ignition type internal combustion engine in which combustion is performed under a lean air-fuel ratio.
- the hydrocarbon supply valve 15 supplies hydrocarbons made of gasoline or other fuel used as fuel for the spark ignition internal combustion engine.
- the exhaust manifold 5 and the intake manifold 4 are connected to each other via an exhaust gas recirculation (hereinafter referred to as EGR) passage 16, and an electronically controlled EGR control valve 17 is disposed in the EGR passage 16.
- EGR exhaust gas recirculation
- a cooling device 18 for cooling the EGR gas flowing in the EGR passage 16 is disposed around the EGR passage 16.
- the engine cooling water is guided into the cooling device 18, and the EGR gas is cooled by the engine cooling water.
- Each fuel injection valve 3 is connected to a common rail 20 via a fuel supply pipe 19, and this common rail 20 is connected to a fuel tank 22 via an electronically controlled fuel pump 21 having a variable discharge amount.
- the fuel stored in the fuel tank 22 is supplied into the common rail 20 by the fuel pump 21, and the fuel supplied into the common rail 20 is supplied to the fuel injection valve 3 through each fuel supply pipe 19.
- the electronic control unit 30 is composed of a digital computer, and is connected to each other by a bidirectional bus 31.
- a temperature sensor 24 for detecting the temperature of the exhaust gas flowing out from the exhaust purification catalyst 13 is attached to the exhaust pipe 12 b downstream of the exhaust purification catalyst 13. The temperature of the exhaust gas flowing out from the exhaust purification catalyst 13 represents the temperature of the exhaust purification catalyst 13.
- a differential pressure sensor 26 for detecting the differential pressure across the particulate filter 14 is attached to the particulate filter 14.
- the output signals of the temperature sensor 24, the differential pressure sensor 26, the pressure sensors 4p and 5p, the temperature sensor 5t, and the intake air amount detector 8 are input to the input port 35 via corresponding AD converters 37, respectively.
- a load sensor 41 that generates an output voltage proportional to the depression amount L of the accelerator pedal 40 is connected to the accelerator pedal 40, and the output voltage of the load sensor 41 is input to the input port 35 via the corresponding AD converter 37. Is done.
- the input port 35 is connected to a crank angle sensor 42 that generates an output pulse every time the crankshaft rotates, for example, 15 °.
- the output port 36 is connected to the fuel injection valve 3, the actuator for driving the throttle valve 10, the hydrocarbon supply valve 15, the EGR control valve 17, and the fuel pump 21 through a corresponding drive circuit 38.
- FIG. 2 schematically shows a surface portion of the catalyst carrier carried on the substrate of the exhaust purification catalyst 13 shown in FIG.
- a noble metal catalyst 51 made of platinum Pt is supported on a catalyst carrier 50 made of alumina, for example, and further on the catalyst carrier 50 potassium K, sodium Na, From alkali metals such as cesium Cs, alkaline earth metals such as barium Ba and calcium Ca, rare earths such as lanthanoids and metals capable of donating electrons to NOx such as silver Ag, copper Cu, iron Fe and iridium Ir
- a basic layer 53 including at least one selected is formed.
- This basic layer 53 contains ceria CeO 2 , and therefore the exhaust purification catalyst 13 has an oxygen storage capacity.
- rhodium Rh or palladium Pd can be supported on the catalyst carrier 50 of the exhaust purification catalyst 13. Since the exhaust gas flows along the catalyst carrier 50, it can be said that the noble metal catalyst 51 is supported on the exhaust gas flow surface of the exhaust purification catalyst 13. Further, since the surface of the basic layer 53 is basic, the surface of the basic layer 53 is referred to as a basic exhaust gas flow surface portion 54.
- FIG. 3 schematically shows the reforming action performed in the exhaust purification catalyst 13 at this time.
- the hydrocarbon HC injected from the hydrocarbon feed valve 15 is converted into a radical hydrocarbon HC having a small number of carbons by the noble metal catalyst 51.
- FIG. 4 shows the supply timing of hydrocarbons from the hydrocarbon supply valve 15 and the change in the air-fuel ratio (A / F) in of the exhaust gas flowing into the exhaust purification catalyst 13. Since the change in the air-fuel ratio (A / F) in depends on the change in the concentration of hydrocarbons in the exhaust gas flowing into the exhaust purification catalyst 13, the air-fuel ratio (A / F) in shown in FIG. It can be said that the change represents a change in hydrocarbon concentration. However, since the air-fuel ratio (A / F) in decreases as the hydrocarbon concentration increases, the hydrocarbon concentration increases as the air-fuel ratio (A / F) in becomes richer in FIG.
- FIG. 5 shows the cycle of the air-fuel ratio (A / F) in of the exhaust gas flowing into the exhaust purification catalyst 13 as shown in FIG. 4 by periodically changing the concentration of hydrocarbons flowing into the exhaust purification catalyst 13.
- the NOx purification rate by the exhaust purification catalyst 13 when the exhaust purification catalyst 13 is made rich is shown for each catalyst temperature TC of the exhaust purification catalyst 13.
- FIGS. 6A and 6B schematically show the surface portion of the catalyst carrier 50 of the exhaust purification catalyst 13, and in these FIGS. 6A and 6B, the concentration of hydrocarbons flowing into the exhaust purification catalyst 13 is predetermined. The reaction is shown to be presumed to occur when oscillated with an amplitude within a range and a period within a predetermined range.
- FIG. 6A shows a case where the concentration of hydrocarbons flowing into the exhaust purification catalyst 13 is low
- FIG. 6B shows the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 13 when hydrocarbons are supplied from the hydrocarbon supply valve 15.
- a / F When the in is made rich, that is, when the concentration of hydrocarbons flowing into the exhaust purification catalyst 13 is high.
- the first reducing intermediate produced at this time is considered to be the nitro compound R—NO 2 .
- this nitro compound R—NO 2 becomes a nitrile compound R—CN, but since this nitrile compound R—CN can only survive for a moment in that state, it immediately becomes an isocyanate compound RNCO.
- This isocyanate compound R—NCO becomes an amine compound R—NH 2 when hydrolyzed.
- it is considered that a part of the isocyanate compound R—NCO is hydrolyzed. Therefore, as shown in FIG. 6B, most of the reducing intermediates retained or adsorbed on the surface of the basic layer 53 are considered to be an isocyanate compound R—NCO and an amine compound R—NH 2 .
- a reducing intermediate is generated by increasing the concentration of hydrocarbons flowing into the exhaust purification catalyst 13, and after reducing the concentration of hydrocarbons flowing into the exhaust purification catalyst 13,
- the reducing intermediate reacts with NOx, active NOx * and oxygen in the exhaust gas, or self-decomposes, thereby purifying NOx. That is, in order to purify NOx by the exhaust purification catalyst 13, it is necessary to periodically change the concentration of hydrocarbons flowing into the exhaust purification catalyst 13.
- the reducing intermediates are made basic until the generated reducing intermediates R—NCO and R—NH 2 react with NOx, active NOx * and oxygen in the exhaust gas, or self-decomposes. It must be retained on the layer 53, i.e. on the basic exhaust gas flow surface portion 54, for which a basic exhaust gas flow surface portion 54 is provided.
- the active NOx * is reducing intermediate It is absorbed in the basic layer 53 in the form of nitrate without being formed. In order to avoid this, it is necessary to oscillate the concentration of hydrocarbons flowing into the exhaust purification catalyst 13 with a period within a predetermined range.
- NOx contained in exhaust gas is reacted with reformed hydrocarbons to produce reducing intermediates R—NCO and R—NH 2 containing nitrogen and hydrocarbons.
- a noble metal catalyst 51 is supported on the exhaust gas flow surface of the exhaust purification catalyst 13, and in order to keep the generated reducing intermediates R—NCO and R—NH 2 in the exhaust purification catalyst 13,
- a basic exhaust gas flow surface portion 54 is formed around the catalyst 51, and the reducing intermediates R—NCO and R—NH 2 held on the basic exhaust gas flow surface portion 54 are N 2 , It is converted into CO 2 and H 2 O, and the vibration period of the hydrocarbon concentration is the vibration period necessary to continue to produce the reducing intermediates R—NCO and R—NH 2 .
- the injection interval is 3 seconds.
- the oscillation period of the hydrocarbon concentration that is, the injection period of hydrocarbon HC from the hydrocarbon feed valve 15 is made longer than the period within the above-mentioned predetermined range, the reducing intermediate R- NCO and R—NH 2 disappear, and active NOx * generated on platinum Pt 53 at this time diffuses into the basic layer 53 in the form of nitrate ions NO 3 ⁇ as shown in FIG. 7A, and becomes nitrate. . That is, at this time, NOx in the exhaust gas is absorbed in the basic layer 53 in the form of nitrate.
- FIG. 7B shows the case where the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 13 is made the stoichiometric air-fuel ratio or rich when NOx is absorbed in the basic layer 53 in the form of nitrate. Show.
- the reaction proceeds in the reverse direction (NO 3 ⁇ ⁇ NO 2 ), and thus the nitrate absorbed in the basic layer 53 is successively converted into nitrate ions NO 3. ⁇ And released from the basic layer 53 in the form of NO 2 as shown in FIG. 7B.
- the released NO 2 is reduced by the hydrocarbons HC and CO contained in the exhaust gas.
- FIG. 8 shows a case where the air-fuel ratio (A / F) in of the exhaust gas flowing into the exhaust purification catalyst 13 is temporarily made rich slightly before the NOx absorption capacity of the basic layer 53 is saturated. .
- the time interval of this rich control is 1 minute or more.
- NOx absorbed in the basic layer 53 when the air-fuel ratio (A / F) in of the exhaust gas is lean is temporarily enriched in the air-fuel ratio (A / F) in of the exhaust gas.
- the basic layer 53 serves as an absorbent for temporarily absorbing NOx.
- the basic layer 53 may temporarily adsorb NOx. Therefore, if the term occlusion is used as a term including both absorption and adsorption, the basic layer 53 temporarily occludes NOx. Therefore, it plays the role of NOx occlusion agent. That is, in this case, if the ratio of air and fuel (hydrocarbon) supplied into the engine intake passage, the combustion chamber 2 and the exhaust passage upstream of the exhaust purification catalyst 13 is referred to as the air-fuel ratio of the exhaust gas, the exhaust purification catalyst. No. 13 functions as a NOx storage catalyst that stores NOx when the air-fuel ratio of the exhaust gas is lean and releases the stored NOx when the oxygen concentration in the exhaust gas decreases.
- the solid line in FIG. 9 shows the NOx purification rate when the exhaust purification catalyst 13 is made to function as a NOx storage catalyst in this way.
- the horizontal axis in FIG. 9 indicates the catalyst temperature TC of the exhaust purification catalyst 13.
- the catalyst temperature TC is 300 ° C. to 400 ° C. as shown by the solid line in FIG. 9, but the catalyst temperature TC When the temperature becomes higher than 400 ° C., the NOx purification rate decreases.
- the NOx purification rate shown in FIG. 5 is indicated by a broken line.
- the NOx purification rate decreases when the catalyst temperature TC is 400 ° C. or higher because the nitrate is thermally decomposed and released from the exhaust purification catalyst 13 in the form of NO 2 when the catalyst temperature TC is 400 ° C. or higher. It is. That is, as long as NOx is occluded in the form of nitrate, it is difficult to obtain a high NOx purification rate when the catalyst temperature TC is high.
- the new NOx purification method shown in FIGS. 4 to 6B as can be seen from FIGS. 6A and 6B, nitrate is not generated or is very small even if it is generated. Thus, as shown in FIG. Even when the temperature TC is high, a high NOx purification rate can be obtained.
- a hydrocarbon supply valve 15 for supplying hydrocarbons is arranged in the engine exhaust passage so that NOx can be purified by using this new NOx purification method.
- An exhaust purification catalyst 13 is disposed in the downstream engine exhaust passage, and a noble metal catalyst 51 is supported on the exhaust gas flow surface of the exhaust purification catalyst 13 and a basic exhaust gas flow surface portion around the noble metal catalyst 51. 54 is formed, and the exhaust purification catalyst 13 causes the concentration of hydrocarbons flowing into the exhaust purification catalyst 13 to oscillate with an amplitude within a predetermined range and a period within the predetermined range.
- the NOx contained in the exhaust gas is increased if the oscillation period of the hydrocarbon concentration is longer than the predetermined range. It has properties, and hydrocarbons are injected from the hydrocarbon supply valve 15 at a predetermined cycle during engine operation, so that NOx contained in the exhaust gas is reduced by the exhaust purification catalyst 13. .
- NOx purification method shown in FIGS. 4 to 6B in the case of using an exhaust purification catalyst that supports a noble metal catalyst and forms a basic layer capable of absorbing NOx, NOx is hardly formed while forming a nitrate. It can be said that this is a new NOx purification method for purification. In fact, when this new NOx purification method is used, the amount of nitrate detected from the basic layer 53 is very small compared to when the exhaust purification catalyst 13 functions as a NOx storage catalyst.
- this new NOx purification method is referred to as a first NOx purification method.
- the hydrocarbon injection period ⁇ T from the hydrocarbon supply valve 15 becomes longer, after the hydrocarbon is injected, the oxygen concentration around the active NOx * is increased during the next hydrocarbon injection.
- the period of increase is longer.
- the hydrocarbon injection period ⁇ T when the hydrocarbon injection period ⁇ T is longer than about 5 seconds, the active NOx * begins to be absorbed in the basic layer 53 in the form of nitrate, and thus shown in FIG.
- the vibration period ⁇ T of the hydrocarbon concentration is longer than about 5 seconds, the NOx purification rate is lowered. Therefore, in the embodiment shown in FIG. 1, the hydrocarbon injection period ⁇ T needs to be 5 seconds or less.
- the hydrocarbon injection period ⁇ T when the hydrocarbon injection period ⁇ T becomes approximately 0.3 seconds or less, the injected hydrocarbon starts to be deposited on the exhaust gas flow surface of the exhaust purification catalyst 13, and is therefore shown in FIG.
- the hydrocarbon injection period is set between 0.3 seconds and 5 seconds.
- the air-fuel ratio (A / F) in of the exhaust gas flowing into the exhaust purification catalyst 13 and the injection period ⁇ T are changed by changing the injection amount and injection timing of the hydrocarbon from the hydrocarbon supply valve 15. Is controlled to an optimum value according to the operating state of the engine.
- the optimum hydrocarbon injection amount W when the NOx purification action by the first NOx purification method is performed is a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- 11 is stored in advance in the ROM 32 in the form of a map as shown in FIG. 11, and the optimum hydrocarbon injection cycle ⁇ T at this time is also a map as a function of the depression amount L of the accelerator pedal 40 and the engine speed N. Is stored in the ROM 32 in advance.
- the NOx purification method when the exhaust purification catalyst 13 functions as a NOx storage catalyst will be specifically described with reference to FIGS.
- the NOx purification method when the exhaust purification catalyst 13 functions as a NOx storage catalyst is referred to as a second NOx purification method.
- the air-fuel ratio (A / F) in is temporarily made rich.
- the occluded NOx amount ⁇ NOX is calculated from the NOx amount discharged from the engine, for example.
- the exhausted NOx amount NOXA discharged from the engine per unit time is stored in advance in the ROM 32 in the form of a map as shown in FIG. 13 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the stored NOx amount ⁇ NOX is calculated from the exhausted NOx amount NOXA.
- the period during which the air-fuel ratio (A / F) in of the exhaust gas is made rich is usually 1 minute or more.
- this second NOx purification method in addition to the combustion fuel, that is, the main fuel Qm, is injected into the combustion chamber 2 from the fuel injection valve 3 to the exhaust purification catalyst 13 by injecting additional fuel Qa.
- the air-fuel ratio (A / F) in of the exhaust gas to be made is made rich.
- the horizontal axis in FIG. 14 indicates the crank angle.
- This additional fuel Qa is injected, for example, slightly before ATDC 90 ° after compression top dead center.
- This additional fuel amount Qa is stored in advance in the ROM 32 in the form of a map as shown in FIG. 15 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the NOx purification action by the first NOx purification method and the NOx purification action by the second NOx purification method are selectively performed. Whether to perform the NOx purification action by the first NOx purification method or the NOx purification action by the second NOx purification method is determined as follows, for example. That is, the NOx purification rate when the NOx purification action by the first NOx purification method is performed begins to rapidly decrease when the temperature TC of the exhaust purification catalyst 13 becomes equal to or lower than the limit temperature TX as shown in FIG. On the other hand, as shown in FIG.
- the NOx purification rate when the NOx purification action by the second NOx purification method is performed decreases relatively slowly when the temperature TC of the exhaust purification catalyst 13 decreases. Therefore, in the embodiment according to the present invention, when the temperature TC of the exhaust purification catalyst 13 is higher than the limit temperature TX, the NOx purification action by the first NOx purification method is performed, and the temperature TC of the exhaust purification catalyst 13 is lower than the limit temperature TX. Sometimes the NOx purification action by the second NOx purification method is performed.
- the actual EGR rate is the target.
- the opening degree of the EGR control valve 17 is controlled so as to coincide with the EGR rate.
- the exhaust gas is discharged from the combustion chamber 2. Rich control for temporarily lowering the air-fuel ratio of the exhaust gas to be performed is performed. In this case, rich control is performed by injecting additional fuel Qa into the combustion chamber 2.
- the air / fuel ratio (A / F) in of the exhaust gas flowing into the exhaust purification catalyst 13 matches the air / fuel ratio of the exhaust gas discharged from the combustion chamber 2. To do.
- FIG. 16 shows a time chart when the rich control is started in the internal combustion engine shown in FIG. 1.
- a time ta1 shows a timing at which a signal for starting the rich control is issued.
- throttle opening VTH is set to base throttle opening VTHB.
- the intake air amount Ga becomes the base intake air amount GaB determined according to the base throttle opening degree VTHB.
- the base throttle opening degree VTHB is stored in advance in the ROM 32 in the form of a map shown in FIG. 18 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the target EGR rate REGRT is set to the base EGR rate REGRB.
- the EGR control valve opening degree VEGR is set to the base EGR control valve opening degree VEGRB necessary for making the actual EGR rate the base EGR rate REGRB.
- the EGR rate REGR becomes the base EGR rate REGRB.
- the base EGR rate REGRB is stored in advance in the ROM 32 in the form of a map shown in FIG. 19 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the additional fuel amount Qa is set to zero. That is, the additional fuel Qa is not injected.
- the air-fuel ratio (A / F) in of the exhaust gas becomes a base air-fuel ratio AFB that is leaner than the stoichiometric air-fuel ratio AFS.
- the main fuel Qm is set to the base main fuel amount QmB.
- the base main fuel amount QmB is a fuel amount necessary to generate the required output.
- the base main fuel amount QmB is stored in advance in the ROM 32 in the form of a map shown in FIG. 20 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the main fuel injection timing ⁇ m is set to the base injection timing ⁇ mB.
- the base injection timing ⁇ mB is stored in advance in the ROM 32 in the form of a map shown in FIG. 21 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the intake pressure Pin becomes the base intake pressure PinB
- the base pump loss PLB is determined according to the base throttle opening VTHB and the base EGR rate REGRB.
- the compression end temperature TCE becomes the base compression end temperature TCEB.
- the base compression end temperature TCEB is determined based on the base throttle opening degree VTHB and This is determined according to the base EGR rate REGRB.
- the throttle opening VTH is switched from the base throttle opening VTHB to the rich control throttle opening VTHR smaller than the base throttle opening VTHB.
- the intake air amount Ga decreases to the rich control intake air amount GaR.
- the rich control throttle opening VTHR is stored in advance in the ROM 32 in the form of a map shown in FIG. 22 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the target EGR rate REGRT is switched from the base EGR rate REGRB to the rich control EGR rate REGRR different from the base EGR rate REGRB, whereby the EGR control valve opening VEGR is changed from the base EGR control valve opening VEGR to the base EGR control valve.
- the rich control EGR control valve opening VEGRR is switched from the opening VEGR.
- the rich control EGR control valve opening VEGRR is an EGR control valve opening required to change the EGR rate REGR to the rich control EGR rate REGRR.
- the target EGR rate REGRT is reduced, and accordingly, the EGR control valve opening degree VEGR is reduced.
- the EGR rate REGR decreases to the EGR rate REGRR for rich control.
- the rich control EGR rate REGRR is stored in advance in the ROM 32 in the form of a map shown in FIG. 23 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the injection of additional fuel Qa is started.
- the air-fuel ratio (A / F) in of the exhaust gas decreases from the base air-fuel ratio AFB.
- the air-fuel ratio (A / F) in of the exhaust gas is made richer than the stoichiometric air-fuel ratio AFS.
- the main fuel amount Qm is switched from the base main fuel amount QmB to the rich control main fuel amount QmR different from the base main fuel amount QmB.
- a part of the additional fuel Qa is burned in the combustion chamber 2 to generate a slight engine output. Therefore, the main fuel Qm is slightly reduced during the rich control so that the actual engine output matches the required output.
- the rich control main fuel amount QmR is stored in advance in the ROM 32 in the form of a map shown in FIG. 24 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the main fuel injection timing ⁇ m is switched from the base injection timing ⁇ mB to the rich control injection timing ⁇ mR different from the base injection timing ⁇ mB.
- the main fuel injection timing ⁇ m is advanced. This is because the progress of combustion is slowed during the rich control.
- the rich control injection timing ⁇ mR is stored in advance in the ROM 32 in the form of a map shown in FIG. 25 as a function of the depression amount L of the accelerator pedal 40 and the engine speed N.
- the intake pressure Pin decreases from the base intake pressure PinB, and the exhaust pressure PeX increases from the base exhaust pressure PexB. Therefore, the pump loss PL becomes larger than the base pump loss PLB. Further, since the in-cylinder gas amount decreases during rich control, the compression end temperature TCE decreases from the base compression end temperature TCEB.
- FIG. 17 shows a time chart when the rich control is terminated in the internal combustion engine shown in FIG.
- a signal to end the rich control is issued at time tb1
- the throttle opening VTH is returned from the rich control throttle opening VTHR to the base throttle opening VTHB.
- the intake air amount Ga gradually increases.
- the EGR control valve opening VEGR is maintained at the rich control EGR control valve opening VEGRR regardless of the target EGR rate REGRT or EGR rate REGR.
- the EGR rate REGR does not return to the base EGR rate REGRB and decreases as the intake air amount Ga increases.
- the target EGR rate REGRT is maintained at the rich control EGR rate REGRR.
- the intake pressure Pin gradually increases and the exhaust pressure Pex gradually decreases. Accordingly, the pump loss PL gradually decreases. In other words, the pump loss PL does not return immediately. As a result, the engine output temporarily decreases immediately after the end of the rich control, and the engine output fluctuation may increase. Accordingly, in the example shown in FIG. 17, the main fuel amount Qm is increased by an increase dQm with respect to the base main fuel amount QmB. As a result, the engine output fluctuation is prevented from increasing immediately after the end of the rich control.
- the increase dQm is stored in advance in the ROM 32 in the form of a map shown in FIG. Since the deviation dPL gradually decreases, the increase dQm gradually decreases.
- the compression end temperature TCE gradually increases. In other words, the compression end temperature TCE does not immediately return. As a result, the ignition delay of the main fuel Qm temporarily increases. For this reason, the engine output may temporarily decrease, and the engine output fluctuation may increase. Therefore, in the example shown in FIG. 17, the main fuel injection timing ⁇ m is advanced by the advance amount d ⁇ m with respect to the base main fuel injection timing ⁇ mB. As a result, the combustion timing of the main fuel Qm is advanced, and an increase in engine output fluctuation is prevented immediately after the end of rich control.
- the deviation d ⁇ m is stored in advance in the ROM 32 in the form of a map shown in FIG. Since the deviation d ⁇ m gradually decreases, the advance amount d ⁇ m gradually decreases.
- the compression end temperature TCE can be expressed by an intake pressure Pin that represents the in-cylinder gas amount.
- the target EGR rate REGRT is returned to the base EGR rate REGRB.
- the EGR control valve opening degree VEGR is controlled so that the EGR rate REGR matches the target EGR rate REGRT. Therefore, the EGR control valve opening degree VEGR is returned to the base EGR control valve opening degree VEGRB. As a result, the EGR rate REGR gradually increases. At this time, a sufficient amount of air is supplied into the combustion chamber 2 and there is no risk of misfire.
- the intake pressure Pin is returned to the base intake pressure PinB
- the exhaust pressure Pex is returned to the base exhaust pressure PexB
- the pump loss PL is returned to the base pump loss PLB.
- the increase dQm of the main fuel Qm becomes zero. That is, the main fuel amount Qm is returned to the base main fuel amount QmB.
- the compression end temperature TCE is returned to the base compression end temperature TCEB.
- the advance amount d ⁇ m of the main fuel injection timing becomes zero. That is, the main fuel injection timing ⁇ m is returned to the base main fuel injection timing ⁇ mB.
- the air-fuel ratio (A / F) in of the exhaust gas is returned to the base air-fuel ratio AFB.
- the EGR rate REGR is returned to the base EGR rate REGRB from time tb1 to time tb2, that is, after the throttle opening VTH is returned to the base throttle opening VTHB.
- the EGR control valve opening VEGR is maintained at the rich control EGR control valve opening VEGRR.
- the EGR rate REGR temporarily deviates from the target EGR rate REGRT.
- the EGR control valve opening VEGR is controlled so that the EGR rate REGR is maintained at the rich control EGR rate REGRR that is the target EGR rate from time tb1 to time tb2.
- the EGR control valve opening degree VEGR increases as the intake air amount Ga increases.
- the main fuel Qm is temporarily increased with respect to the base main fuel amount QmB, and the main fuel injection timing ⁇ m is temporarily advanced with respect to the base main fuel injection timing ⁇ mB.
- the EGR rate REGRR for rich control is set to be larger than zero.
- the rich control EGR rate REGRR is set to zero. That is, the supply of EGR gas is stopped during the rich control.
- FIG. 28 shows a routine for executing the NOx purification control of the embodiment according to the present invention. This routine is executed by interruption every predetermined time.
- step 100 it is determined whether to perform the NOx purification action by the first NOx purification method or the NOx purification action by the second NOx purification method.
- step 101 it is judged if the NOx purification action by the first NOx purification method should be performed.
- the routine proceeds to step 102 where the NOx purification action by the first NOx purification method is performed. That is, the injection amount W of hydrocarbons shown in FIG. 11 is injected from the hydrocarbon supply valve 15 with an injection cycle ⁇ T that is predetermined according to the operating state of the engine.
- step 101 when the NOx purification action by the second NOx purification method is to be executed, the routine proceeds to step 103, where a routine for executing the NOx purification action by the second NOx purification method is executed.
- This routine is shown in FIG.
- FIG. 29 shows a routine for executing the NOx purification action by the second NOx purification method.
- This routine is executed in step 103 of FIG.
- the exhausted NOx amount NOXA per unit time is calculated from the map shown in FIG.
- ⁇ NOX ⁇ NOX + NOXA
- step 202 When ⁇ NOX> MAX, the routine proceeds from step 202 to step 203, where a routine for executing rich control is executed. This routine is illustrated in FIG. In the next step 204, the occluded NOx amount ⁇ NOX is cleared.
- FIG. 30 shows a routine for executing rich control. This routine is executed in step 203 of FIG. Referring to FIG. 30, first, at step 300, it is judged if the rich control should be terminated. When the routine proceeds to step 300 for the first time, the routine proceeds to step 301 where additional fuel Qa is injected.
- the throttle opening VTHR for rich control is calculated from the map of FIG. 22, and the throttle opening VTH is set to the throttle opening VTHR for rich control.
- the rich control EGR rate REGRR is calculated from the map of FIG. 23, and the target EGR rate REGRT is set to the rich control EGR rate REGRR.
- the rich control main fuel amount QmR is calculated from the map of FIG.
- the main fuel amount Qm is set to the rich control main fuel amount QmR.
- the rich control main fuel injection timing ⁇ mR is calculated from the map of FIG. 25, and the main fuel injection timing ⁇ m is set to the rich control main fuel injection timing ⁇ mR.
- the routine proceeds from step 300 to step 306, where the injection of the additional fuel Qa is stopped.
- the base throttle opening degree VTHB is calculated from the map of FIG. 18, and the throttle opening degree VTH is set to the base throttle opening degree VTHB.
- the base main fuel amount QmB is calculated from the map of FIG. 20
- the increase dQm is calculated from the map of FIG. 26
- step 310 it is determined whether or not the intake air amount Ga has returned to the base intake air amount GaB.
- the routine returns to step 306.
- the routine proceeds from step 310 to step 311 where the base EGR rate REGRB is calculated from the map of FIG. 19 and the target EGR rate REGRT is set to the base EGR rate REGRB.
- step 312 it is determined whether or not the pump loss PL and the compression end temperature TCE have returned to the base pump loss PLB and the base compression end temperature TCEB, respectively.
- the throttle opening degree VTH is first restored, and then the target EGR rate REGRT or the EGR control valve opening degree VEGR is restored. This is because when the throttle opening degree VTH and the target EGR rate REGRT or the EGR control valve opening degree VEGR are simultaneously restored, not only intake air but also EGR gas is introduced into the cylinder, so that the intake air amount Ga This is because it becomes difficult to increase quickly and the risk of misfire increases.
- the throttle opening VTH is returned to the base throttle opening VTHB and EGR.
- the EGR control valve opening degree VEGR is controlled so that the rate REGR is returned to the base EGR rate REGRB.
- FIG. 31 is a time chart when the rich control is ended in another embodiment according to the present invention, and shows a case where the base EGR rate REGRB to be returned when the rich control is ended is lower than the limit rate REGRX.
- the throttle opening VTH is returned from the rich control throttle opening VTHR to the base throttle opening VTHB.
- the intake air amount Ga gradually increases.
- the target EGR rate REGRT is returned to the base EGR rate REGRB.
- the EGR control valve opening degree VEGR is controlled so that the EGR rate REGR matches the target EGR rate REGRT. Therefore, the EGR control valve opening degree VEGR is returned to the base EGR control valve opening degree VEGRB. As a result, the EGR rate REGR gradually increases.
- the main fuel Qm is increased by an increase dQm with respect to the base main fuel amount QmB.
- the main fuel injection timing ⁇ m is advanced by the advance amount d ⁇ m with respect to the base main fuel injection timing ⁇ mB.
- the intake air amount Ga is returned to the base intake air amount GaB determined according to the base throttle opening degree VTHB.
- the EGR rate REGR is returned to the base EGR rate REGRB.
- the intake pressure Pin is returned to the base intake pressure PinB
- the exhaust pressure Pex is returned to the base exhaust pressure PexB
- the pump loss PL is returned to the base pump loss PLB.
- the increase dQm of the main fuel Qm becomes zero. That is, the main fuel amount Qm is returned to the base main fuel amount QmB.
- the compression end temperature TCE is returned to the base compression end temperature TCEB.
- the advance amount d ⁇ m of the main fuel injection timing becomes zero. That is, the main fuel injection timing ⁇ m is returned to the base main fuel injection timing ⁇ mB.
- the air-fuel ratio (A / F) in of the exhaust gas is returned to the base air-fuel ratio AFB.
- the base EGR rate REGR to be returned when the rich control is ended is determined according to the engine operating state at that time. Accordingly, the base EGR rate REGR to be returned when the rich control is ended may be higher than the rich control EGR rate REGRR as shown in FIGS. 17 and 31, or may be lower than the rich control EGR rate REGRR. In some cases.
- FIG. 32 shows a routine for executing the rich control of the embodiment shown in FIG.
- This routine is executed in step 203 of FIG. FIG. 32 is different from the routine shown in FIG. 30 in the following points. That is, the process proceeds from step 309 to step 309a, where the base EGR rate REGRB is calculated from the map of FIG. 19, and it is determined whether or not it is lower than the limit rate REGRX.
- REGRB ⁇ REGRB the routine jumps to step 311 where the target EGR rate REGRT is set to the base EGR rate REGRB. Accordingly, the throttle opening degree VTH and the target EGR rate REGRT or the EGR control valve opening degree VEGR are simultaneously restored.
- REGRB ⁇ REGRB the routine proceeds to step 310. Accordingly, the throttle opening degree VTH is first restored, and thereafter the target EGR rate REGRT or the EGR control valve opening degree VEGR is simultaneously restored.
- the temperature TEGR of the EGR gas to be introduced into the EGR passage 16 after the throttle opening VTH is restored to the base throttle opening VTHB is lower than the threshold temperature TEGRX.
- the EGR control valve opening degree VEGR is controlled so that the EGR rate REGR is returned to the base EGR rate REGRB when the pressure decreases.
- hot EGR gas is prevented from being introduced into the EGR passage 16, so that the durability of the EGR passage and the EGR control valve 17 is enhanced.
- the temperature TEGR of EGR gas to be introduced into the EGR passage 16 is detected by a temperature sensor 5t (FIG. 1).
- FIG. 33 is a time chart when the rich control is terminated in still another embodiment of the present invention.
- a signal for ending rich control is issued at time td1
- the throttle opening VTH is restored from the rich control throttle opening VTHR to the base throttle opening VTHB.
- the intake air amount Ga gradually increases.
- the target EGR rate REGRT is returned to the base EGR rate REGRB.
- the EGR control valve opening degree VEGR is controlled so that the EGR rate REGR matches the target EGR rate REGRT. Therefore, the EGR control valve opening degree VEGR is returned to the base EGR control valve opening degree VEGRB. As a result, the EGR rate REGR gradually increases.
- FIG. 34 shows a routine for executing the rich control of the embodiment shown in FIG. This routine is executed in step 203 of FIG.
- the routine shown in FIG. 34 is different from the routine shown in FIG. 30 in the following points. That is, the process proceeds from step 309 to step 310a, and it is determined whether or not the temperature TEGR of the EGR gas to be introduced into the EGR passage 16 is lower than the threshold temperature TEGRX. When TEGR ⁇ TEGRX, the process returns to step 306. On the other hand, when TEGR ⁇ TEGRX, the routine proceeds to step 311.
- FIG. 35 shows still another embodiment according to the present invention.
- the exhaust manifold 5 upstream of the exhaust turbine 7b and the intake manifold 4 downstream of the throttle valve 10 are connected to each other via a high pressure side EGR passage 16H, and an electrically controlled high pressure is provided in the high pressure side EGR passage 16H.
- a side EGR control valve 17H is arranged.
- a cooling device 18H for cooling the EGR gas flowing in the high pressure side EGR passage 16H is disposed around the high pressure side EGR passage 16H.
- an exhaust throttle valve 19 is disposed in the exhaust pipe 12c.
- the exhaust pipe 12c upstream of the exhaust throttle valve 19 and the intake intake pipe 8a downstream of the intake air amount detector 8 are connected to each other via a low pressure side EGR passage 16L, and an electrically controlled low pressure side is provided in the low pressure side EGR passage 16L.
- An EGR control valve 17L is arranged.
- a cooling device 18L for cooling the EGR gas flowing in the low pressure side EGR passage 16L is disposed around the low pressure side EGR passage 16L.
- the exhaust throttle valve is omitted.
- a pressure sensor 8p for detecting the pressure in the intake air introduction pipe 8a is attached to the intake air introduction pipe 8a downstream of the intake air amount detector 8, and the pressure in the exhaust pipe 12c is connected to the exhaust pipe 12c upstream of the exhaust throttle valve 19.
- the pressure sensor 12p for detecting is attached.
- the EGR gas amount GeH from the high pressure side EGR passage 16H is calculated based on the intake pressure detected by the pressure sensor 4p, the exhaust pressure detected by the pressure sensor 5p, and the opening degree of the high pressure side EGR control valve 17H.
- the EGR gas amount GeL from the low pressure side EGR control valve 16L is calculated based on the pressure detected by the pressure sensor 8p, the pressure detected by the pressure sensor 17p, and the opening degree of the low pressure side EGR control valve 17L. Accordingly, the high pressure side EGR rate REGRH and the low pressure side EGR rate REGRL are calculated.
- the actual high pressure side EGR rate REGRH is calculated, and the opening degree of the high pressure side EGR control valve 17H is controlled so that the actual high pressure side EGR rate REGRH matches the target high pressure side EGR rate REGRHT.
- the actual low pressure side EGR rate REGRL is calculated, and the opening of the low pressure side EGR control valve 17L and the opening of the exhaust throttle valve 19 are adjusted so that the actual low pressure side EGR rate REGRL matches the target low pressure side EGR rate REGRL. Be controlled.
- FIG. 36 shows a time chart when the rich control is started in the internal combustion engine shown in FIG. 35.
- a time te1 shows a timing at which a signal for starting the rich control is issued.
- throttle opening VTH is set to base throttle opening VTHB.
- the intake air amount Ga becomes the base intake air amount GaB determined according to the base throttle opening degree VTHB.
- the target high pressure side EGR rate REGRHT and the target low pressure side EGR rate REGRLT are set to the base high pressure side EGR rate REGRRHB and the base low pressure side EGR rate REGRLB, respectively. That is, the high pressure side EGR control valve opening degree VEGRH is changed to the base high pressure side EGR control valve opening degree VEGRHB necessary for changing the actual high pressure side EGR rate REGRH to the base high pressure side EGR rate REGRHB, and the low pressure side EGR control valve opening degree The VEGRL is set to the base low pressure side EGR control valve opening VEGLB necessary for changing the actual low pressure side EGR rate REGRL to the base low pressure side EGR rate REGRLB.
- the high pressure side EGR rate REGRH and the low pressure side EGR rate REGRL become the base high pressure side EGR rate REGRRHB and the base low pressure side EGR rate REGRLB, respectively.
- the base high pressure side EGR rate REGRHB and the base low pressure side EGR rate REGRLB are stored in advance in the ROM 32 in the form of maps shown in FIGS. 38 and 39 as functions of the depression amount L of the accelerator pedal 40 and the engine speed N, respectively.
- the additional fuel amount Qa is set to zero. That is, the additional fuel Qa is not injected.
- the air-fuel ratio (A / F) in of the exhaust gas becomes a base air-fuel ratio AFB that is leaner than the stoichiometric air-fuel ratio AFS.
- the main fuel Qm is set to the base main fuel amount QmB.
- the main fuel injection timing ⁇ m is set to the base injection timing ⁇ mB.
- the intake pressure Pin becomes the base intake pressure PinB
- the compression end temperature TCE becomes the base compression end temperature TCEB.
- the throttle opening VTH is switched from the base throttle opening VTHB to the rich control throttle opening VTHR.
- the throttle opening VTH is reduced.
- the intake air amount Ga decreases to the rich control intake air amount GaR.
- the target high pressure side EGR rate REGRHT and the target low pressure side EGR rate REGRLT are rich from the base high pressure side EGR rate REGRRHB and the base low pressure side EGR rate REGRLB, respectively, and are different from the base high pressure side EGR rate REGRRHB and the base low pressure side EGR rate REGRLB, respectively.
- the high pressure side EGR rate REGRHR for control and the low pressure side EGR rate REGRLR for rich control are switched, whereby the high pressure side EGR control valve opening VEGRH and the low pressure side EGR control valve opening VEGRL are respectively changed to the base high pressure side EGR control valve opening VEGRH.
- the high pressure side EGR control valve opening degree VEGRHR for rich control and the low pressure side EGR control valve opening degree VEGLR for rich control are respectively set to the high pressure side EGR rate REGRH and the low pressure side EGR rate REGRL, and the high pressure side EGR rate REGRHR for rich control and the low pressure for rich control.
- the high-pressure side EGR control valve opening and the low-pressure side EGR control valve opening necessary for setting the side EGR rate REGRLR.
- the target high pressure side EGR rate REGRHT and the target low pressure side EGR rate REGRLT are reduced, and accordingly, the high pressure side EGR control valve opening degree VEGRH and the low pressure side EGR control valve opening degree VEGRL are reduced.
- the high pressure side EGR rate REGRH and the low pressure side EGR rate REGRL are decreased to the high pressure side EGR rate REGRHR for rich control and the low pressure side EGR rate REGRLR for rich control, respectively.
- the rich control high pressure side EGR rate REGRHR and the rich control low pressure side EGR rate REGRLR are stored in advance in the ROM 32 in the form of maps shown in FIGS. 40 and 41 as functions of the depression amount L of the accelerator pedal 40 and the engine speed N, respectively. Has been.
- the injection of additional fuel Qa is started.
- the air-fuel ratio (A / F) in of the exhaust gas decreases from the base air-fuel ratio AFB.
- the air-fuel ratio (A / F) in of the exhaust gas is made richer than the stoichiometric air-fuel ratio AFS.
- main fuel amount Qm is switched from the base main fuel amount QmB to the main fuel amount QmR for rich control.
- the injection timing ⁇ m of the main fuel is switched from the base injection timing ⁇ mB to the rich control injection timing ⁇ mR.
- the main fuel injection timing ⁇ m is advanced.
- FIG. 37 shows a time chart when the rich control is terminated in the internal combustion engine shown in FIG.
- a signal to end the rich control is issued at time tf1
- the throttle opening VTH is returned from the rich control throttle opening VTHR to the base throttle opening VTHB.
- the intake air amount Ga gradually increases.
- the high pressure side EGR control valve opening degree VEGRH and the low pressure side EGR control valve opening degree VEGRL are respectively the rich control high pressure side EGR control valve opening degree VEGRHR and the rich control low pressure side EGR control valve opening degree. Maintained at VEGLR.
- the high pressure side EGR rate REGRH and the low pressure side EGR rate REGRL are not returned to the base high pressure side GR rate REGRRHB and the base low pressure side GR rate REGRLB, respectively, and decrease as the intake air amount Ga increases.
- the target high pressure side EGR rate REGRHT and the target low pressure side EGR rate REGRLT are maintained at the high pressure side EGR rate REGRHR for rich control and the low pressure side EGR rate REGRLR for rich control, respectively.
- the intake air amount Ga increases quickly, and the risk of misfire is reduced.
- the main fuel amount Qm is increased by an increase dQm with respect to the base main fuel amount QmB.
- the engine output fluctuation is prevented from increasing immediately after the end of the rich control.
- the main fuel injection timing ⁇ m is advanced by the advance amount d ⁇ m with respect to the base main fuel injection timing ⁇ mB.
- the combustion timing of the main fuel Qm is advanced, and an increase in engine output fluctuation is prevented immediately after the end of rich control.
- the target high pressure side EGR rate REGRHT is returned to the base high pressure side EGR rate REGRHB.
- the high pressure side EGR control valve opening degree VEGRH is controlled so that the high pressure side EGR rate REGRH matches the target high pressure side EGR rate REGRHT. Therefore, the high pressure side EGR control valve opening degree VEGRH is returned to the base high pressure side EGR control valve opening degree VEGRHB. As a result, the high pressure side EGR rate REGRH gradually increases.
- the target low pressure side EGR rate REGRLT is returned to the base low pressure side EGR rate REGRLB.
- the low pressure side EGR control valve opening VEGRL is controlled so that the low pressure side EGR rate REGRL coincides with the target low pressure side EGR rate REGRLT. Accordingly, the low pressure side EGR control valve opening degree VEGRL is returned to the base low pressure side EGR control valve opening degree VEGLB. As a result, the low pressure side EGR rate REGRL gradually increases.
- the low pressure side EGR rate REGRL is returned to the base low pressure side EGR rate REGRLB.
- the intake pressure Pin is returned to the base intake pressure PinB
- the exhaust pressure Pex is returned to the base exhaust pressure PexB
- the pump loss PL is returned to the base pump loss PLB.
- the increase dQm of the main fuel Qm becomes zero. That is, the main fuel amount Qm is returned to the base main fuel amount QmB.
- the compression end temperature TCE is returned to the base compression end temperature TCEB.
- the advance amount d ⁇ m of the main fuel injection timing becomes zero. That is, the main fuel injection timing ⁇ m is returned to the base main fuel injection timing ⁇ mB.
- the air-fuel ratio (A / F) in of the exhaust gas is returned to the base air-fuel ratio AFB.
- the target high pressure side EGR rate REGRHT or the high pressure side EGR control valve opening degree VEGRH is restored, and then the target low pressure side EGR rate REGRLT or the low pressure side EGR control valve opening degree VEGRL is restored.
- the intake air amount is recovered quickly, and thus the risk of misfire is reduced.
- the high pressure side EGR control valve opening degree VEGRH is restored first, the supply of EGR gas into the combustion chamber 2 is promptly resumed.
- the rich control high pressure side EGR rate REGRHR and the rich control low pressure side EGR rate REGRLR are each set to be larger than zero.
- one or both of the high pressure side EGR rate REGRHR for rich control and the low pressure side EGR rate REGRLR for rich control are set to zero.
- step 203 of FIG. FIG. 34 shows a routine for executing the rich control of the embodiment shown in FIGS. 36 and 37.
- FIG. This routine is executed in step 203 of FIG. FIG. 34 is different from the routine shown in FIG. 30 in the following points. That is, the process proceeds from step 302 to step 303a, the high pressure side EGR rate REGRHR for rich control is calculated from the map of FIG. 40, and the target high pressure side EGR rate REGRHT is set to the high pressure side EGR rate REGRHR for rich control.
- step 303b the low pressure side EGR rate REGRLR for rich control is calculated from the map of FIG. 41, and the target low pressure side EGR rate REGRLT is set to the low pressure side EGR rate REGRLR for rich control.
- the routine proceeds to step 304.
- step 311a the base high pressure side EGR rate REGRHT is calculated from the map of FIG. 38, and the target high pressure side EGR rate REGRHT is calculated.
- the rate is set to REGRRHB.
- step 311b it is determined whether or not the high pressure side EGR rate REGRH has returned to the base high pressure side EGR rate REGRRHB.
- the process returns to step 306.
- step 311b the base low pressure side EGR rate REGRLB is calculated from the map of FIG. 39, and the target low pressure side EGR rate REGRLT is calculated based on the base low pressure side EGRLT.
- the rate REGRLB is set.
- the routine proceeds to step 312.
- the target low-pressure side EGR rate REGRLT is set to zero, so that EGR gas may be supplied to the engine only from the high-pressure side EGR passage 16H.
- the EGR passage 16 and the EGR control valve 17 shown in FIG. 1 are replaced with the high pressure side EGR passage 16H and the high pressure side EGR control valve 17H shown in FIG.
- the target high pressure side EGR rate REGRHT is set to zero, and therefore, EGR gas may be supplied to the engine only from the low pressure side EGR passage 16L.
- the EGR passage 16 and the EGR control valve 17 shown in FIG. 1 are replaced with the low pressure side EGR passage 16L and the low pressure side EGR control valve 17L shown in FIG.
- the embodiment to be applied applies.
- rich control is performed in order to release NOx from the exhaust purification catalyst 13.
- rich control is performed to release SOx from the exhaust purification catalyst 13.
- the air-fuel ratio (A / F) in of the exhaust gas flowing into the exhaust purification catalyst 13 while the temperature of the exhaust purification catalyst 13 is maintained at the SOx release temperature (for example, 600 ° C.) or higher is higher than the stoichiometric air-fuel ratio. Is also kept rich.
- rich control is performed to raise the temperature of the exhaust purification catalyst 13. In the rich control in this case, the air-fuel ratio (A / F) in of the exhaust gas flowing into the exhaust purification catalyst 13 is kept leaner than the stoichiometric air-fuel ratio.
- an oxidation catalyst for reforming hydrocarbons can be disposed in the engine exhaust passage upstream of the exhaust purification catalyst 13.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Exhaust Gas After Treatment (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
図1を参照すると、1は機関本体、2は各気筒の燃焼室、3は各燃焼室2内に夫々燃料を噴射するための電子制御式燃料噴射弁、4は吸気マニホルド、5は排気マニホルドを夫々示す。吸気マニホルド4は吸気ダクト6を介して排気ターボチャージャ7のコンプレッサ7aの出口に連結され、コンプレッサ7aの入口は吸入空気量検出器8が配置された吸気導入管8aを介してエアクリーナ9に連結される。吸気ダクト6内にはアクチュエータにより駆動されるスロットル弁10が配置され、吸気ダクト6周りには吸気ダクト6内を流れる吸入空気を冷却するための冷却装置11が配置される。図1に示される実施例では機関冷却水が冷却装置11内に導かれ、機関冷却水によって吸入空気が冷却される。また、スロットル弁10下流に位置する吸気マニホルド4には吸気マニホルド4内の圧力、すなわち吸気圧を検出するための圧力センサ4pが取り付けられ、排気マニホルド5には排気マニホルド5内の圧力、すなわち排気圧を検出するための圧力センサ5pが取り付けられる。更に、排気マニホルド5には排気マニホルド5内の排気ガスの温度を検出するための温度センサ5tが取り付けられる。
時間ta1よりも前、すなわちリッチ制御が行なわれていない通常制御時には、スロットル開度VTHがベーススロットル開度VTHBに設定される。その結果、吸入空気量Gaがベーススロットル開度VTHBに応じて定まるベース吸入空気量GaBとなる。ベーススロットル開度VTHBはアクセルペダル40の踏み込み量Lおよび機関回転数Nの関数として図18に示されるマップの形で予めROM32内に記憶されている。
時間tb1においてリッチ制御を終了すべき信号が発せられると、スロットル開度VTHがリッチ制御用スロットル開度VTHRからベーススロットル開度VTHBに復帰される。その結果、吸入空気量Gaが徐々に増大する。
図28を参照するとまず初めにステップ100において、第1のNOx浄化方法によるNOx浄化作用と第2のNOx浄化方法によるNOx浄化作用のいずれを行うかが決定される。次いでステップ101では第1のNOx浄化方法によるNOx浄化作用を行うべきか否かが判別される。第1のNOx浄化方法によるNOx浄化作用を行うべきときにはステップ102に進んで第1のNOx浄化方法によるNOx浄化作用が行われる。即ち、炭化水素供給弁15からは図11に示される噴射量Wの炭化水素が機関の運転状態に応じて予め定められている噴射周期ΔTでもって噴射される。
図29を参照するとまず初めにステップ200では図13に示すマップから単位時間当りの排出NOx量NOXAが算出される。続くステップ201では排出NOx量NOXAを積算することによって吸蔵NOx量ΣNOXが算出される(ΣNOX=ΣNOX+NOXA)。次いでステップ202では吸蔵NOx量ΣNOXが許容値MAXを越えたか否かが判別される。ΣNOX≦MAXのときには処理サイクルを終了する。
図30を参照するとまず初めにステップ300ではリッチ制御を終了すべきか否かが判別される。ステップ300に初めて進んだときにはステップ301に進み、追加の燃料Qaが噴射される。続くステップ302ではリッチ制御用スロットル開度VTHRが図22のマップから算出され、スロットル開度VTHがリッチ制御用スロットル開度VTHRに設定される。続くステップ303ではリッチ制御用EGR率REGRRが図23のマップから算出され、目標EGR率REGRTがリッチ制御用EGR率REGRRに設定される。続くステップ304ではリッチ制御用主燃料量QmRが図24のマップから算出され、主燃料量Qmがリッチ制御用主燃料量QmRに設定される。続くステップ305ではリッチ制御用主燃料噴射時期θmRが図25のマップから算出され、主燃料噴射時期θmがリッチ制御用主燃料噴射時期θmRに設定される。
図17に示される実施例では、上述したように、まずスロットル開度VTHが復帰され、次いで目標EGR率REGRTないしEGR制御弁開度VEGRが復帰される。このようにしているのは、スロットル開度VTHおよび目標EGR率REGRTないしEGR制御弁開度VEGRが同時に復帰されると、筒内に吸入空気だけでなくEGRガスも導入されるので吸入空気量Gaが速やか増大しにくくなり、失火発生のリスクが高まるからである。
時間tc1においてリッチ制御を終了すべき信号が発せられると、スロットル開度VTHがリッチ制御用スロットル開度VTHRからベーススロットル開度VTHBに復帰される。その結果、吸入空気量Gaが徐々に増大する。また、目標EGR率REGRTがベースEGR率REGRBに復帰される。この場合、EGR率REGRが目標EGR率REGRTに一致するようにEGR制御弁開度VEGRが制御される。従って、EGR制御弁開度VEGRがベースEGR制御弁開度VEGRBに復帰される。その結果、EGR率REGRが徐々に増大する。
図32は次の点で図30に示されるルーチンと相違している。すなわち、ステップ309からステップ309aに進み、ベースEGR率REGRBが図19のマップから算出され、限界率REGRXよりも低いか否かが判別される。REGRB<REGRBのときにはステップ311にジャンプし、目標EGR率REGRTがベースEGR率REGRBに設定される。従って、スロットル開度VTHおよび目標EGR率REGRTないしEGR制御弁開度VEGRが同時に復帰される。これに対し、REGRB≧REGRBのときにはステップ310に進む。従って、スロットル開度VTHがまず復帰され、その後に目標EGR率REGRTないしEGR制御弁開度VEGRが同時に復帰される。
リッチ制御が行われているときには燃焼室2から排出される排気ガスの温度がかなり高くなっている。このため、リッチ制御の終了時にEGR率REGRが高められると、高温の排気ガスが大量にEGR通路16内に流入し、EGR通路16又はEGR制御弁17が熱により破損するおそれがある。
時間td1においてリッチ制御を終了すべき信号が発せられると、スロットル開度VTHがリッチ制御用スロットル開度VTHRからベーススロットル開度VTHBに復帰される。その結果、吸入空気量Gaが徐々に増大する。
図34に示されるルーチンは次の点で図30に示されるルーチンと相違している。すなわち、ステップ309からステップ310aに進み、EGR通路16内に導入されるべきEGRガスの温度TEGRがしきい温度TEGRXよりも低いか否かが判別される。TEGR≧TEGRXのときにはステップ306に戻る。これに対し、TEGR<TEGRXのときにはステップ311に進む。
図35を参照すると、排気タービン7b上流の排気マニホルド5とスロットル弁10下流の吸気マニホルド4とは高圧側EGR通路16Hを介して互いに連結され、高圧側EGR通路16H内には電気制御式の高圧側EGR制御弁17Hが配置される。また、高圧側EGR通路16H周りには高圧側EGR通路16H内を流れるEGRガスを冷却するための冷却装置18Hが配置される。
時間tf1においてリッチ制御を終了すべき信号が発せられると、スロットル開度VTHがリッチ制御用スロットル開度VTHRからベーススロットル開度VTHBに復帰される。その結果、吸入空気量Gaが徐々に増大する。
図34は次の点で図30に示されるルーチンと相違している。すなわち、ステップ302からステップ303aに進み、リッチ制御用高圧側EGR率REGRHRが図40のマップから算出され、目標高圧側EGR率REGRHTがリッチ制御用高圧側EGR率REGRHRに設定される。続くステップ303bではリッチ制御用低圧側EGR率REGRLRが図41のマップから算出され、目標低圧側EGR率REGRLTがリッチ制御用低圧側EGR率REGRLRに設定される。次いでステップ304に進む。
4 吸気マニホルド
5 排気マニホルド
10 スロットル弁
12a,12b 排気管
13 排気浄化触媒
15 炭化水素供給弁
16 EGR通路
16H 高圧側EGR通路
16L 低圧側EGR通路
17 EGR制御弁
17H 高圧側EGR制御弁
17L 低圧側EGR制御弁
Claims (17)
- 機関吸気通路と機関排気通路とを排気ガス再循環通路により連結すると共に、排気ガス再循環率を制御する排気ガス再循環制御弁を排気ガス再循環通路内に配置し、前記吸気通路内に配置され吸入空気量を制御するスロットル弁の開度であるスロットル開度がベーススロットル開度から該ベーススロットル開度よりも小さいリッチ制御用スロットル開度に切り換えられかつ排気ガス再循環率がベース排気ガス再循環率から該ベース排気ガス再循環率とは異なるリッチ制御用排気ガス再循環率に切り換えられた状態のもとで膨張行程又は排気行程に筒内に追加の燃料が噴射されることにより機関燃焼室から排出される排気ガスの空燃比を一時的に低下させるリッチ制御が行われる、内燃機関の排気浄化装置において、リッチ制御を終了するときには、まずスロットル開度がベーススロットル開度に復帰されかつ追加の燃料の噴射が停止されかつ主燃料が一時的に増量され、次いで排気ガス再循環率がベース排気ガス再循環率に復帰されるように排気ガス再循環制御弁開度が制御される、内燃機関の排気浄化装置。
- ポンプ損失がベーススロットル開度およびベース排気ガス再循環率に応じて定まるベースポンプ損失に復帰されたときに、主燃料の増量が停止される、請求項1に記載の内燃機関の排気浄化装置。
- 主燃料の増量分がベースポンプ損失に対するポンプ損失の偏差に基づいて設定される、請求項1又は2に記載の内燃機関の排気浄化装置。
- スロットル開度がベーススロットル開度からリッチ制御用スロットル開度に切り換えられかつ排気ガス再循環率がベース排気ガス再循環率からリッチ制御用排気ガス再循環率に切り換えられかつ主燃料噴射時期がベース主燃料噴射時期からリッチ制御用主燃料噴射時期に進角された状態のもとで膨張行程又は排気行程に筒内に追加の燃料が噴射されることにより機関燃焼室から排出される排気ガスの空燃比を一時的に低下させるリッチ制御が行われ、リッチ制御を終了するときには、まずスロットル開度がベーススロットル開度に復帰されかつ追加の燃料の噴射が停止されかつ主燃料が一時的に増量され、次いで排気ガス再循環率がベース排気ガス再循環率に復帰されるように排気ガス再循環制御弁開度が制御され、次いで主燃料噴射時期がベース主燃料噴射時期に復帰される、請求項1から3までのいずれか一項に記載の内燃機関の排気浄化装置。
- 排気ガス再循環制御弁開度が制御された後、圧縮端温度がベーススロットル開度及びベース排気ガス再循環率に応じて定まるベース圧縮端温度に復帰されたときに、主燃料噴射時期がベース主燃料噴射時期に復帰される、請求項4に記載の内燃機関の排気浄化装置。
- スロットル開度がベーススロットル開度に復帰されてから圧縮端温度がベース圧縮端温度に復帰されるまでは、主燃料噴射時期が圧縮端温度に基づいて設定される進角量だけベース主燃料噴射時期に対して進角される、請求項5に記載の内燃機関の排気浄化装置。
- 前記進角量がベース圧縮端温度に対する圧縮端温度の偏差に基づいて設定される、請求項6に記載の内燃機関の排気浄化装置。
- リッチ制御を終了するときに復帰されるべきベース排気ガス再循環率があらかじめ定められた限界率よりも低いときには、スロットル開度がベーススロットル開度に復帰されかつ追加の燃料の噴射が停止されかつ主燃料が一時的に増量されかつ排気ガス再循環率がベース排気ガス再循環率に復帰されるように排気ガス再循環制御弁開度が制御され、リッチ制御を終了するときに復帰されるべきベース排気ガス再循環率が限界率よりも高いときには、まずスロットル開度がベーススロットル開度に復帰されかつ追加の燃料の噴射が停止されかつ主燃料が一時的に増量され、次いで排気ガス再循環率がベース排気ガス再循環率に復帰されるように排気ガス再循環制御弁開度が制御される、請求項1から7までのいずれか一項に記載の内燃機関の排気浄化装置。
- スロットル開度がベーススロットル開度に復帰された後、吸入空気量がベーススロットル開度に応じて定まるベース吸入空気量に復帰されたときに、排気ガス再循環率がベース排気ガス再循環率に復帰されるように排気ガス再循環制御弁開度が制御される、請求項1から8までのいずれか一項に記載の内燃機関の排気浄化装置。
- スロットル開度がベーススロットル開度に復帰された後、排気ガス再循環通路内に導入されるべき排気ガス再循環ガスの温度がしきい温度よりも低い温度に低下したときに、排気ガス再循環率がベース排気ガス再循環率に復帰されるように排気ガス再循環制御弁開度が制御される、請求項1から9までのいずれか一項に記載の内燃機関の排気浄化装置。
- スロットル開度がベーススロットル開度に復帰されてから、排気ガス再循環率がベース排気ガス再循環率に復帰されるように排気ガス再循環制御弁開度が制御されるまでは、排気ガス再循環制御弁開度が維持される、請求項1から10までのいずれか一項に記載の内燃機関の排気浄化装置。
- 前記排気ガス再循環通路が、機関排気通路とスロットル弁下流の機関吸気通路とを連結する高圧側排気ガス再循環通路から構成され、前記排気ガス再循環制御弁が、高圧側排気ガス再循環通路内に配置された高圧側排気ガス再循環制御弁から構成される、請求項1から11までのいずれか一項に記載の内燃機関の排気浄化装置。
- 機関排気通路内に配置された排気タービンによりスロットル弁上流の機関吸気通路内に配置されたコンプレッサを駆動する排気ターボチャージャが設けられており、前記排気ガス再循環通路が、排気タービン下流の機関排気通路とコンプレッサ上流の機関吸気通路とを連結する低圧側排気ガス再循環通路から構成され、前記排気ガス再循環制御弁が、低圧側排気ガス再循環通路内に配置された低圧側排気ガス再循環制御弁から構成される、請求項1から11までのいずれか一項に記載の内燃機関の排気浄化装置。
- 機関排気通路内に配置された排気タービンによりスロットル弁上流の機関吸気通路内に配置されたコンプレッサを駆動する排気ターボチャージャが設けられており、前記排気ガス再循環通路が、排気タービン上流の機関排気通路とスロットル弁下流の機関吸気通路とを連結する高圧側排気ガス再循環通路と、排気タービン下流の機関排気通路とコンプレッサ上流の機関吸気通路とを連結する低圧側排気ガス再循環通路とを含み、前記排気ガス再循環制御弁が、高圧側排気ガス再循環通路内に配置された高圧側排気ガス再循環制御弁と、低圧側排気ガス再循環通路内に配置された低圧側排気ガス再循環制御弁とを含み、スロットル開度がベーススロットル開度からリッチ制御用スロットル開度に切り換えられかつ高圧側排気ガス再循環率がベース高圧側排気ガス再循環率から該ベース高圧側排気ガス再循環率とは異なるリッチ制御用高圧側排気ガス再循環率に切り換えられかつ低圧側排気ガス再循環率がベース低圧側排気ガス再循環率から該ベース低圧側排気ガス再循環率とは異なるリッチ制御用低圧側排気ガス再循環率に切り換えられた状態のもとで膨張行程又は排気行程に筒内に追加の燃料が噴射されることにより機関燃焼室から排出される排気ガスの空燃比を一時的に低下させるリッチ制御が行われ、リッチ制御を終了するときには、まずスロットル開度がベーススロットル開度に復帰されかつ追加の燃料の噴射が停止されかつ主燃料が一時的に増量され、次いで高圧側排気ガス再循環率がベース高圧側排気ガス再循環率に復帰されるように高圧側排気ガス再循環制御弁開度が制御され、次いで低圧側排気ガス再循環率がベース低圧側排気ガス再循環率に復帰されるように低圧側排気ガス再循環制御弁開度が制御される、請求項1から11までのいずれか一項に記載の内燃機関の排気浄化装置。
- スロットル開度がベーススロットル開度に復帰された後、吸入空気量がベーススロットル開度に応じて定まるベース吸入空気量に復帰されたときに、高圧側排気ガス再循環率がベース高圧側排気ガス再循環率に復帰されるように高圧側排気ガス再循環制御弁開度が制御される、請求項14に記載の内燃機関の排気浄化装置。
- 高圧側排気ガス再循環制御弁開度が制御された後、高圧側排気ガス再循環率がベース高圧側排気ガス再循環率に復帰されたときに、低圧側排気ガス再循環率がベース低圧側排気ガス再循環率に復帰されるように低圧側排気ガス再循環制御弁開度が制御される、請求項14又は15に記載の内燃機関の排気浄化装置。
- 機関排気通路内に排気浄化触媒を配置すると共に排気浄化触媒上流の機関排気通路内に炭化水素供給弁を配置し、該排気浄化触媒の排気ガス流通表面上には貴金属触媒が担持されていると共に該貴金属触媒周りには塩基性の排気ガス流通表面部分が形成されており、該排気浄化触媒は、排気浄化触媒に流入する炭化水素の濃度を予め定められた範囲内の振幅および予め定められた範囲内の周期でもって振動させると排気ガス中に含まれるNOxを還元する性質を有すると共に、該炭化水素濃度の振動周期を該予め定められた範囲よりも長くすると排気ガス中に含まれるNOxの吸蔵量が増大する性質を有しており、炭化水素供給弁から該予め定められた周期でもって炭化水素を噴射することにより排気ガス中に含まれるNOxを浄化する第1のNOx浄化方法と、排気浄化触媒に流入する排気ガスの空燃比を該予め定められた周期よりも長い周期でもってリッチにすることにより排気浄化触媒から吸蔵NOxを放出させてNOxを浄化する第2のNOx浄化方法とが選択的に用いられ、第2のNOx浄化方法において排気浄化触媒に流入する排気ガスの空燃比を理論空燃比よりもリッチにするためにリッチ制御が行われる、請求項1から16までのいずれか一項に記載の内燃機関の排気浄化装置。
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CN201380081789.1A CN105829690B (zh) | 2013-12-20 | 2013-12-20 | 内燃机的排气净化装置 |
RU2016123821A RU2633387C1 (ru) | 2013-12-20 | 2013-12-20 | Устройство управления выделением выхлопных газов для двигателя внутреннего сгорания |
EP13899508.9A EP3085934B1 (en) | 2013-12-20 | 2013-12-20 | Exhaust purification device for internal combustion engine |
PCT/JP2013/084357 WO2015092937A1 (ja) | 2013-12-20 | 2013-12-20 | 内燃機関の排気浄化装置 |
JP2015553319A JP6024835B2 (ja) | 2013-12-20 | 2013-12-20 | 内燃機関の排気浄化装置 |
BR112016013746A BR112016013746A2 (pt) | 2013-12-20 | 2013-12-20 | Aparelho para controle de gás de escapamento para motor de combustão interna |
KR1020167016081A KR101807448B1 (ko) | 2013-12-20 | 2013-12-20 | 내연 기관의 배기 정화 장치 |
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JP6136947B2 (ja) * | 2014-01-23 | 2017-05-31 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP6126025B2 (ja) * | 2014-02-20 | 2017-05-10 | ヤンマー株式会社 | Egr装置 |
US11199120B2 (en) * | 2016-11-29 | 2021-12-14 | Garrett Transportation I, Inc. | Inferential flow sensor |
JP6589938B2 (ja) * | 2017-06-02 | 2019-10-16 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
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