WO2015145996A1 - Dispositif de commande pour un moteur à combustion interne - Google Patents

Dispositif de commande pour un moteur à combustion interne Download PDF

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Publication number
WO2015145996A1
WO2015145996A1 PCT/JP2015/001119 JP2015001119W WO2015145996A1 WO 2015145996 A1 WO2015145996 A1 WO 2015145996A1 JP 2015001119 W JP2015001119 W JP 2015001119W WO 2015145996 A1 WO2015145996 A1 WO 2015145996A1
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Prior art keywords
particulate matter
filter
control
catalyst
internal combustion
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PCT/JP2015/001119
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English (en)
Japanese (ja)
Inventor
真吾 中田
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株式会社デンソー
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Publication of WO2015145996A1 publication Critical patent/WO2015145996A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
    • 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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • 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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
    • 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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02D41/1446—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 exhaust temperatures
    • 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
    • F02D41/1448—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 exhaust gas pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • 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 disclosure relates to a control device for an internal combustion engine including a PM filter that collects particulate matter discharged from the internal combustion engine.
  • ⁇ Particulate substances discharged from in-cylinder injection gasoline engines as well as diesel engines are being regulated. Not only the PM emission weight but also the number of particulate emissions are regulated.
  • a gasoline engine is equipped with a PM filter that collects particulate matter discharged from the engine, as in the case of a diesel engine.
  • Patent Document 1 describes an apparatus for regenerating a PM filter.
  • unburned HC is supplied to the catalyst by performing post-injection in which fuel is injected during the expansion stroke of the engine.
  • the particulate matter deposited on the PM filter is burned and removed.
  • the combustion air-fuel ratio is lean, and the exhaust gas contains sufficient oxygen. Therefore, the unburned HC supplied to the catalyst by post-injection is reacted with oxygen by the catalyst, and sufficient heat (particulate matter) It is possible to generate the heat necessary to burn the
  • the oxygen contained in the exhaust gas cannot be increased sufficiently due to the limitation of the combustion limit, In some cases, it may not be possible to generate enough heat to burn the particulate matter. Even if the oxygen contained in the exhaust gas can be increased sufficiently, in a system equipped with a three-way catalyst, if the post-injection amount (unburned HC supply amount) is insufficient and oxygen remains, NOx purification becomes difficult. Further, if the post injection amount (the amount of unburned HC supplied) is too large, it becomes difficult to purify the unburned HC with the catalyst, which may cause a deterioration in emissions.
  • This disclosure aims to provide a control device for an internal combustion engine that can achieve both reliable regeneration of a PM filter and prevention of deterioration of emissions.
  • a control device for an internal combustion engine includes a catalyst that purifies exhaust gas of the internal combustion engine, a PM filter that collects particulate matter discharged from the internal combustion engine, and a start-up of the internal combustion engine And a control unit that performs catalyst early warm-up control for controlling the ignition timing to the retard side and controlling the air-fuel ratio to the lean side.
  • the control unit burns the particulate matter collected by the PM filter by the early catalyst warm-up control, and determines whether the filter collected particulate matter has burned a predetermined amount or more. Then, the catalyst early warm-up control is continued until it is determined that the filter trapped particulate matter has burned a predetermined amount or more.
  • the catalyst early warm-up control is executed after the internal combustion engine is started so that the catalyst is warmed up in a short time. ing.
  • ignition retard control is performed to control the ignition timing to the retard side, and the exhaust temperature is raised.
  • the air-fuel ratio lean control for controlling the air-fuel ratio to the lean side is executed to increase the oxygen contained in the exhaust, thereby promoting the combustion of unburned HC in the exhaust pipe and generating heat, and the catalyst The unburned HC purifying reaction is promoted to generate heat and promote warming up of the catalyst.
  • the particulate matter collected by the PM filter can be burned by the rise in exhaust temperature and the increase in oxygen in the exhaust by the early catalyst warm-up control.
  • the filter-collected particulate matter is burned by the catalyst early warm-up control to determine whether the filter-collected particulate matter has burned more than a predetermined amount, and the filter-collected particulate matter is more than a prescribed amount.
  • the catalyst early warm-up control is continued until it is determined that combustion has occurred.
  • the filter trapped particulate matter can be burned and removed using the increase in exhaust gas temperature and the increase in oxygen in the exhaust gas by the early catalyst warm-up control executed after the internal combustion engine is started. it can. Moreover, even if the catalyst warm-up is completed by the catalyst early warm-up control, the catalyst early warm-up control is continued until it is determined that the filter trapped particulate matter has burned more than a predetermined amount. Since the combustion removal of the substance can be continued, the PM filter can be reliably regenerated. Further, only the catalyst early warm-up control executed after the start of the internal combustion engine is used, and the PM filter can be regenerated without deteriorating the emission during the catalyst early warm-up control.
  • the PM filter can be regenerated whenever the catalyst early warm-up control is executed after the internal combustion engine is started, and the amount of particulate matter accumulated in the PM filter is reduced from the beginning of the operation of the internal combustion engine. Output reduction and fuel consumption deterioration can be suppressed. In addition, sudden regeneration control of the PM filter during operation of the internal combustion engine can be avoided.
  • FIG. 1 is a diagram illustrating a schematic configuration of an engine control system according to a first embodiment of the present disclosure.
  • FIG. 2 is a flowchart showing a flow of processing of the catalyst early warm-up control routine of the first embodiment.
  • FIG. 3 is a flowchart showing the flow of processing of the catalyst early warm-up control routine of the second embodiment.
  • FIG. 4 is a flowchart showing the flow of processing of the catalyst early warm-up control routine of the third embodiment.
  • FIG. 5 is a flowchart showing the flow of processing of the early catalyst warm-up control routine of the fourth embodiment.
  • FIG. 6 is a flowchart showing a process flow of a catalyst early warm-up control routine of the fifth embodiment.
  • Example 1 A first embodiment of the present disclosure will be described with reference to FIGS. 1 and 2.
  • Engine 11 that is an in-cylinder injection internal combustion engine is an in-cylinder injection gasoline engine that directly injects gasoline as fuel into the cylinder.
  • An air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11, and an air flow meter 14 for detecting the intake air amount is provided downstream of the air cleaner 13.
  • a throttle valve 16 whose opening is adjusted by a motor 15 and a throttle position sensor 17 for detecting the position (throttle position) of the throttle valve 16 are provided on the downstream side of the air flow meter 14.
  • a surge tank 18 is provided on the downstream side of the throttle valve 16, and an intake pipe pressure sensor 19 for detecting the intake pipe pressure is provided in the surge tank 18.
  • the surge tank 18 is provided with an intake manifold 20 that introduces air into each cylinder of the engine 11.
  • Each cylinder of the engine 11 has a fuel injection valve 21 that directly injects fuel (gasoline) into the cylinder. It is attached.
  • a spark plug 22 is attached to each cylinder of the cylinder head of the engine 11, and the air-fuel mixture in each cylinder is ignited by spark discharge of the spark plug 22 of each cylinder.
  • the exhaust pipe 23 (exhaust passage) of the engine 11 is provided with a catalyst 24 such as a three-way catalyst for purifying exhaust gas, and the exhaust gas air-fuel ratio or rich gas is respectively provided upstream and downstream of the catalyst 24.
  • a catalyst 24 such as a three-way catalyst for purifying exhaust gas
  • Exhaust gas sensors 31 and 32 air-fuel ratio sensor, oxygen sensor
  • a GPF Gasoline Particulate Filter
  • the GPF 25 has a temperature environment in which the particulate matter collected by the filter (particulate matter collected by the GPF 25) can be combusted during execution of early catalyst warm-up control, which will be described later, in the exhaust pipe 23 of the engine 11 ( For example, it is disposed downstream of the catalyst 24.
  • Pressure sensors 33 and 34 for detecting the exhaust pressure are provided on the upstream side and the downstream side of the GPF 25, respectively.
  • a cooling water temperature sensor 26 for detecting the cooling water temperature and a knock sensor 27 for detecting knocking are attached to the cylinder block of the engine 11.
  • a crank angle sensor 29 that outputs a pulse signal every time the crankshaft 28 rotates by a predetermined crank angle is attached to the outer peripheral side of the crankshaft 28, and the crank angle and the engine are determined based on the output signal of the crank angle sensor 29. The rotation speed is detected.
  • the outputs of these various sensors are input to an electronic control unit (ECU) 30.
  • the ECU 30 is mainly composed of a microcomputer, and executes various engine control programs stored in a built-in ROM (storage medium), so that the fuel injection amount and the ignition timing are determined according to the engine operating state.
  • the throttle opening (intake air amount) and the like are controlled.
  • the ECU 30 executes a catalyst early warm-up control routine in FIG. 2 to be described later, so that when a predetermined catalyst early warm-up control execution condition is satisfied after the engine 11 is started, for example, after a cold start, the catalyst early warm-up control routine is executed.
  • Perform warm-up control In this catalyst early warm-up control, ignition retard control is performed to control the ignition timing to the retard side, and the exhaust temperature is raised.
  • the air-fuel ratio lean control for controlling the air-fuel ratio to the lean side is executed to increase the oxygen contained in the exhaust, thereby promoting the combustion of unburned HC in the exhaust pipe 23 and generating heat.
  • the catalyst 24 promotes the purification reaction of unburned HC to generate heat, thereby promoting the warm-up of the catalyst 24.
  • the ECU 30 executes a catalyst early warm-up control routine of FIG. 2 to be described later, thereby burning the filter-collected particulate matter (particulate matter collected by the GPF 25) by the catalyst early warm-up control. It is determined whether or not the particulate matter has burned more than a predetermined amount. Then, the ECU 30 continues the early catalyst warm-up control until it is determined that the filter trapped particulate matter has burned a predetermined amount or more. As a result, the particulate matter trapped in the filter is burned and removed by utilizing the rise in exhaust temperature and the increase in oxygen in the exhaust by the early catalyst warm-up control executed after the engine 11 is started.
  • the differential pressure between the exhaust pressure on the upstream side of the GPF 25 and the exhaust pressure on the downstream side it is determined whether or not the filter trapped particulate matter has burned a predetermined amount or more.
  • the differential pressure between the exhaust pressure upstream of the GPF 25 and the exhaust pressure downstream is reduced.
  • the catalyst early warm-up control routine shown in FIG. 2 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 30, and serves as a control unit.
  • step 101 it is determined whether or not the engine 11 has been started. If it is determined in step 101 that the engine 11 has not been started (before the engine 11 has been started), the routine is terminated without executing the processing from step 102 onward.
  • step 101 determines whether or not the conditions for executing the catalyst early warm-up control are satisfied. It is determined whether the water temperature and the intake air temperature are below a predetermined temperature (that is, after cold start).
  • step 102 If it is determined in step 102 that the conditions for executing the catalyst early warm-up control are not satisfied, this routine is terminated without executing the process for the catalyst early warm-up control in step 103 and subsequent steps.
  • step 102 determines whether the conditions for executing the catalyst early warm-up control are satisfied.
  • step 103 executes the catalyst early warm-up control.
  • ignition retard control is performed to control the ignition timing to the retard side, and the exhaust temperature is raised.
  • the air-fuel ratio lean control for controlling the air-fuel ratio to the lean side is executed to increase the oxygen contained in the exhaust, thereby promoting the combustion of unburned HC in the exhaust pipe 23 and generating heat.
  • the catalyst 24 promotes the purification reaction of unburned HC to generate heat, thereby promoting the warm-up of the catalyst 24.
  • the retard amount of the ignition timing is set so that the filter trapped particulate matter (particulate matter collected by the GPF 25) has an exhaust temperature at which combustion is possible.
  • the retardation amount is set larger than when the filter-collected particulate matter is not burned.
  • step 104 the exhaust pressure upstream of the GPF 25 (exhaust pressure detected by the pressure sensor 33 upstream of the GPF 25) is read, and the exhaust pressure downstream of the GPF 25 (pressure sensor 34 downstream of the GPF 25). Read the exhaust pressure detected in step 1).
  • the pressure sensor 34 on the downstream side of the GPF 25 is omitted, and the atmospheric pressure detected by the atmospheric pressure sensor (not shown) is You may make it read as downstream exhaust pressure.
  • step 105 the differential pressure between the exhaust pressure upstream of the GPF 25 and the exhaust pressure downstream is calculated as the differential pressure across the GPF 25, and whether or not the differential pressure across the GPF 25 is below a predetermined value. It is determined whether the particulate matter collected by the filter has burned more than a predetermined amount (whether the particulate matter deposition amount of the GPF 25 has decreased to a predetermined value or less).
  • step 105 If it is determined in step 105 that the differential pressure across the GPF 25 is greater than a predetermined value, it is determined that the filter trapped particulate matter has not yet burned more than a predetermined amount, and the process returns to step 103.
  • the catalyst early warm-up control is continued, and combustion removal of the filter trapped particulate matter is continued.
  • step 105 if it is determined in step 105 that the differential pressure across the GPF 25 is equal to or less than a predetermined value, it is determined that the filter trapped particulate matter has burned more than a predetermined amount, and the process proceeds to step 106 where the catalyst 24 It is determined whether or not the warm-up is complete. For example, whether the duration of the early catalyst warm-up control is a predetermined time or more, whether the temperature of the catalyst 24 (detected value or estimated value) is a predetermined temperature (for example, the activation temperature of the catalyst 24), or the like. It is determined whether or not the catalyst 24 has been warmed up.
  • step 106 If it is determined in step 106 that the warm-up of the catalyst 24 has been completed, the process proceeds to step 107 and the early catalyst warm-up control is terminated. If it is determined in step 106 that the warm-up of the catalyst 24 has not yet been completed, the process returns to step 103 and the early catalyst warm-up control is continued.
  • the early catalyst warm-up control is executed when the conditions for executing the early catalyst warm-up control are satisfied after the engine 11 is started (for example, after a cold start).
  • the catalyst early warm-up control By filtering the particulate matter collected by the filter (particulate matter collected by the GPF 25) by the catalyst early warm-up control, it is determined whether or not the differential pressure across the GPF 25 is equal to or less than a predetermined value. It is determined whether the collected particulate matter has burned more than a predetermined amount. Then, the catalyst early warm-up control is continued until it is determined that the filter trapped particulate matter has burned more than a predetermined amount.
  • the particulate matter collected by the filter can be burned and removed by utilizing the rise in exhaust temperature and the increase in oxygen in the exhaust by the early catalyst warm-up control executed after the engine 11 is started. it can. Moreover, even if the catalyst 24 has been warmed up earlier by the catalyst early warm-up control, the catalyst early warm-up control is continued until it is determined that the filter trapped particulate matter has burned more than a predetermined amount. Since the combustion removal of the particulate matter can be continued, the GPF 25 can be reliably regenerated (the amount of particulate matter deposited on the GPF 25 can be reduced). Further, only the catalyst early warm-up control executed after the engine 11 is started can be used, and the GPF 25 can be regenerated without deteriorating the emission during the catalyst early warm-up control.
  • the GPF 25 can be regenerated every time the catalyst early warm-up control is executed after the engine 11 is started (for example, every cold start), and the amount of particulate matter accumulated in the GPF 25 is reduced from the beginning of the operation of the engine 11.
  • a decrease in output of the engine 11 and a deterioration in fuel consumption can be suppressed.
  • sudden regeneration control of the GPF 25 during operation of the engine 11 can be avoided.
  • the GPF 25 is located at a position (for example, near the downstream of the catalyst 24) in the exhaust pipe 23 of the engine 11 that is in a temperature environment in which the filter trapped particulate matter can combust during execution of the early catalyst warm-up control.
  • the ignition timing retard amount is set so that the filter trapped particulate matter has an exhaust temperature at which combustion is possible during execution of the early catalyst warm-up control. Thereby, the filter trapped particulate matter can be surely burned and removed by the catalyst early warm-up control.
  • Example 2 a PM sensor (not shown) for detecting particulate matter passing through the GPF 25 is provided on the downstream side of the GPF 25.
  • the resistance value between the electrodes changes according to the amount of particulate matter (for example, the weight of the particulate matter and the number of particles) attached to the detection unit, and the output signal changes.
  • the ECU 30 executes a catalyst early warm-up control routine shown in FIG. 3 to be described later, so that the filter trapped particles are based on the output of the PM sensor that detects the particulate matter on the downstream side of the GPF 25. It is determined whether the particulate matter has burned more than a predetermined amount.
  • the combustion amount of the particulate matter collected by the filter increases and the particulate matter accumulation amount of the GPF 25 decreases to a certain level or less, the particulate matter collection rate of the GPF 25 decreases, and the amount of particulate matter passing through the GPF 25 decreases. To increase.
  • the filter trapped particulate matter has burned more than a predetermined amount. (The amount of particulate matter deposited on the GPF 25 has decreased below a predetermined value).
  • step 201 it is determined whether or not the engine 11 has been started. If it is determined that the engine 11 has been started, the process proceeds to step 202, where the catalyst It is determined whether an execution condition for the early warm-up control is satisfied.
  • step 202 If it is determined in step 202 that the conditions for executing the catalyst early warm-up control are satisfied, the process proceeds to step 203, where catalyst early warm-up control is executed to promote the warm-up of the catalyst 24, and the filter Burn away the collected particulate matter.
  • step 204 the process proceeds to step 204, and the output of the PM sensor is read. Furthermore, the particulate matter adhesion amount of the PM sensor may be calculated (estimated) based on the output of the PM sensor.
  • step 205 it is determined whether or not the output of the PM sensor (or the particulate matter adhesion amount estimated based on the output of the PM sensor) is equal to or greater than a predetermined value. Is burned more than a predetermined amount (whether the particulate matter accumulation amount of the GPF 25 has decreased to a predetermined value or less).
  • step 205 If it is determined in step 205 that the output of the PM sensor (or the particulate matter adhesion amount estimated based on the output of the PM sensor) is smaller than a predetermined value, the filter trapped particulate matter still has a predetermined amount. It is determined that the combustion has not been performed, and the process returns to step 203, the catalyst early warm-up control is continued, and the combustion removal of the filter trapped particulate matter is continued.
  • step 205 if it is determined in step 205 that the output of the PM sensor (or the particulate matter adhesion amount estimated based on the output of the PM sensor) is equal to or greater than a predetermined value, the particulate matter collected by the filter is located. It is determined that the fuel has burned more than a predetermined amount, and the process proceeds to step 206 to determine whether or not the warm-up of the catalyst 24 is completed. If it is determined in step 206 that the warm-up of the catalyst 24 has been completed, the process proceeds to step 207, where the early catalyst warm-up control is terminated.
  • the ECU 30 executes a catalyst early warm-up control routine shown in FIG. 4 to be described later, thereby determining whether or not the duration of the catalyst early warm-up control is equal to or longer than a predetermined determination time. It is determined whether the particulate matter has burned more than a predetermined amount. As the duration time of the catalyst early warm-up control becomes longer, the combustion amount of the filter trapped particulate matter increases and the particulate matter accumulation amount of the GPF 25 decreases. Therefore, by determining whether or not the duration of the early catalyst warm-up control is equal to or longer than the determination time, it is possible to determine whether or not the filter trapped particulate matter has burned a predetermined amount or more.
  • step 301 it is determined whether or not the engine 11 has been started. If it is determined that the engine 11 has been started, the process proceeds to step 302, where the catalyst It is determined whether an execution condition for the early warm-up control is satisfied.
  • step 302 If it is determined in step 302 that the conditions for executing the catalyst early warm-up control are satisfied, the process proceeds to step 303, where catalyst early warm-up control is executed to promote the warm-up of the catalyst 24, and the filter Burn away the collected particulate matter.
  • step 304 the determination time is calculated and set by a map or a mathematical formula based on at least one of the exhaust temperature of the engine 11, the air-fuel ratio, and the oxygen concentration in the exhaust.
  • This determination time is set to a duration of the catalyst early warm-up control necessary for the filter trapped particulate matter to burn more than a predetermined amount or a time slightly longer than that.
  • the duration of early warm-up control changes. Therefore, by setting the determination time based on the exhaust temperature, the air-fuel ratio, and the oxygen concentration in the exhaust, the filter trapped particulate matter burns more than a predetermined amount according to the exhaust temperature, the air-fuel ratio, and the oxygen concentration in the exhaust.
  • the catalyst early time required for the filter trapped particulate matter to burn more than a predetermined amount It is possible to set the duration of warm-up control or a slightly longer time (appropriate value).
  • step 305 it is determined whether or not the filter trapped particulate matter has burned more than a predetermined amount by determining whether or not the duration of the early catalyst warm-up control is equal to or longer than the determination time.
  • step 305 If it is determined in step 305 that the duration of the early catalyst warm-up control is shorter than the determination time, it is determined that the filter trapped particulate matter has not yet burned a predetermined amount or more, and the above step 303 is performed. Then, the catalyst early warm-up control is continued, and the combustion and removal of the filter trapped particulate matter are continued.
  • step 305 if it is determined in step 305 that the duration of the early catalyst warm-up control is longer than the determination time, it is determined that the filter trapped particulate matter has burned more than a predetermined amount, and the process proceeds to step 306. Then, it is determined whether or not the catalyst 24 has been warmed up. If it is determined in step 306 that the warm-up of the catalyst 24 has been completed, the process proceeds to step 307 and the early catalyst warm-up control is terminated.
  • the filter trapped particulate matter has burned more than a predetermined amount by determining whether or not the duration of the early catalyst warm-up control is equal to or longer than the determination time.
  • the catalyst early warm-up control is continued until it is determined that the filter trapped particulate matter has burned more than a predetermined amount. The same effect as in the first embodiment can be obtained.
  • the determination time is set based on the exhaust temperature, the air-fuel ratio, and the oxygen concentration in the exhaust gas.
  • the determination time is not limited to this, and the determination time is set to a fixed value (for example, filter capture).
  • the maximum value of the duration time of the early catalyst warm-up control necessary for the particulate matter to burn more than a predetermined amount may be used. In this way, the calculation load on the ECU 30 can be reduced.
  • Example 4 a fourth embodiment of the present disclosure will be described with reference to FIG. Description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.
  • the ECU 30 executes a catalyst early warm-up control routine shown in FIG. 5 to be described later, thereby estimating the combustion amount of the filter-collected particulate matter and estimating the combustion amount of the filter-collected particulate matter. Based on the value, it is determined whether or not the filter trapped particulate matter has burned a predetermined amount or more. That is, it can be determined whether or not the filter trapped particulate matter has burned more than a predetermined amount by determining whether or not the estimated value of the filter trapped particulate matter is greater than or equal to a predetermined value. .
  • step 401 it is determined whether or not the engine 11 has been started. If it is determined that the engine 11 has been started, the process proceeds to step 402, where the catalyst It is determined whether an execution condition for the early warm-up control is satisfied.
  • step 402 If it is determined in step 402 that the conditions for executing the catalyst early warm-up control are satisfied, the process proceeds to step 403, where catalyst early warm-up control is executed to promote the warm-up of the catalyst 24, and the filter Burn away the collected particulate matter.
  • step 404 the combustion amount of the particulate matter collected by the filter is determined based on at least one of the duration of the early catalyst warm-up control, the exhaust temperature of the engine 11, the air-fuel ratio, and the oxygen concentration in the exhaust. It is calculated (estimated) using a map or mathematical formula.
  • the amount of combustion of the particulate matter collected by the filter due to the early catalyst warm-up control varies depending on the duration of the early catalyst warm-up control, the exhaust gas temperature, the air-fuel ratio, and the oxygen concentration in the exhaust gas. Estimate the amount of particulate matter collected from the filter based on the duration of early catalyst warm-up control, exhaust temperature, air-fuel ratio, and oxygen concentration in the exhaust. Can be estimated.
  • step 405 it is determined whether or not the estimated value of the amount of combustion of the filter trapped particulate matter is greater than or equal to a predetermined value, thereby determining whether or not the filter trapped particulate matter has burned more than a predetermined amount. Determine.
  • Step 405 when it is determined that the estimated value of the amount of combustion of the filter-collected particulate matter is smaller than the predetermined value, it is determined that the filter-collected particulate matter has not yet burned more than the predetermined amount. Returning to Step 403, the catalyst early warm-up control is continued, and the combustion and removal of the filter trapped particulate matter are continued.
  • step 405 if it is determined in step 405 that the estimated value of the amount of combustion of the filter-collected particulate matter is greater than or equal to a predetermined value, it is determined that the filter-collected particulate matter has burned more than a predetermined amount, Proceeding to step 406, it is determined whether or not the catalyst 24 has been warmed up. If it is determined in step 406 that the warm-up of the catalyst 24 has been completed, the process proceeds to step 407, where the early catalyst warm-up control is terminated.
  • temperature sensors (not shown) for detecting the exhaust temperature are provided on the upstream side and the downstream side of the GPF 25, respectively.
  • the ECU 30 executes a catalyst early warm-up control routine shown in FIG. 6 to be described later, so that the filter capture is performed based on the temperature difference between the exhaust temperature upstream of the GPF 25 and the exhaust temperature downstream. It is determined whether or not the particulate matter has burned more than a predetermined amount.
  • the combustion amount of the particulate matter collected by the filter increases and the particulate matter accumulation amount of the GPF 25 decreases below a certain level, the amount of heat generated by the combustion of the particulate matter in the GPF 25 decreases, and the upstream side of the GPF 25
  • the temperature difference (absolute value) between the exhaust gas temperature and the downstream exhaust gas temperature becomes small.
  • step 501 it is determined whether or not the engine 11 has been started. If it is determined that the engine 11 has been started, the process proceeds to step 502, where the catalyst It is determined whether an execution condition for the early warm-up control is satisfied.
  • step 502 If it is determined in step 502 that the conditions for executing the catalyst early warm-up control are satisfied, the process proceeds to step 503, where catalyst early warm-up control (ignition delay control and air-fuel ratio lean control) is executed, While promoting the warm-up of the catalyst 24, the particulate matter collected by the filter is burned and removed.
  • catalyst early warm-up control ignition delay control and air-fuel ratio lean control
  • step 504 in which the exhaust temperature upstream of the GPF 25 (the exhaust temperature detected by the temperature sensor upstream of the GPF 25) is read, and the exhaust temperature downstream of the GPF 25 (detected by the temperature sensor downstream of the GPF 25). Read the exhaust temperature).
  • the exhaust temperature on the upstream side of the GPF 25 may be estimated based on the operating state of the engine 11, the temperature of the catalyst 24 (detected value or estimated value), and the like.
  • step 505 the temperature difference (absolute value) between the exhaust temperature upstream of the GPF 25 and the exhaust temperature downstream is calculated as the temperature difference before and after the GPF 25, and the temperature difference before and after the GPF 25 is a predetermined value. By determining whether or not it is below, it is determined whether or not the filter trapped particulate matter has burned a predetermined amount or more.
  • step 505 If it is determined in step 505 that the temperature difference before and after the GPF 25 is greater than a predetermined value, it is determined that the filter trapped particulate matter has not yet burned more than a predetermined amount, and the process returns to step 503. Then, the catalyst early warm-up control is continued to continue the combustion removal of the filter trapped particulate matter.
  • step 505 determines whether or not the temperature difference before and after the GPF 25 is equal to or less than a predetermined value. If it is determined that the filter trapped particulate matter has combusted a predetermined amount or more, and the process proceeds to step 506. It is determined whether or not 24 warm-up has been completed. If it is determined in step 506 that the warm-up of the catalyst 24 has been completed, the process proceeds to step 507 and the early catalyst warm-up control is terminated.
  • the temperature difference before and after the GPF 25 is equal to or less than a predetermined value, thereby determining whether or not the filter trapped particulate matter has burned more than a predetermined amount.
  • the catalyst early warm-up control is continued until it is determined that the collected particulate matter has burned more than a predetermined amount. Even if it does in this way, the effect similar to the said Example 1 can be acquired.
  • the determination parameters used in the above Examples 1 to 5 (GPF 25 differential pressure, PM sensor output, catalyst early warm-up control duration, estimated amount of filter particulate matter combustion amount, GPF 25 It is not limited to the temperature difference between before and after, and whether or not the filter trapped particulate matter has burned more than a predetermined amount based on other determination parameters (parameters correlated with the amount of filter trapped particulate matter) You may make it determine.
  • the present disclosure is applied to a direct injection gasoline engine.
  • the present disclosure is not limited to this, and a catalyst for purifying engine exhaust gas and particulate matter discharged from the engine are collected.
  • the present disclosure can be applied to a diesel engine or an intake port injection gasoline engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Selon l'invention, lorsqu'une condition d'exécution pour la commande de réchauffage précoce de catalyseur est satisfaite après le démarrage d'un moteur (11), la commande de chauffage précoce du catalyseur est exécutée, la temporisation de l'allumage étant commandée de manière à être décalée dans le sens du retard et le rapport air-carburant est commandé de manière à être pauvre. Les matières particulaires capturées par un filtre à particules d'essence (GPF) (25) sont brûlées sous l'effet d'une augmentation de la température de gaz d'échappement et d'une augmentation de la quantité d'oxygène dans le gaz d'échappement provoquée par la commande de réchauffage précoce du catalyseur. On détermine si une quantité prédéterminée ou supérieure de matières particulaires capturées par le filtre a été brûlée en déterminant si la différence de pression entre l'avant et l'arrière du GPF (25) est égale ou inférieure à une valeur prédéterminée. La commande de réchauffage précoce du catalyseur se poursuit jusqu'à ce que l'on détermine que la quantité prédéterminée ou supérieure de matières particulaires capturées par le filtre a été brûlée. Par conséquent, le GPF (25) est régénéré de manière fiable sans entraîner une émission plus médiocre lors de la commande de réchauffage précoce du catalyseur.
PCT/JP2015/001119 2014-03-25 2015-03-03 Dispositif de commande pour un moteur à combustion interne WO2015145996A1 (fr)

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CN109693661A (zh) * 2017-10-20 2019-04-30 铃木株式会社 车辆的控制装置
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JP7019463B2 (ja) * 2018-03-09 2022-02-15 ダイハツ工業株式会社 エンジンシステム
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