WO2017010542A1 - 吸蔵量推定装置 - Google Patents

吸蔵量推定装置 Download PDF

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Publication number
WO2017010542A1
WO2017010542A1 PCT/JP2016/070813 JP2016070813W WO2017010542A1 WO 2017010542 A1 WO2017010542 A1 WO 2017010542A1 JP 2016070813 W JP2016070813 W JP 2016070813W WO 2017010542 A1 WO2017010542 A1 WO 2017010542A1
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Prior art keywords
nox
amount
occlusion
sox
exhaust
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PCT/JP2016/070813
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English (en)
French (fr)
Japanese (ja)
Inventor
輝男 中田
隆行 坂本
長岡　大治
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いすゞ自動車株式会社
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Priority to CN201680041455.5A priority Critical patent/CN107835892B/zh
Publication of WO2017010542A1 publication Critical patent/WO2017010542A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • 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

Definitions

  • the present invention relates to an occlusion amount estimation device, and more particularly to estimation of an NOx occlusion amount in a NOx occlusion reduction type catalyst.
  • 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.
  • the NOx occlusion reduction catalyst occludes NOx contained in the exhaust when the exhaust is in a lean atmosphere, and harmless NOx occluded by hydrocarbons contained in the exhaust when the exhaust is in a rich atmosphere. 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 gas rich must be periodically performed to recover the NOx occlusion capability (see, for example, 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. For this reason, when the SOx occlusion amount reaches a predetermined amount, so-called SOx purge that raises the exhaust gas temperature to the SOx desorption temperature is periodically performed in order to desorb SOx from the NOx occlusion reduction catalyst and recover from sulfur poisoning. It is necessary to do this (for example, see Patent Document 2).
  • the NOx occlusion characteristic is impaired as the SOx occlusion amount increases.
  • the knowledge that this NOx occlusion characteristic changes depending on the catalyst temperature as well as the SOx occlusion amount was obtained. That is, the knowledge that the NOx occlusion characteristics change according to the catalyst temperature even when the SOx occlusion amount does not change was obtained by experiments.
  • the occlusion amount estimation device of the present disclosure aims to improve the accuracy of estimation of the NOx occlusion amount of the NOx occlusion reduction type catalyst.
  • An occlusion amount estimation device is provided in an exhaust system of an internal combustion engine.
  • the NOx occlusion reduction type catalyst is configured to occlude NOx in exhaust gas in an exhaust lean state and reduce and purify NOx occluded in an exhaust rich state.
  • a storage amount estimation device, a NOx equivalent acquisition means for acquiring a NOx equivalent of SOx stored in the NOx storage reduction catalyst based on a temperature of the NOx storage reduction catalyst, and the NOx storage reduction catalyst Total NOx occlusion amount estimation means for estimating the total NOx occlusion amount occluded in the NOx occlusion reduction catalyst based on the amount of NOx accumulated in the NOx and the NOx equivalent.
  • the storage amount estimation device of the present disclosure it is possible to improve the accuracy of estimation of the NOx storage amount of the NOx storage reduction 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 block diagram showing the end processing of the SOx purge control according to the present embodiment.
  • FIG. 7 is a timing chart illustrating the NOx purge control according to this embodiment.
  • 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
  • FIG. 8 is a block diagram showing the start / end processing of the NOx purge control according to this embodiment.
  • FIG. 9 is a block diagram showing the NOx accumulation rate calculation process of the NOx occlusion amount calculation unit according to the present embodiment.
  • FIG. 10 is a conceptual diagram of MAP schematically showing the conversion rate of the catalyst temperature and the NOx equivalent according to the present embodiment.
  • FIG. 11 is a block diagram showing the total NOx storage amount calculation process of the NOx storage amount calculation unit according to the present embodiment.
  • FIG. 12 is a conceptual diagram of the MAP schematically showing the relationship between the NOx accumulation rate and the second storage efficiency according to the present embodiment.
  • FIG. 13 is a block diagram showing the MAF target value setting process during NOx purge lean control according to this embodiment.
  • FIG. 14 is a block diagram showing a target injection amount setting process during NOx purge rich control according to the present embodiment.
  • FIG. 15 is a block diagram showing processing for correcting the injection amount of the in-cylinder injector according to the present embodiment.
  • FIG. 16 is a flowchart for explaining the calculation processing of the learning correction coefficient of the in-cylinder injector according to the present embodiment.
  • FIG. 17 is a block diagram showing MAF correction coefficient setting processing according to this embodiment.
  • each cylinder of a diesel engine (hereinafter simply referred to as “engine”) 10 is provided with an in-cylinder injector 11 that directly injects high-pressure fuel that is stored in a common rail (not shown) into each cylinder. Yes.
  • the fuel injection amount and fuel injection timing of each in-cylinder injector 11 are controlled according to 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.
  • reference numeral 41 denotes an engine speed sensor
  • reference numeral 42 denotes an accelerator opening sensor
  • reference numeral 46 denotes a boost pressure sensor.
  • 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.
  • the exhaust passage 13 upstream of the oxidation catalyst 31 is provided with an exhaust injector 34 that injects unburned fuel (mainly HC) into the exhaust passage 13 in accordance with an instruction signal input from the ECU 50. Yes.
  • 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 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 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 performing exhaust pipe injection is transmitted to the exhaust injector 34, or an instruction signal for performing post injection is transmitted to each in-cylinder injector 11, and the exhaust gas is exhausted. 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 in-cylinder 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. It is possible to effectively eliminate influences such as deterioration, characteristic changes, and individual differences.
  • 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 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, and
  • 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 injector 34 or each in-cylinder 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 in-cylinder injector 11. It is supposed to be.
  • 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. Effects such as deterioration and characteristic changes 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. It may be estimated based on the exothermic reaction in the NOx occlusion reduction type catalyst 32 or 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.
  • FIG. 6 is a block diagram showing the end processing of the SOx purge control.
  • the SOx occlusion amount calculation unit 67 is based on the following mathematical formula (3), and is calculated based on the following equation (3).
  • the total SOx occlusion amount when it is assumed that the entire amount is generated in the exhaust and occluded in the occlusion material of the NOx occlusion reduction type catalyst 32 SOx_TTL (g) is calculated.
  • the amount of SOx SOx _Oil from SOx amount SOx _Fuel and engine oil derived fuels is calculated on the basis of the operating state of the internal combustion engine.
  • the SOx release amount SOx_out is calculated based on the catalyst temperature of the NOx storage reduction catalyst 32 and the like.
  • the catalyst temperature is based on the inlet temperature of the oxidation catalyst 31 detected by the first exhaust temperature sensor 43, the HC / CO heat generation amount inside the oxidation catalyst 31 and the NOx storage reduction catalyst 32, the heat release amount to the outside, and the like. Can be estimated.
  • the SOx release amount SOx_out is expressed as a negative value.
  • the total amount (i.e., total amount of SOx occlusion SOx_ TTL) is not necessarily occluded in the occlusion material of the NOx occlusion-reduction catalyst 32, the other materials and precious metals other than occlusion material Occluded.
  • SOx occlusion amount calculation unit 67 as shown in the following formula (4), the total amount of SOx occlusion SOx_ TTL, predetermined storage rate coefficient C a (0 ⁇ C ⁇ 1) The multiplied value is estimated as the SOx occlusion amount SOx_STR (g) in the occlusion material of the NOx occlusion reduction type catalyst 32.
  • the occlusion ratio coefficient C may be a constant obtained in advance through experiments or the like, or may be a variable read from a map referenced by the catalyst temperature and the heat history.
  • the SOx occlusion amount SOx_STR in the occlusion material of the NOx occlusion reduction catalyst 32 is estimated in consideration of the SOx adsorption amount other than the occlusion material, so that the NOx occlusion reduction catalyst 32 of the NOx occlusion reduction catalyst 32 can be more accurately estimated.
  • the SOx occlusion amount in the occlusion material can be estimated.
  • SOx purge control termination instruction section 68 (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, (2) When the elapsed time measured from the start of the SOx purge control reaches a predetermined upper threshold time, (3) the SOx occlusion amount SOx_STR in the occlusion material of the NOx occlusion reduction type catalyst 32 calculated by the SOx occlusion amount calculation unit 67 is If any of the conditions in the case of lowered to a predetermined threshold value indicating a SOx removal success is established, SOx purge flag F SP to clear the end the SOx purge control (time t 4 in FIG. 2, the time t n see FIG. 5 ).
  • the SOx occlusion amount SOx_STR can be estimated with high accuracy, so that the end of the SOx purge process is appropriately controlled by performing control using the SOx occlusion amount SOx_STR. Can do.
  • the cumulative injection amount and the upper limit of the elapsed time are set as the SOx purge control end condition, so that the fuel consumption is excessive when the SOx purge does not progress due to a decrease in the exhaust temperature or the like. Can be effectively prevented.
  • 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.
  • FIG. 8 is a block diagram showing the start / end processing of the NOx purge control.
  • the NOx occlusion amount calculation unit 77 includes a first operation unit 77a and a second operation unit 77c, and calculates the amount of SOx occluded in the NOx occlusion reduction type catalyst 32 (SOx occlusion amount).
  • SOx occlusion amount The total NOx occlusion amount considered ( NOx_STR , see FIG. 11) is estimated.
  • the first computing unit 77 a is configured to store the catalyst temperature of the NOx storage reduction catalyst 32, the SOx storage amount ( SOx_STR ) of the NOx storage reduction catalyst 32, and the NOx stored in the NOx storage reduction catalyst 32.
  • NOx storage rate ( NOx_LEV ) stored in the NOx storage reduction catalyst 32 is acquired based on the amount of NOx storage amount NOx_STR_old and the maximum NOx storage amount in the NOx storage reduction catalyst 32.
  • the first computing unit 77a acquires the NOx equivalent of SOx stored in the NOx storage reduction catalyst 32.
  • the NOx equivalent means a NOx occlusion amount equivalent to the SOx occlusion amount.
  • the 1st calculating part 77a acquires NOx equivalent according to catalyst temperature with reference to conversion factor MAP77b.
  • the conversion rate MAP77b defines the relationship between the conversion rate of the SOx occlusion amount to the NOx equivalent and the catalyst temperature.
  • the conversion factor corresponding to the catalyst temperature a ° C. is 0.5.
  • the first calculation unit 77a obtains the NOx equivalent by multiplying the SOx occlusion amount by the conversion rate at the catalyst temperature.
  • the first calculator 77a acquires 0.5 g / L as the NOx equivalent.
  • the first computing unit 77a uses the NOx accumulation amount ( NOx_STR_old ) when acquiring the NOx accumulation rate.
  • This NOx accumulation amount is calculated by subtracting the NOx reduction amount from the total NOx occlusion amount.
  • the total NOx occlusion amount used here is the previous value of the total NOx occlusion amount calculated by the NOx occlusion amount calculation unit 77.
  • the NOx reduction amount is the product of the air flow rate during NOx purge control and the NOx reduction efficiency of the NOx storage reduction catalyst 32.
  • a model formula or MAP that defines the reduction efficiency is created based on actually measured data and the NOx reduction efficiency is acquired.
  • the first calculation unit 77a calculates the NOx accumulation rate based on the NOx accumulation amount, the NOx equivalent amount, and the maximum NOx occlusion amount. For example, the first calculation unit 77a obtains an addition value of the NOx accumulation amount and the NOx equivalent, and obtains the ratio of the obtained addition value to the maximum NOx occlusion amount as the NOx accumulation rate.
  • the maximum NOx occlusion amount also changes according to the catalyst temperature. For this reason, the 1st calculating part 77a acquires the largest NOx occlusion amount according to catalyst temperature from a model formula or MAP.
  • the second calculator 77c estimates the total NOx occlusion amount ( NOx_STR ) based on the catalyst temperature, MAF value, NOx accumulation rate ( NOx_LEV ), and engine outlet NOx amount. For example, the second calculation unit 77c acquires the first storage efficiency based on the catalyst temperature and the intake air amount by referring to the first storage efficiency MAP77d that defines the relationship between the catalyst temperature and the MAF value and the first storage efficiency. . Similarly, the second calculation unit 77c refers to the second storage efficiency MAP 77e that defines the relationship between the NOx storage rate degree and the MAF value and the second storage efficiency, so that the second storage unit based on the NOx storage rate degree and the MAF value. Get efficiency. Further, the second calculation unit 77c estimates the total NOx storage amount by multiplying the engine outlet NOx amount by the first storage efficiency and the second storage efficiency.
  • the NOx accumulation rate of the symbol b is determined based on the addition value obtained by adding the NOx accumulation amount and the NOx equivalent.
  • the NOx accumulation rate of the symbol b ′ is determined based only on the NOx accumulation amount without considering the NOx equivalent. That is, the difference between the NOx accumulation rate b and the NOx accumulation rate b ′ corresponds to the change in the accumulation rate due to the NOx equivalent (SOx poisoning). Therefore, it can be said that the second occlusion efficiency of the symbol c is higher in accuracy than the second occlusion efficiency of the symbol c ′ because the SOx poisoning amount corresponding to the catalyst temperature is taken into consideration.
  • the set of the second calculation unit 77c and the first calculation unit 77a is based on the NOx accumulation amount ( NOx_STR_old ) and the NOx equivalent.
  • the total NOx occlusion amount occluded in the NOx occlusion reduction type catalyst 32 is estimated. Since the NOx equivalent is determined based on the SOx occlusion amount and the catalyst temperature, an appropriate value corresponding to the catalyst temperature can be acquired. As a result, the estimation accuracy of the NOx occlusion amount in the NOx occlusion reduction type catalyst 32 can be improved.
  • the total amount of SOx occlusion SOx_ TTL without since the SOx occlusion amount SOx_ STR which is estimated to be occluded by the occluding material of the NOx occlusion-reduction catalyst 32 is used in the calculation, also in this respect The estimation accuracy of the NOx occlusion amount can be improved.
  • the conversion rate to NOx equivalent corresponding to the catalyst temperature is acquired from the conversion rate MAP77b, and the NOx equivalent is acquired by multiplying the acquired conversion rate by the SOx occlusion amount.
  • the conversion rate MAP may be a three-dimensional MAP with the catalyst temperature and the SOx occlusion amount as inputs. If comprised in this way, the NOx equivalent which considered each of catalyst temperature and SOx occlusion amount can be acquired, and the estimation precision of NOx occlusion amount can be improved further.
  • NOx purge start / end instruction section 78 the following cases (1) to (3), check the NOx purge flag F NP starting the NOx purge control.
  • a predetermined threshold value reference time t 1 in FIG. 7.
  • NOx purification by the NOx occlusion reduction type catalyst 32 calculated from the NOx emission amount on the upstream side of the catalyst estimated from the operating state of the engine 10 and the NOx amount on the downstream side of the catalyst detected by the NOx / lambda sensor 45 When the rate is lower than a predetermined threshold.
  • the NOx occlusion amount NOx_STR can be estimated with high accuracy. Therefore, the start of the NOx purge process is appropriately controlled by performing control using the NOx occlusion amount NOx_STR. be able to.
  • 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. 13 is a block diagram showing processing for setting the MAF target value MAF NPL_Trgt during 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 during NOx purge lean control based on the following formula (5).
  • Equation (5) 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.
  • 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. 7).
  • 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 uses 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 in-cylinder 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. Effects such as deterioration and characteristic changes can be effectively eliminated.
  • FIG. 14 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 a target injection amount Q NPR_Trgt at the time of NOx purge rich control based on the following formula (6).
  • 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, and
  • Maf_corr is a MAF correction coefficient described later. Show.
  • the target injection amount Q NPR_Trgt calculated by the injection amount target value calculation unit 76 is transmitted as an injection instruction signal to the exhaust injector 34 or each in-cylinder injector 11 when the NOx purge flag F NP is turned on (time t in FIG. 7). 1 ). This transmission of the injection instruction signal is continued until the NOx purge flag F NP is turned off (time t 2 in FIG. 7) by the end determination of NOx purge control described later.
  • the target injection amount Q NPR_Trgt is set based on the excess air ratio target value ⁇ NPR_Trgt read from the fourth target excess air ratio setting map 75 and the fuel injection amount of each in-cylinder injector 11. It is supposed to be.
  • 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. Effects such as deterioration and characteristic changes 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 (5).
  • the NOx purge start / end instructing unit 78 (1) accumulates the injection amount of the exhaust pipe injection or the post injection from the ON of the NOx purge flag F NP , and when this accumulated injection amount reaches a predetermined upper limit threshold amount, (2 ) If the elapsed time has timed from the start of the NOx purge control has reached a predetermined upper limit threshold time, (3) NOx occlusion amount NOx_ STR of the NOx occlusion reduction type catalyst 32 is calculated by the NOx occlusion amount calculation unit 77 NOx removal If any of the conditions in the case of successful drops to a predetermined threshold value indicating a is satisfied, it turns off the NOx purge flag F NP terminate the NOx purge process (see time in FIG. 7 t 2).
  • the NOx occlusion amount NOx_STR can be estimated with high accuracy, so that the end of the NOx purge process is appropriately controlled by performing control using the NOx occlusion amount NOx_STR. be able to.
  • the cumulative injection amount and the upper limit of the elapsed time are provided as the NOx purge control end condition, so that the fuel consumption is excessive when the NOx purge is not successful due to a decrease in the exhaust temperature or the like. Can be reliably prevented.
  • 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 (MAF follow-up control) for correcting the fuel injection timing and the fuel injection amount of each in-cylinder injector 11 according to the MAF change is executed.
  • the in-cylinder injector learning correction unit 90 includes a learning correction coefficient calculation unit 91, an injection amount correction unit 92, and a learning correction prohibition unit 93.
  • the learning correction coefficient calculation unit 91 performs injection of each in-cylinder injector 11 based on the error ⁇ between the actual lambda value ⁇ Act detected by the NOx / lambda sensor 45 and the estimated lambda value ⁇ Est during the lean operation of the engine 10.
  • An amount learning correction coefficient F Corr is calculated.
  • 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 matches the estimated lambda value ⁇ Est in the exhaust gas discharged from the engine 10. Conceivable. That is, when an error ⁇ occurs between the actual lambda value ⁇ Act and the estimated lambda value ⁇ Est , it can be assumed that the difference is between the instructed injection amount for each in-cylinder injector 11 and the actual injection amount.
  • 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 as an input signal.
  • the estimated lambda value ⁇ Est may be estimated and calculated from the operating state of the engine 10 according to the engine speed Ne and the accelerator opening Q.
  • the learning value map 91B is a map that is referred to based on the engine speed Ne and the accelerator opening Q, and a plurality of learning areas partitioned according to the engine speed Ne and the accelerator opening Q on the map. Is set. These learning regions are set to have a narrower range as the region is used more frequently, and are set to a wider region as the region is used less frequently. As a result, learning accuracy is improved in areas where the usage frequency is high, and unlearning is effectively prevented in areas where the usage frequency is low.
  • the learning prohibition flag F Pro is either (1) the SOx purge flag F SP is on, (2) the NOx purge flag F NP is on, (3) the filter regeneration flag F DPF is on, or (4) the engine 10 It is turned on during a period in which any one of the operation states is transient operation. This is because when these conditions are satisfied, the error ⁇ increases due to the change in the actual lambda value ⁇ Act , and the update of the learning value map 91B based on the accurate learning value F CorrAdpt cannot be performed.
  • Whether or not the engine 10 is in a transient operation state is determined based on, for example, the time change amount of the actual lambda value ⁇ Act detected by the NOx / lambda sensor 45 when the time change amount is larger than a predetermined threshold value. What is necessary is just to determine with a transient operation state.
  • prohibits updating of the learning value map 91B during on the learning prohibition flag F Pro may be configured to prohibit the operation of the learning value F CorrAdpt.
  • step S300 it is determined whether the engine 10 is in a lean operation state based on the engine speed Ne, the accelerator opening Q, and the like. If it is in the lean operation state, the process proceeds to step S310 to start the calculation of the learning correction coefficient.
  • step S320 it is determined whether or not the absolute value
  • step S330 it is determined whether or not the learning prohibition flag FPro is turned off by the learning correction prohibition unit 93.
  • the learning prohibition flag F Pro is off (Yes)
  • the present control proceeds to step S340 to update the learning value map 91B.
  • the learning prohibition flag FPro is on (No)
  • this control is returned without updating the learning value map 91B.
  • step S340 the learning value map 91B (see FIG. 15) 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. In this way, by correcting the fuel injection amount to each in-cylinder injector 11 with the learning value corresponding to the error ⁇ between the estimated lambda value ⁇ Est and the actual lambda value ⁇ Act , It becomes possible to effectively eliminate variations such as individual differences.
  • 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 in-cylinder injector 11 is corrected based on the error ⁇ between the actual lambda value ⁇ Act detected by the NOx / lambda sensor 45 and the estimated lambda value ⁇ Est .
  • the factor of error ⁇ is not necessarily the only effect of the difference between the commanded injection amount and the actual injection amount for each in-cylinder injector 11. That is, there is a possibility that the error of the MAF sensor 40 as well as the in-cylinder injectors 11 affects the lambda error ⁇ .
  • FIG. 17 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 is shown in FIG.
  • 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 storage amount estimation device of the present invention is useful in that it can improve the accuracy of estimation of the NOx storage amount of the NOx storage reduction catalyst.

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PCT/JP2016/070813 2015-07-16 2016-07-14 吸蔵量推定装置 WO2017010542A1 (ja)

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JP2000265825A (ja) * 1999-03-18 2000-09-26 Nissan Motor Co Ltd エンジンの排気浄化装置
JP2003184545A (ja) * 2001-12-20 2003-07-03 Toyota Motor Corp 内燃機関の排気浄化触媒還元量検出方法、排気浄化管理方法、排気浄化触媒ＮＯｘ吸蔵量算出方法及び装置
JP2009085018A (ja) * 2007-09-27 2009-04-23 Toyota Motor Corp 内燃機関の排気浄化システム
US20120095666A1 (en) * 2010-10-17 2012-04-19 Southwest Research Institute Adaptive Desulfation and Regeneration Methods for Lean NOx Trap

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EP0892159A3 (en) * 1997-07-17 2000-04-26 Hitachi, Ltd. Exhaust gas cleaning apparatus and method for internal combustion engine
JP2006169997A (ja) * 2004-12-14 2006-06-29 Nissan Motor Co Ltd 触媒の劣化判定装置
JP2008202425A (ja) * 2007-02-16 2008-09-04 Mitsubishi Motors Corp 排ガス浄化装置
JP5067614B2 (ja) * 2007-08-21 2012-11-07 株式会社デンソー 内燃機関の排気浄化装置
JP5258319B2 (ja) * 2008-02-15 2013-08-07 ボッシュ株式会社 酸化触媒の故障診断装置及び酸化触媒の故障診断方法、並びに内燃機関の排気浄化装置

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Publication number Priority date Publication date Assignee Title
JP2000265825A (ja) * 1999-03-18 2000-09-26 Nissan Motor Co Ltd エンジンの排気浄化装置
JP2003184545A (ja) * 2001-12-20 2003-07-03 Toyota Motor Corp 内燃機関の排気浄化触媒還元量検出方法、排気浄化管理方法、排気浄化触媒ＮＯｘ吸蔵量算出方法及び装置
JP2009085018A (ja) * 2007-09-27 2009-04-23 Toyota Motor Corp 内燃機関の排気浄化システム
US20120095666A1 (en) * 2010-10-17 2012-04-19 Southwest Research Institute Adaptive Desulfation and Regeneration Methods for Lean NOx Trap

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