WO2016125755A1 - SYSTÈME DE PURIFICATION DE GAZ D'ÉCHAPPEMENT ET PROCÉDÉ DE RÉCUPÉRATION DE CAPACITÉ DE PURIFICATION DE NOx - Google Patents

SYSTÈME DE PURIFICATION DE GAZ D'ÉCHAPPEMENT ET PROCÉDÉ DE RÉCUPÉRATION DE CAPACITÉ DE PURIFICATION DE NOx Download PDF

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Publication number
WO2016125755A1
WO2016125755A1 PCT/JP2016/052955 JP2016052955W WO2016125755A1 WO 2016125755 A1 WO2016125755 A1 WO 2016125755A1 JP 2016052955 W JP2016052955 W JP 2016052955W WO 2016125755 A1 WO2016125755 A1 WO 2016125755A1
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Prior art keywords
nox
maf
learning
exhaust
excess air
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PCT/JP2016/052955
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English (en)
Japanese (ja)
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輝男 中田
隆行 坂本
長岡　大治
裕之 遊座
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いすゞ自動車株式会社
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Publication of WO2016125755A1 publication Critical patent/WO2016125755A1/fr

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • 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
    • 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
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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 system and a NOx purification capacity recovery method.
  • a NOx occlusion reduction type catalyst is known as a catalyst for reducing and purifying nitrogen compounds (NOx) in exhaust gas discharged from an internal combustion engine.
  • NOx nitrogen compounds
  • This NOx occlusion reduction type catalyst occludes NOx contained in the exhaust when the exhaust is in a lean atmosphere, and reduces and purifies NOx occluded by hydrocarbons contained in the exhaust when the exhaust is in a rich atmosphere. Detoxify and release. For this reason, when the NOx occlusion amount of the catalyst reaches a predetermined amount, so-called NOx purge that makes the exhaust rich by post injection or exhaust pipe injection needs to be performed periodically to restore the NOx occlusion capacity ( For example, see Patent Document 1).
  • the NOx occlusion reduction type catalyst also occludes sulfur oxide (hereinafter referred to as SOx) contained in the exhaust gas.
  • SOx sulfur oxide
  • the SOx occlusion amount increases, there is a problem that the NOx purification ability of the NOx occlusion reduction type catalyst is lowered. Therefore, when the SOx occlusion amount reaches a predetermined amount, unburned fuel is added to the upstream oxidation catalyst by post injection or exhaust pipe injection so that SOx is released from the NOx occlusion reduction type catalyst and recovered from S poisoning. Therefore, it is necessary to periodically perform a so-called SOx purge for raising the exhaust temperature to the SOx separation temperature (see, for example, Patent Document 2).
  • the fuel cell has a NOx occlusion reduction type catalyst, an air-fuel ratio sensor disposed upstream of the catalyst, and an oxygen sensor disposed downstream of the catalyst, and corrects the fuel injection amount based on the detected value of the air-fuel ratio sensor.
  • a technique for performing main feedback control and sub-feedback control for correcting an air-fuel ratio based on a detection value of an oxygen sensor has also been proposed (see, for example, Patent Document 4).
  • Japanese Unexamined Patent Publication No. 2008-202425 Japanese Unexamined Patent Publication No. 2009-047086 Japanese Unexamined Patent Publication No. 2005-090275 Japanese Unexamined Patent Publication No. 2010-007561 Japanese Unexamined Patent Publication No. 2011-185097
  • injection system control is performed by post injection or exhaust pipe injection.
  • the injection amount of unburned fuel is too large, the temperature of the NOx storage reduction catalyst excessively rises, causing injection. If the amount is too small, the temperature of the NOx storage reduction catalyst will be excessively lowered. In this case, NOx purge or SOx purge, that is, regeneration processing of the NOx reduction catalyst is not properly performed.
  • the exhaust purification system and the NOx purification capacity recovery method of the present disclosure are aimed at optimizing the temperature of the NOx occlusion reduction type catalyst in the regeneration process of the NOx reduction type catalyst.
  • An exhaust purification system includes a NOx reduction catalyst that is provided in an exhaust passage of an internal combustion engine to reduce and purify NOx in exhaust gas, and an excess air ratio that detects an excess air ratio of exhaust gas that has passed through the NOx reduction catalyst.
  • the NOx purification ability of the NOx reduction catalyst is switched by switching the exhaust air-fuel ratio from the lean state to the rich state by using the sensor and air system control for reducing the intake air amount and injection system control for increasing the fuel injection amount.
  • An exhaust purification system comprising: a control unit that executes a regeneration process for recovering the exhaust gas, wherein the control unit is detected by the estimated excess air ratio and the excess air ratio sensor when the learning prohibition condition is not satisfied. A learning value corresponding to the difference from the actual excess air ratio is acquired, and the fuel injection amount in the injection system control is corrected based on the acquired learning value. Do not get the learning value.
  • the exhaust purification system of the present disclosure is disposed in an exhaust passage of the internal combustion engine, and passes through the NOx reduction catalyst and the NOx reduction catalyst that reduce and purify NOx contained in the exhaust discharged from the internal combustion engine.
  • the exhaust air ratio sensor for detecting the excess air ratio of the exhaust, the air system control for controlling the intake air amount, and the injection system control for controlling the fuel injection amount are used in combination, and the exhaust air exhausted from the internal combustion engine is exhausted.
  • An exhaust purification system comprising a control unit for controlling the fuel ratio, said control unit operating to perform the following process: A regeneration process for recovering the NOx purification ability of the NOx reduction catalyst by controlling the air-fuel ratio and switching the exhaust gas from a lean state to a rich state; A determination process for determining whether or not a learning prohibition condition is satisfied; When it is not determined that the learning prohibition condition is satisfied by the determination process, a learning value corresponding to a difference between the estimated excess air ratio and the actual excess air ratio detected by the excess air ratio sensor is acquired, Correction processing for correcting the fuel injection amount in the injection system control based on the learning value; and non-acquisition processing that does not acquire the learning value when it is determined by the determination processing that the learning prohibition condition is satisfied.
  • An NOx purification capacity recovery method includes an internal combustion engine and an NOx reduction type catalyst that is disposed in an exhaust passage of the internal combustion engine and that reduces and purifies NOx contained in exhaust discharged from the internal combustion engine.
  • a method for recovering NOx purification capacity in a system wherein an air-fuel ratio of exhaust gas discharged from the internal combustion engine is controlled by using an air system control for controlling an intake air amount and an injection system control for controlling a fuel injection amount Then, by switching the exhaust from the lean state to the rich state, a regeneration process for recovering the NOx purification ability of the NOx reduction catalyst; a determination process for determining whether or not a learning prohibition condition is satisfied; A learning value corresponding to the difference between the estimated excess air ratio and the actual excess air ratio of the exhaust gas that has passed through the NOx reduction catalyst when it is not determined that the learning prohibition condition has been established.
  • a correction process that acquires and corrects the fuel injection amount in the injection system control based on the learning value; and the learning value is not acquired when it is determined by the determination
  • the temperature of the NOx occlusion reduction type catalyst can be optimized in the regeneration process of the NOx reduction type catalyst.
  • FIG. 1 is an overall configuration diagram showing an exhaust purification system according to the present embodiment.
  • FIG. 2 is a timing chart for explaining the SOx purge control according to the present embodiment.
  • FIG. 3 is a block diagram showing the MAF target value setting process during SOx purge lean control according to the present embodiment.
  • FIG. 4 is a block diagram showing a target injection amount setting process during SOx purge rich control according to the present embodiment.
  • FIG. 5 is a timing chart illustrating the catalyst temperature adjustment control of the SOx purge control according to the present embodiment.
  • FIG. 6 is a timing chart for explaining the NOx purge control according to the present embodiment.
  • FIG. 7 is a block diagram showing the MAF target value setting process during NOx purge lean control according to this embodiment.
  • FIG. 8 is a block diagram showing a target injection amount setting process during NOx purge rich control according to the present embodiment.
  • FIG. 9 is a flowchart for explaining switching from the lean state to the rich state of the MAF tracking control according to the present embodiment.
  • FIG. 10 is a flowchart for explaining switching from the rich state to the lean state of the MAF tracking control according to the present embodiment.
  • FIG. 11 is a diagram for explaining a difference between the actual MAF value and the MAF target value when shifting from the lean state to the rich state or from the rich state to the lean state.
  • FIG. 12 is a block diagram showing the injection amount learning correction processing of the injector according to the present embodiment.
  • FIG. 13 is a flowchart for explaining learning correction coefficient calculation processing according to the present embodiment.
  • FIG. 14 is a block diagram showing MAF correction coefficient setting processing according to the present embodiment.
  • each cylinder of a diesel engine (hereinafter simply referred to as an engine) 10 is provided with an injector 11 that directly injects high-pressure fuel accumulated in a common rail (not shown) into each cylinder.
  • the fuel injection amount and fuel injection timing of each injector 11 are controlled in accordance with an instruction signal input from an electronic control unit (hereinafter referred to as ECU) 50.
  • ECU electronice control unit
  • An intake passage 12 for introducing fresh air is connected to the intake manifold 10A of the engine 10, and an exhaust passage 13 for connecting exhaust to the outside is connected to the exhaust manifold 10B.
  • an air cleaner 14 an intake air amount sensor (hereinafter referred to as MAF sensor) 40, a compressor 20A of the variable displacement supercharger 20, an intercooler 15, an intake throttle valve 16 and the like are provided in order from the intake upstream side.
  • MAF sensor 40 intake air amount sensor
  • the exhaust passage 13 is provided with a turbine 20B of the variable displacement supercharger 20, an exhaust aftertreatment device 30 and the like in order from the exhaust upstream side.
  • An engine speed sensor 41, an accelerator opening sensor 42, and a boost pressure sensor 46 are attached to the engine 10.
  • the MAF sensor 40 that measures and detects the mass flow rate (Mass Air Flow) is used as an intake air amount sensor that measures and detects the intake air amount (intake flow rate (Suction Air Flow)) of the engine.
  • intake flow rate suction Air Flow
  • a different type of flow rate (Air Flow) sensor from the MAF sensor 40 or a means in place of the flow rate sensor may be used.
  • the EGR (Exhaust Gas Recirculation) device 21 includes an EGR passage 22 that connects the exhaust manifold 10B and the intake manifold 10A, an EGR cooler 23 that cools the EGR gas, and an EGR valve 24 that adjusts the EGR amount.
  • the exhaust aftertreatment device 30 is configured by arranging an oxidation catalyst 31, a NOx occlusion reduction type catalyst 32, and a particulate filter (hereinafter simply referred to as a filter) 33 in order from the exhaust upstream side in a case 30A. Further, exhaust pipe injection for injecting unburned fuel (mainly hydrocarbon (HC)) into the exhaust passage 13 in the exhaust passage 13 upstream of the oxidation catalyst 31 in response to an instruction signal input from the ECU 50. A device 34 is provided.
  • unburned fuel mainly hydrocarbon (HC)
  • the oxidation catalyst 31 is formed, for example, by carrying an oxidation catalyst component on the surface of a ceramic carrier such as a honeycomb structure.
  • a ceramic carrier such as a honeycomb structure.
  • the NOx occlusion reduction type catalyst 32 is formed, for example, by supporting an alkali metal or the like on the surface of a ceramic carrier such as a honeycomb structure.
  • the NOx occlusion reduction type catalyst 32 occludes NOx in the exhaust when the exhaust air-fuel ratio is in a lean state, and occludes with a reducing agent (HC or the like) contained in the exhaust when the exhaust air-fuel ratio is in a rich state. NOx is reduced and purified.
  • the filter 33 is formed, for example, by arranging a large number of cells partitioned by porous partition walls along the flow direction of the exhaust gas and alternately plugging the upstream side and the downstream side of these cells. .
  • the filter 33 collects PM (particulate matter) in the exhaust gas in the pores and surfaces of the partition walls, and when the estimated amount of PM deposition reaches a predetermined amount, so-called filter regeneration is performed to remove the combustion.
  • Filter regeneration is performed by supplying unburned fuel to the upstream oxidation catalyst 31 by exhaust pipe injection or post injection, and raising the exhaust temperature flowing into the filter 33 to the PM combustion temperature.
  • the first exhaust temperature sensor 43 is provided on the upstream side of the oxidation catalyst 31 and detects the exhaust temperature flowing into the oxidation catalyst 31.
  • the second exhaust temperature sensor 44 is provided between the NOx storage reduction catalyst 32 and the filter 33 and detects the exhaust temperature flowing into the filter 33.
  • the NOx / lambda sensor 45 is provided on the downstream side of the filter 33, and detects the NOx value and lambda value (hereinafter also referred to as excess air ratio) of the exhaust gas that has passed through the NOx storage reduction catalyst 32.
  • the NOx / lambda sensor 45 has a function as an excess air ratio sensor that detects an excess air ratio of the exhaust gas that has passed through the NOx storage reduction catalyst 32.
  • the ECU 50 performs various controls of the engine 10 and the like, and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, the sensor values of the sensors 40 to 46 are input to the ECU 50. Further, the ECU 50 partially includes a filter regeneration control unit 51, a SOx purge control unit 60, a NOx purge control unit 70, a MAF follow-up control unit 80, an injection amount learning correction unit 90, and a MAF correction coefficient calculation unit 95. As a functional element. Each of these functional elements will be described as being included in the ECU 50 which is an integral hardware, but any one of these may be provided in separate hardware.
  • the filter regeneration control unit 51 estimates the PM accumulation amount of the filter 33 from the travel distance of the vehicle or the differential pressure across the filter detected by a differential pressure sensor (not shown), and the estimated PM accumulation amount exceeds a predetermined upper limit threshold. And the regeneration flag F DPF is turned on (see time t 1 in FIG. 2). When the regeneration flag F DPF is turned on, an instruction signal for causing the exhaust pipe injection device 34 to execute exhaust pipe injection is transmitted, or an instruction signal for causing each injector 11 to execute post injection is transmitted. The temperature is raised to the PM combustion temperature (for example, about 550 ° C.).
  • the regeneration flag F DPF is, PM deposition estimation amount is turned off drops to a predetermined lower limit threshold indicating the burn off (determination threshold value) (see time t 2 in FIG. 2).
  • the SOx purge control unit 60 makes the exhaust rich and raises the exhaust temperature to a sulfur desorption temperature (for example, about 600 ° C.) to recover the NOx occlusion reduction type catalyst 32 from SOx poisoning (hereinafter, this control). (Referred to as SOx purge control).
  • FIG. 2 shows a timing chart of the SOx purge control of this embodiment.
  • SOx purge flag F SP to start SOx purge control is turned on at the same time off the regeneration flag F DPF (see time t 2 in FIG. 2).
  • F DPF regeneration flag
  • the enrichment by the SOx purge control is performed by adjusting the excess air ratio to the lean side from the theoretical air-fuel ratio equivalent value (about 1.0) from the steady operation (for example, about 1.5) by the air system control.
  • SOx purge lean control for reducing to 1 target excess air ratio (for example, about 1.3) and injection system control to reduce the excess air ratio from the first target excess air ratio to the second target excess air ratio on the rich side (for example, about 0) This is realized by using together with the SOx purge rich control that lowers to .9). Details of the SOx purge lean control and the SOx purge rich control will be described below.
  • FIG. 3 is a block diagram illustrating a process for setting the MAF target value MAF SPL_Trgt during the SOx purge lean control.
  • the first target excess air ratio setting map 61 is a map that is referred to based on the engine speed Ne and the accelerator opening Q (the fuel injection amount of the engine 10), and the engine speed Ne, the accelerator opening Q,
  • the excess air ratio target value ⁇ SPL_Trgt (first target excess air ratio) at the time of SOx purge lean control corresponding to is preset based on experiments or the like.
  • the excess air ratio target value ⁇ SPL_Trgt at the time of SOx purge lean control is read from the first target excess air ratio setting map 61 using the engine speed Ne and the accelerator opening Q as input signals, and is sent to the MAF target value calculation unit 62. Entered. Further, the MAF target value calculation unit 62 calculates the MAF target value MAF SPL_Trgt during the SOx purge lean control based on the following formula (1).
  • Equation (1) Q fnl_cord represents a learning-corrected fuel injection amount (excluding post-injection) described later, Ro Fuel represents fuel specific gravity, AFR sto represents a theoretical air-fuel ratio, and Maf_corr represents a MAF correction coefficient described later. Yes.
  • MAF target value MAF SPL_Trgt calculated by the MAF target value calculation unit 62, when the SOx purge flag F SP is turned on (see time t 2 in FIG. 2) is input to the lamp unit 63.
  • the ramp processing unit 63 reads the ramp coefficient from each of the ramp coefficient maps 63A and 63B using the engine speed Ne and the accelerator opening Q as input signals, and uses the MAF target ramp value MAF SPL_Trgt_Ramp to which the ramp coefficient is added as the valve control unit 64. To enter.
  • the valve control unit 64 throttles the intake throttle valve 16 to the close side and opens the EGR valve 24 to the open side so that the actual MAF value MAF Act input from the MAF sensor 40 becomes the MAF target ramp value MAF SPL_Trgt_Ramp. Execute control.
  • the MAF target value MAF SPL_Trgt is set based on the excess air ratio target value ⁇ SPL_Trgt read from the first target excess air ratio setting map 61 and the fuel injection amount of each injector 11,
  • the air system operation is feedback-controlled based on the MAF target value MAF SPL_Trgt .
  • the MAF target value MAF SPL_Trgt can be set by feedforward control, and the aging deterioration and characteristic change of each injector 11 can be achieved. The influence of individual differences can be effectively eliminated.
  • FIG. 4 is a block diagram showing processing for setting the target injection amount Q SPR_Trgt (injection amount per unit time) of exhaust pipe injection or post injection in SOx purge rich control.
  • the second target excess air ratio setting map 65 is a map that is referred to based on the engine speed Ne and the accelerator opening Q, and at the time of SOx purge rich control corresponding to the engine speed Ne and the accelerator opening Q.
  • the excess air ratio target value ⁇ SPR_Trgt (second target excess air ratio) is set in advance based on experiments or the like.
  • the excess air ratio target value ⁇ SPR_Trgt at the time of SOx purge rich control is read from the second target excess air ratio setting map 65 using the engine speed Ne and the accelerator opening Q as input signals, and an injection quantity target value calculation unit 66. Further, the injection amount target value calculation unit 66 calculates the target injection amount Q SPR_Trgt during the SOx purge rich control based on the following formula (2).
  • MAF SPL_Trgt MAF SPL_Trgt ⁇ Maf_corr / ( ⁇ SPR_Trgt ⁇ Ro Fuel ⁇ AFR sto ) ⁇ Q fnl_corrd (2)
  • MAF SPL_Trgt is the MAF target value at the SOx purge lean, and is input from the above-described MAF target value calculation unit 62.
  • Q fnl_cord is a fuel injection amount (excluding post-injection) before application of learning corrected MAF tracking control described later
  • Ro Fuel is fuel specific gravity
  • AFR sto is a theoretical air-fuel ratio
  • Maf_corr is a MAF correction coefficient described later. Show.
  • the target injection amount Q SPR_Trgt calculated by the injection amount target value calculation unit 66 is transmitted as an injection instruction signal to the exhaust pipe injector 34 or each injector 11 when a SOx purge rich flag F SPR described later is turned on.
  • the target injection amount Q SPR_Trgt is set based on the air excess rate target value ⁇ SPR_Trgt read from the second target air excess rate setting map 65 and the fuel injection amount of each injector 11. It has become.
  • the sensor value of the lambda sensor is not used.
  • the exhaust can be effectively reduced to a desired excess air ratio required for SOx purge rich control.
  • the target injection amount Q SPR_Trgt can be set by feedforward control, and the aging deterioration and characteristic change of each injector 11 can be achieved. Etc. can be effectively eliminated.
  • the exhaust temperature (hereinafter also referred to as catalyst temperature) flowing into the NOx occlusion reduction type catalyst 32 during the SOx purge control is the SOx that performs exhaust pipe injection or post injection as shown at times t 2 to t 4 in FIG.
  • the purge rich flag F SPR is controlled by alternately switching on / off (rich / lean).
  • the SOx purge rich flag FSPR is turned off, the catalyst temperature is lowered by stopping the exhaust pipe injection or the post injection (hereinafter, this period is referred to as an interval TF_INT ).
  • the injection period TF_INJ is set by reading values corresponding to the engine speed Ne and the accelerator opening Q from an injection period setting map (not shown) created in advance by experiments or the like.
  • an injection period required to reliably reduce the excess air ratio of exhaust gas obtained in advance through experiments or the like to the second target excess air ratio is set according to the operating state of the engine 10. ing.
  • the interval T F_INT is set by feedback control when the SOx purge rich flag F SPR at which the catalyst temperature is highest is switched from on to off. Specifically, the proportional control for changing the input signal in proportion to the deviation ⁇ T between the target catalyst temperature and the estimated catalyst temperature when the SOx purge rich flag FSPR is turned off, and the time integral value of the deviation ⁇ T are proportional. This is processed by PID control constituted by integral control for changing the input signal and differential control for changing the input signal in proportion to the time differential value of the deviation ⁇ T.
  • the target catalyst temperature is set at a temperature at which SOx can be removed from the NOx storage reduction catalyst 32.
  • the estimated catalyst temperature is, for example, the inlet temperature of the oxidation catalyst 31 detected by the first exhaust temperature sensor 43, and the oxidation catalyst 31. Further, it may be estimated based on the amount of HC / CO heat generated inside the NOx storage reduction catalyst 32, the amount of heat released to the outside air, and the like.
  • the injection period TF_INJ for raising the catalyst temperature and lowering the excess air ratio to the second target excess air ratio is set from the map referred to based on the operating state of the engine 10,
  • the interval TF_INT for lowering the catalyst temperature is processed by PID control. This makes it possible to reliably reduce the excess air ratio to the target excess ratio while effectively maintaining the catalyst temperature during the SOx purge control within a desired temperature range necessary for the purge.
  • SOx purge control (1) SOx purge flag F from on the SP injection quantity of the exhaust pipe injection or post injection accumulated, when the amount of the cumulative injected has reached the predetermined upper limit threshold amount, of (2) SOx purge control When the elapsed time counted from the start reaches a predetermined upper threshold time, (3) calculation is performed based on a predetermined model formula including the operating state of the engine 10 and the sensor value of the NOx / lambda sensor 45 as input signals.
  • SOx purge flag F SP is terminated by turning off the (time t 4 in FIG. 2 , reference time t n in FIG. 5).
  • the SOx purge control end condition is provided with the upper limit of the cumulative injection amount and the elapsed time
  • the fuel consumption amount when the SOx purge does not progress due to a decrease in the exhaust temperature or the like. Can be effectively prevented from becoming excessive.
  • NOx purge control restores the NOx storage capability of the NOx storage reduction catalyst 32 by making the exhaust atmosphere rich and detoxifying and releasing NOx stored in the NOx storage reduction catalyst 32 by reduction purification. Control (hereinafter, this control is referred to as NOx purge control) is executed.
  • the NOx purge flag F NP for starting the NOx purge control is turned on when the NOx emission amount per unit time is estimated from the operating state of the engine 10 and the estimated cumulative value ⁇ NOx obtained by accumulating this exceeds a predetermined threshold value ( reference time t 1 of FIG. 6).
  • the NOx purification rate by the NOx occlusion reduction type catalyst 32 is calculated from the NOx emission amount upstream of the catalyst estimated from the operating state of the engine 10 and the NOx amount downstream of the catalyst detected by the NOx / lambda sensor 45.
  • the NOx purge flag F NP is turned on.
  • the enrichment by the NOx purge control is performed on the lean side of the excess air ratio from the stoichiometric air-fuel ratio equivalent value (about 1.0) from the time of steady operation (for example, about 1.5) by the air system control.
  • NOx purge lean control for reducing to 3 target excess air ratio (for example, about 1.3) and injection system control to reduce the excess air ratio from the third target excess air ratio to the fourth target excess air ratio on the rich side (for example, about 0) .9) and NOx purge rich control for reducing the pressure to 9).
  • the details of the NOx purge lean control and the NOx purge rich control will be described below.
  • FIG. 7 is a block diagram showing a process for setting the MAF target value MAF NPL_Trgt during the NOx purge lean control.
  • the third target excess air ratio setting map 71 is a map that is referred to based on the engine speed Ne and the accelerator opening Q, and during NOx purge lean control corresponding to the engine speed Ne and the accelerator opening Q.
  • the excess air ratio target value ⁇ NPL_Trgt (third excess air ratio) is set in advance based on experiments or the like.
  • the excess air ratio target value ⁇ NPL_Trgt at the time of NOx purge lean control is read from the third target excess air ratio setting map 71 using the engine speed Ne and the accelerator opening Q as input signals, and is sent to the MAF target value calculation unit 72. Entered. Further, the MAF target value calculation unit 72 calculates the MAF target value MAF NPL_Trgt at the time of NOx purge lean control based on the following formula (3).
  • MAF NPL_Trgt ⁇ NPL_Trgt ⁇ Q fnl_corrd ⁇ Ro Fuel ⁇ AFR sto / Maf_corr (3)
  • Q fnl_cord represents a learning-corrected fuel injection amount (excluding post-injection) described later
  • Ro Fuel represents fuel specific gravity
  • AFR sto represents a theoretical air-fuel ratio
  • Maf_corr represents a MAF correction coefficient described later. Yes.
  • the MAF target value MAF NPL_Trgt calculated by the MAF target value calculation unit 72 is input to the ramp processing unit 73 when the NOx purge flag F NP is turned on (see time t 1 in FIG. 6).
  • the ramp processing unit 73 reads the ramp coefficient from the ramp coefficient maps 73A and 73B using the engine speed Ne and the accelerator opening Q as input signals, and calculates the MAF target ramp value MAF NPL_Trgt_Ramp to which the ramp coefficient is added as a valve control unit 74. To enter.
  • the valve control unit 74 throttles the intake throttle valve 16 to the close side and opens the EGR valve 24 to the open side so that the actual MAF value MAF Act input from the MAF sensor 40 becomes the MAF target ramp value MAF NPL_Trgt_Ramp. Execute control.
  • the MAF target value MAF NPL_Trgt is set based on the excess air ratio target value ⁇ NPL_Trgt read from the third target excess air ratio setting map 71 and the fuel injection amount of each injector 11,
  • the air system operation is feedback-controlled based on the MAF target value MAF NPL_Trgt .
  • the MAF target value MAF NPL_Trgt can be set by feedforward control, and the aging deterioration and characteristic change of each injector 11 can be achieved. Etc. can be effectively eliminated.
  • FIG. 8 is a block diagram showing processing for setting the target injection amount Q NPR_Trgt (injection amount per unit time) of exhaust pipe injection or post injection in NOx purge rich control.
  • the fourth target excess air ratio setting map 75 is a map that is referred to based on the engine speed Ne and the accelerator opening Q, and during NOx purge rich control corresponding to the engine speed Ne and the accelerator opening Q.
  • the air excess rate target value ⁇ NPR_Trgt (fourth target air excess rate) is set in advance based on experiments or the like.
  • the excess air ratio target value ⁇ NPR_Trgt at the time of NOx purge rich control is read from the fourth target excess air ratio setting map 75 using the engine speed Ne and the accelerator opening Q as input signals, and the injection amount target value calculation section 76 is performed. Is input. Further, the injection amount target value calculation unit 76 calculates the target injection amount Q NPR_Trgt at the time of NOx purge rich control based on the following formula (4).
  • MAF NPL_Trgt MAF NPL_Trgt ⁇ Maf_corr / ( ⁇ NPR_Trgt ⁇ Ro Fuel ⁇ AFR sto ) ⁇ Q fnl_corrd (4)
  • MAF NPL_Trgt is a NOx purge lean MAF target value, and is input from the MAF target value calculation unit 72 described above.
  • Q fnl_cord is a fuel injection amount (excluding post-injection) before application of learning corrected MAF tracking control described later
  • Ro Fuel is fuel specific gravity
  • AFR sto is a theoretical air-fuel ratio
  • Maf_corr is a MAF correction coefficient described later. Show.
  • the target injection amount Q NPR_Trgt that is calculated by the injection amount target value computing unit 76, NOx purge flag F SP When turned on, is sent as the injection instruction signal to the exhaust pipe injector 34 or the injectors 11 (time of FIG. 6 t 1 ). The transmission of this injection instruction signal is continued until the NOx purge flag F NP is turned off (time t 2 in FIG. 6) by the end determination of NOx purge control described later.
  • the target injection amount Q NPR_Trgt is set based on the air excess rate target value ⁇ NPR_Trgt read from the fourth target air excess rate setting map 75 and the fuel injection amount of each injector 11. It has become.
  • the sensor value of the lambda sensor is not used. It is possible to effectively reduce the exhaust gas to a desired excess air ratio required for NOx purge rich control.
  • the target injection amount Q NPR_Trgt can be set by feedforward control, and the aging deterioration and characteristic change of each injector 11 can be achieved. Etc. can be effectively eliminated.
  • the ECU 50 feedback-controls the opening degree of the intake throttle valve 16 and the EGR valve 24 based on the sensor value of the MAF sensor 40 in the region where the operating state of the engine 10 is on the low load side. On the other hand, in the region where the operating state of the engine 10 is on the high load side, the ECU 50 feedback-controls the supercharging pressure by the variable displacement supercharger 20 based on the sensor value of the boost pressure sensor 46 (hereinafter, this region is referred to as “high”). (Referred to as boost pressure FB control region).
  • the excess air ratio target value ⁇ NPR_Trgt the excess air ratio target value necessary for the NOx purge.
  • the NOx purge control unit 70 of the present embodiment prohibits NOx purge lean control for adjusting the opening of the intake throttle valve 16 and the EGR valve 24 in the boost pressure FB control region, and The excess air ratio is reduced to the fourth target excess air ratio (the excess air ratio target value ⁇ NPR_Trgt ) only by injection or post injection.
  • the MAF target value set based on the operating state of the engine 10 may be applied to the MAF target value MAF NPL_Trgt of the above-described equation (4).
  • NOx purge control (1) when the NOx purge flag F NP is turned on, the amount of exhaust pipe injection or post injection is accumulated, and when this cumulative injection amount reaches a predetermined upper limit threshold amount, (2) NOx purge control When the elapsed time counted from the start reaches a predetermined upper threshold time, (3) calculation is performed based on a predetermined model formula including the operating state of the engine 10 and the sensor value of the NOx / lambda sensor 45 as input signals.
  • the NOx purge flag F NP is turned off and the process ends (time t 2 in FIG. 6). reference).
  • the cumulative injection amount and the upper limit of the elapsed time are provided in the end condition of the NOx purge control, so that the fuel consumption amount is reduced when the NOx purge is not successful due to a decrease in the exhaust temperature or the like. It is possible to reliably prevent the excess.
  • the MAF follow-up control unit 80 includes (1) a period for switching from a lean state in normal operation to a rich state by SOx purge control or NOx purge control, and (2) lean in normal operation from a rich state by SOx purge control or NOx purge control. During the switching period to the state, control for correcting the fuel injection timing and the fuel injection amount of each injector 11 in accordance with the MAF change (hereinafter, this control is referred to as MAF follow-up control) is executed.
  • the MAF follow-up control unit 80 As shown in the flowcharts of FIGS. Execute. Since both the SOx purge control and the NOx purge control are processed according to the same flow, only the SOx purge control will be described below, and the description of the NOx purge control will be omitted.
  • step S100 the SOx purge flag F SP is turned on, at step S110, time measurement by the timer in order to measure the elapsed time of MAF following control is started.
  • step S140 in accordance with the current actual MAF change rate ⁇ MAF Ratio , a coefficient for advancing or retarding the injection timing of each injector 11 (hereinafter referred to as an injection timing tracking coefficient Comp 1 ) and the injection amount of each injector 11 Is set to increase or decrease (hereinafter referred to as injection amount tracking coefficient Comp 2 ).
  • the storage unit (not shown) of the ECU 50 stores an injection timing follow-up coefficient setting map M1 that defines the relationship between the actual MAF change rate MAF Ratio and the injection timing follow-up coefficient Comp 1 created in advance by experiments and the like, and the actual MAF change.
  • An injection amount follow-up coefficient setting map M2 defining the relationship between the rate ⁇ MAF Ratio and the injection amount follow-up coefficient Comp 2 is stored.
  • the injection timing follow-up coefficient Comp 1 and the injection amount follow-up coefficient Comp 2 are set by reading values corresponding to the actual MAF change rate ⁇ MAF Ratio calculated in step S130 from these maps M1 and M2.
  • step S150 the injection timing of each injector 11 is advanced by the amount obtained by multiplying the target advance amount by the injection timing follow-up coefficient Comp 1, and each time by the amount obtained by multiplying the target injection increase amount by the injection amount follow-up coefficient Comp 2.
  • the injector 11 also increases the fuel injection amount.
  • step S160 it is determined whether or not the current actual MAF value MAF Act detected by the MAF sensor 40 has reached the MAF target value MAF SPL_Trgt after switching (rich state).
  • the process returns to step S130 via step S170. That is, by repeating the processing of steps S130 to S150 until the actual MAF value MAF Act becomes the MAF target value MAF SPL_Trgt , the advance angle of the injection timing corresponding to the actual MAF change rate MAF Ratio that changes from moment to moment, and the injection The increase in quantity continues. Details of the processing in step S170 will be described later.
  • the actual MAF value MAF Act reaches the MAF target value MAF SPL_Trgt in the determination in step S160 (Yes), this control ends.
  • step S170 it is determined whether or not the accumulated time T Sum measured by the timer from the start of the MAF follow-up control has exceeded a predetermined upper limit time T Max .
  • the actual MAF value MAF Act cannot catch up with the MAF target value MAF LR_Trgt during the transition period due to the influence of valve control delay, etc.
  • the MAF value MAF Act may be maintained in a state lower than the MAF target value MAF L-R_Trgt (see times t 1 to t 2 ). If the MAF follow-up control is continued in such a state, the actual fuel injection amount is not increased to the target injection amount, the combustion of the engine 10 becomes unstable, and there is a possibility that torque fluctuation or drivability deteriorates. is there.
  • step S170 when it is determined in step S170 that the accumulated time T Sum has exceeded the upper limit time T Max (Yes), that is, the actual MAF value MAF Act continues for a predetermined time. If it has not changed more than the predetermined value, the process proceeds to step S180, and the injection timing follow-up coefficient Comp 1 and the injection amount follow-up coefficient Comp 2 are forcibly set to “1”. Thereby, MAF follow-up control is forcibly terminated, and torque fluctuation and drivability deterioration can be effectively prevented.
  • step S200 SOx purge flag F SP is when turned off, at step S210, time measurement by the timer in order to measure the elapsed time of MAF following control is started.
  • step S240 a value corresponding to the actual MAF change rate ⁇ MAF Ratio is read from the injection timing tracking coefficient setting map M1 as the injection timing tracking coefficient Comp 1 , and also corresponds to the actual MAF change rate ⁇ MAF Ratio from the injection amount tracking coefficient setting map M2. value is read as the injection quantity coefficient of following Comp 2.
  • step S250 the injection timing of each injector 11 is retarded by the target delay amount multiplied by the injection timing follow-up coefficient Comp 1 , and the target injection decrease amount is multiplied by the injection amount follow-up coefficient Comp 2. The fuel injection amount of the injector 11 is also reduced.
  • step S260 it is determined whether or not the current actual MAF value MAF Act detected by the MAF sensor 40 has reached the MAF target value MAF L_Trgt after switching (lean state).
  • the process returns to step S230 via step S270. That is, by repeating the processes of steps S230 to S250 until the actual MAF value MAF Act becomes the MAF target value MAF L_Trgt , the delay of the injection timing corresponding to the actual MAF change rate MAF Ratio that changes from moment to moment, and the injection The amount continues to decrease. Details of the processing in step S270 will be described later.
  • the actual MAF value MAF Act reaches the MAF target value MAF L_Trgt in the determination in step S260 (Yes), this control ends.
  • step S270 it is determined whether or not the accumulated time T Sum measured by the timer from the start of the MAF follow-up control has exceeded a predetermined upper limit time T Max .
  • the actual MAF value MAF Act cannot catch up with the MAF target value MAF LR_Trgt during the transition period due to the influence of valve control delay, etc.
  • the MAF value MAF Act may remain higher than the MAF target value MAF LR_Trgt (see times t 1 to t 2 ). If MAF follow-up control is continued in such a state, the actual fuel injection amount becomes larger than the target injection amount, which may cause torque fluctuation, drivability deterioration, and the like.
  • step S270 when it is determined in step S270 that the accumulated time T Sum has exceeded the upper limit time T Max (Yes), that is, the actual MAF value MAF Act continues for a predetermined time. If it has not changed more than the predetermined value, the process proceeds to step S280, and the injection timing follow-up coefficient Comp 1 and the injection amount follow-up coefficient Comp 2 are forcibly set to “1”. Thereby, MAF follow-up control is forcibly terminated, and torque fluctuation and drivability deterioration can be effectively prevented.
  • the MAF follow-up control is prohibited by setting the MAF follow-up coefficients Comp 1 and 2 to “1” in the boost pressure FB control region. Therefore, the torque fluctuation of the engine 10 and the deterioration of drivability caused by inaccurate MAF tracking control are effectively prevented.
  • the injection amount learning correction unit 90 includes a learning correction coefficient calculation unit 91 and an injection amount correction unit 92.
  • the learning correction coefficient calculation unit 91 is based on the error ⁇ between the actual lambda value ⁇ Act detected by the NOx / lambda sensor 45 during the lean operation of the engine 10 and the estimated lambda value ⁇ Est, and the learning correction coefficient F for the fuel injection amount. Calculate Corr .
  • the actual lambda value ⁇ Act in the exhaust gas that passes through the oxidation catalyst 31 and is detected by the downstream NOx / lambda sensor 45 It is considered that the estimated lambda value ⁇ Est in the exhaust discharged from the engine 10 coincides.
  • step S300 based on the engine speed Ne and the accelerator opening Q, it is determined whether or not the engine 10 is in a lean operation state. If it is in the lean operation state, the process proceeds to step S310 to start the calculation of the learning correction coefficient.
  • the estimated lambda value ⁇ Est is estimated and calculated from the operating state of the engine 10 according to the engine speed Ne and the accelerator opening Q. Further, the correction sensitivity coefficient K 2 is read the actual lambda value lambda Act detected by the NOx / lambda sensor 45 from the correction sensitivity coefficient map 91A shown in FIG. 12 as an input signal.
  • step S320 it is determined whether or not the absolute value
  • step S330 it is determined whether the learning prohibition condition is satisfied / not satisfied.
  • the learning prohibition flag F Pro is set to “1”, and when the learning prohibition condition is not satisfied, the learning prohibition flag F Pro is set to “0”.
  • Whether or not the engine 10 is in a transient operation state may be determined as a transient operation state based on, for example, the amount of time change of the actual lambda value ⁇ Act when the amount of time change is greater than a predetermined threshold.
  • Other learning prohibition conditions include, for example, sensor error information. This is because the learning value F CorrAdpt is calculated based on the difference (error ⁇ ) between the actual lambda value ⁇ Act and the estimated lambda value ⁇ Est , and an abnormality occurs in the NOx / lambda sensor 45 that detects the actual lambda value ⁇ Act. This is because the accuracy of the learning value F CorrAdpt is impaired, and accurate learning cannot be performed.
  • Still another learning prohibition condition is the invalidity of the actual lambda value ⁇ Act detected by the NOx / lambda sensor 45. That is, excessively large actual lambda value lambda Act, excessively small actual lambda value lambda Act, or variation is too large the actual lambda value of the output lambda Act, the output variation in the extent that can be regarded as a failure is small actual lambda value lambda Act,
  • the fuel flow rate learning correction is performed, the fuel injection amount becomes excessive or insufficient in the subsequent SOx purge or NOx purge, and the catalyst temperature may rise or fall excessively.
  • the learning prohibition flag F Pro 1 is set. On the other hand, if the above condition is not satisfied, the learning prohibition flag F Pro is set to 0 because the learning prohibition condition is not satisfied.
  • step S340 it is determined whether or not the learning prohibition flag FPro is off.
  • the fuel injection amount can be optimized in the subsequent SOx purge and NOx purge, and the catalyst temperature can be maintained in an appropriate range.
  • step S350 the learning value map 91B (see FIG. 12) referred to based on the engine speed Ne and the accelerator opening Q is updated to the learning value F CorrAdpt calculated in step S310. More specifically, on the learning value map 91B, a plurality of learning areas divided according to the engine speed Ne and the accelerator opening Q are set. These learning regions are preferably set to have a narrower range as the region is used more frequently and to be wider as a region is used less frequently. As a result, learning accuracy is improved in regions where the usage frequency is high, and unlearning can be effectively prevented in regions where the usage frequency is low.
  • the learning correction coefficient F Corr is input to the injection amount correction unit 92 shown in FIG.
  • the injection amount correction unit 92 multiplies each basic injection amount of pilot injection Q Pilot , pre-injection Q Pre , main injection Q Main , after-injection Q After , and post-injection Q Post by a learning correction coefficient F Corr. The injection amount is corrected. Thus, the fuel injection amount Q fnl_corrd after learning correction is calculated.
  • MAF correction coefficient calculating unit 95 MAF is used to set the MAF target value MAF SPL_Trgt and the target injection amount Q SPR_Trgt during SOx purge control and the setting of the MAF target value MAF NPL_Trgt and the target injection amount Q NPR_Trgt during NOx purge control A correction coefficient Maf_corr is calculated.
  • the fuel injection amount of each injector 11 is corrected based on the error ⁇ between the actual lambda value ⁇ Act and the estimated lambda value ⁇ Est detected by the NOx / lambda sensor 45.
  • the factor of error ⁇ is not necessarily only the effect of the difference between the commanded injection amount and the actual injection amount for each injector 11. That is, there is a possibility that the error of not only each injector 11 but also the MAF sensor 40 affects the lambda error ⁇ .
  • FIG. 14 is a block diagram showing the setting process of the MAF correction coefficient Maf_corr by the MAF correction coefficient calculation unit 95.
  • the correction coefficient setting map 96 is a map that is referred to based on the engine speed Ne and the accelerator opening Q.
  • the MAF indicating the sensor characteristics of the MAF sensor 40 corresponding to the engine speed Ne and the accelerator opening Q.
  • the correction coefficient Maf_corr is set in advance based on experiments or the like.
  • the MAF correction coefficient calculation unit 95 reads the MAF correction coefficient Maf_corr from the correction coefficient setting map 96 using the engine speed Ne and the accelerator opening Q as input signals, and outputs the MAF correction coefficient Maf_corr to the MAF target value calculation unit 62, 72 and the injection amount target value calculation units 66 and 76.
  • SOx purge control when the MAF target value MAF SPL_Trgt and the target injection amount Q SPR_Trgt, the setting of the MAF target value MAF NPL_Trgt and the target injection amount Q NPR_Trgt during NOx purge control effectively the sensor characteristics of the MAF sensor 40 It becomes possible to reflect.
  • the exhaust purification system and the NOx purification capacity recovery method of the present invention have an effect that the temperature of the NOx occlusion reduction type catalyst can be optimized in the regeneration process of the NOx reduction type catalyst, and the exhaust gas output from the internal combustion engine is effectively reduced. Useful in terms of purification.

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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)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un système de purification de gaz d'échappement comprenant : un catalyseur de réduction de NOx (32) situé dans le passage d'échappement d'un moteur à combustion interne (10); un capteur de NOx/lambda (capteur de facteur d'excès d'air) (45) qui détecte le facteur d'excès d'air pour un gaz d'échappement qui est passé à travers le catalyseur de réduction de NOx (32); et une unité de commande (50) qui exécute une régénération, avec laquelle la capacité de purification de NOx du catalyseur de réduction de NOx est récupérée, en utilisant à la fois une commande de système d'air qui réduit le volume d'air d'admission et une commande de système d'injection qui augmente le volume d'injection de carburant, et en commutant le rapport air-carburant de gaz d'échappement entre un état pauvre et un état riche. Lorsqu'une condition d'interdiction d'apprentissage n'a pas été réalisée, l'unité de commande (50) : obtient une valeur d'apprentissage conformément à la différence entre un facteur d'excès d'air estimé et un facteur d'excès d'air réel, détectée par le capteur de facteur d'excès d'air; et corrige le volume d'injection de carburant pendant la commande de système d'injection, sur la base de la valeur d'apprentissage obtenue. Si la condition d'interdiction d'apprentissage a été réalisée, l'unité de commande (50) n'obtient pas la valeur d'apprentissage.
PCT/JP2016/052955 2015-02-02 2016-02-01 SYSTÈME DE PURIFICATION DE GAZ D'ÉCHAPPEMENT ET PROCÉDÉ DE RÉCUPÉRATION DE CAPACITÉ DE PURIFICATION DE NOx WO2016125755A1 (fr)

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CN107218146B (zh) * 2017-04-13 2023-05-12 东风商用车有限公司 一种宽域氧传感器的特性自学习装置及其使用方法
JP6575562B2 (ja) * 2017-06-06 2019-09-18 マツダ株式会社 エンジンの排気浄化装置
JP2022053307A (ja) * 2020-09-24 2022-04-05 いすゞ自動車株式会社 ピストン温度推定装置およびピストン温度推定方法
JP7363727B2 (ja) * 2020-09-24 2023-10-18 いすゞ自動車株式会社 内燃機関の制御装置および内燃機関システム

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JPH1054277A (ja) * 1996-08-08 1998-02-24 Honda Motor Co Ltd 内燃機関の空燃比制御装置
JP2005133703A (ja) * 2003-10-09 2005-05-26 Toyota Motor Corp 内燃機関の空燃比制御装置
JP2005207405A (ja) * 2003-07-30 2005-08-04 Denso Corp 多気筒内燃機関の気筒別空燃比算出装置
JP2007064066A (ja) * 2005-08-30 2007-03-15 Toyota Motor Corp 内燃機関の排気空燃比制御装置

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Publication number Priority date Publication date Assignee Title
JPH1054277A (ja) * 1996-08-08 1998-02-24 Honda Motor Co Ltd 内燃機関の空燃比制御装置
JP2005207405A (ja) * 2003-07-30 2005-08-04 Denso Corp 多気筒内燃機関の気筒別空燃比算出装置
JP2005133703A (ja) * 2003-10-09 2005-05-26 Toyota Motor Corp 内燃機関の空燃比制御装置
JP2007064066A (ja) * 2005-08-30 2007-03-15 Toyota Motor Corp 内燃機関の排気空燃比制御装置

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