WO2023007530A1 - Procédé et dispositif de commande de chauffe de catalyseur pour moteur à combustion interne - Google Patents

Procédé et dispositif de commande de chauffe de catalyseur pour moteur à combustion interne Download PDF

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Publication number
WO2023007530A1
WO2023007530A1 PCT/JP2021/027469 JP2021027469W WO2023007530A1 WO 2023007530 A1 WO2023007530 A1 WO 2023007530A1 JP 2021027469 W JP2021027469 W JP 2021027469W WO 2023007530 A1 WO2023007530 A1 WO 2023007530A1
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WO
WIPO (PCT)
Prior art keywords
catalyst
catalyst warm
internal combustion
turbine
combustion engine
Prior art date
Application number
PCT/JP2021/027469
Other languages
English (en)
Japanese (ja)
Inventor
容康 木村
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to PCT/JP2021/027469 priority Critical patent/WO2023007530A1/fr
Publication of WO2023007530A1 publication Critical patent/WO2023007530A1/fr

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Classifications

    • 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
    • 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
    • F01N3/24—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 constructional aspects of converting apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to catalyst warm-up control in an internal combustion engine having a catalyst upstream of the turbine of a turbocharger.
  • the catalyst provided in the exhaust system for purifying exhaust gas is often arranged downstream of the turbine of the turbocharger.
  • the catalyst may be placed upstream of the turbine of the turbocharger. In such a configuration, even if the waste gate valve is fully opened during the catalyst warm-up operation, it is not effective for heating the catalyst.
  • the present invention relates to catalyst warm-up control for an internal combustion engine in which at least one catalyst is arranged upstream of a turbine of a turbocharger, wherein during catalyst warm-up operation, the opening of a waste gate valve of the turbine is reduced or the opening of the turbine is reduced.
  • the opening of the variable nozzle By reducing the opening of the variable nozzle, the temperature of the exhaust gas upstream of the turbine is increased.
  • FIG. 2 is a configuration explanatory diagram of a series hybrid vehicle
  • FIG. 1 is a configuration explanatory diagram of an internal combustion engine to which catalyst warm-up control of one embodiment is applied; Explanatory drawing of a variable nozzle.
  • FIG. 2 shows the system configuration of the internal combustion engine 2.
  • the internal combustion engine 2 is a four-stroke cycle spark ignition internal combustion engine equipped with a turbocharger 12.
  • a pair of intake valves 14 and a pair of exhaust valves 15 are arranged on the ceiling wall surface of each cylinder 13.
  • an ignition plug 16 is arranged in a central portion surrounded by the intake valve 14 and the exhaust valve 15 .
  • a fuel injection valve 17 that supplies fuel into the cylinder 13 is provided below the intake valve 14 .
  • the engine controller 8 controls the ignition timing of the ignition plug 16 and the injection timing and injection amount of fuel by the fuel injection valve 17 .
  • variable valve timing mechanisms 18 and 19 that can change their opening timing and closing timing.
  • variable valve timing mechanisms 18 and 19 may be of any type, for example, a type of mechanism that retards the phase of the camshaft with respect to the phase of the crankshaft can be used.
  • the recirculation valve 27 is basically for suppressing a phenomenon in which the pressure rises transiently upstream of the throttle valve 22 when the throttle valve 22 suddenly closes and decelerates rapidly. is open, the pressure downstream of the compressor 12a is released to the low pressure side upstream of the compressor 12a.
  • a turbine 12 b of the turbocharger 12 is positioned in the exhaust passage 30 , and a catalyst device 31 is arranged upstream of this turbine 12 b , that is, between the turbine 12 b and the exhaust valve 15 .
  • the catalyst device 31 has a shape in which a three-way catalyst 31A, a particulate filter (so-called GPF) 31B for collecting exhaust particulates, and an oxidation catalyst 31C are arranged in series from the upstream side. It has a configuration that is combined with A selective catalytic reduction device, that is, an SCR device 32 is arranged downstream of the turbine 12b to reduce NOx using urea water as a second catalyst.
  • the upstream catalytic device 31 is mounted, for example, adjacent to the cylinder head of the internal combustion engine 2, and the SCR device 32 is arranged, for example, under the floor of the vehicle.
  • Turbine 12b includes a wastegate valve 34 that bypasses a portion of the exhaust in response to boost pressure to control boost pressure.
  • the wastegate valve 34 is of an electric type whose opening is controlled by the engine controller 8 .
  • an exhaust gas recirculation passage 35 for recirculating part of the exhaust gas from the exhaust passage 30 to the intake passage 21 is provided. It is
  • the engine controller 8 includes a crank angle sensor 41 for detecting the engine rotation speed, a water temperature sensor 42 for detecting the cooling water temperature, and a catalyst temperature of the catalyst device 31 (for example, catalyst temperature sensors 43 and 44 for detecting the catalyst temperature of the three-way catalyst 31A) and the catalyst temperature of the SCR device 32, respectively; an atmospheric pressure sensor 45 for detecting atmospheric pressure; Detection signals from sensors such as the supercharging pressure sensor 47 are input. Based on these detection signals, the engine controller 8 controls the fuel injection amount, injection timing, ignition timing, opening of the throttle valve 22, opening of the recirculation valve 27, opening of the waste gate valve 34, intake valve 14 and The opening/closing timing of the exhaust valve 15, etc. are optimally controlled. Instead of directly detecting the carrier temperature of the catalyst, the catalyst temperature sensors 43 and 44 may indirectly determine the catalyst temperature from the temperature of the gas before and after the catalyst.
  • the catalytic converter 31 is warmed up before the actual start of power generation in order to quickly secure the exhaust purification performance by warming up the catalytic converter 31 .
  • a warm-up operation is performed.
  • air-fuel ratio control is executed with the stoichiometric air-fuel ratio as the target air-fuel ratio, and retarded combustion is performed in which the ignition timing is retarded due to an increase in exhaust temperature.
  • the waste gate valve 34 in the turbine 12b of the turbocharger 12 is controlled to be fully closed. This increases the resistance to the exhaust flow, increasing the pressure and temperature of the exhaust from the exhaust valve 15 to the turbine 12b. As a result, the catalyst device 31 located upstream of the turbine 12b is effectively warmed, and the three-way catalyst 31A and the oxidation catalyst 31C quickly reach their activation temperatures. When at least the most upstream three-way catalyst 31A reaches the activation temperature, the exhaust purification action during the catalyst warm-up operation can be obtained.
  • a first method for suppressing the output is correction for decreasing the opening of the throttle valve 22.
  • the second means is to appropriately open the recirculation valve 27, which is generally opened during deceleration (when the throttle valve 22 is closed), to reduce the supercharging pressure.
  • the temperature of the SCR device 32 is monitored when the upstream catalyst warm-up progresses to some extent, and if the temperature of the SCR device 32 is below the threshold, the opening of the waste gate valve 34 is increased. to correct. As a result, part of the exhaust gas is introduced into the SCR device 32 without passing through the turbine 12b, thereby promoting the warm-up of the SCR device 32.
  • FIG. 3 is an explanatory diagram of an example of the variable nozzle 51.
  • the turbocharger 12 equipped with the variable nozzle 51 is adapted to correspond to the magnitude of the exhaust flow rate by varying the nozzle area of the exhaust inlet in the scroll of the turbine 12b. 52 operates to change the nozzle area of the variable nozzle 51 .
  • variable nozzle 51 is controlled to the minimum opening degree during the catalyst warm-up operation. This increases the resistance to the flow of the exhaust, again increasing the pressure and temperature of the exhaust from the exhaust valve 15 to the turbine 12b. Therefore, the catalyst device 31 located upstream of the turbine 12b is effectively warmed.
  • Warming up of the SCR device 32 on the downstream side is also the same as in the above embodiment. If there is, the opening degree of the variable nozzle 51 is corrected to increase.
  • variable nozzle 51 can be set to the minimum opening degree, and in addition, the waste gate valve 34 can be fully closed.
  • the variable nozzle 51 may be set to the minimum opening.
  • control that fully closes the waste gate valve 34 or minimizes the opening of the variable nozzle 51 during catalyst warm-up operation also improves the transient response when transitioning from catalyst warm-up operation to power generation operation. contribute. That is, since the turbine 12b is maintained in a state of rotating at a relatively high speed, the output can be immediately increased to the vicinity of the best fuel consumption point.
  • the present invention is not limited to the above embodiment, and various modifications are possible.
  • the present invention is not limited to the internal combustion engine of a series hybrid vehicle, and can be widely applied to other types of hybrid vehicles and internal combustion engines of general vehicles using only an internal combustion engine as a drive source.
  • the catalyst arranged upstream of the turbine is not limited to the catalyst device having the combined structure as in the above embodiment, and may be any catalyst such as a three-way catalyst or an oxidation catalyst depending on the specifications of the internal combustion engine.
  • the present invention is not limited to internal combustion engines that perform lean combustion.
  • the waste gate valve 34 is fully closed or the variable nozzle 51 is set to the minimum opening during catalyst warm-up, but it may be set to an appropriate intermediate opening.

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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)
  • Supercharger (AREA)

Abstract

Un moteur à combustion interne (2) qui entraîne un moteur-générateur (1) pour générer de l'électricité dans un véhicule hybride en série comprend un dispositif catalyseur (31) en amont d'une turbine (12b) d'un turbocompresseur (12). Une opération de chauffe de catalyseur se produit avant une opération de génération d'énergie complète efficace au début du déplacement d'un véhicule. Un dispositif de commande de moteur (8) ferme complètement une soupape de décharge (34) pendant une opération de chauffe de catalyseur. Cela augmente la résistance au flux d'échappement, en augmentant la pression et la température de l'échappement sur le côté amont de la turbine (12b). Ceci favorise la chauffe du dispositif catalyseur (31). Un degré d'ouverture d'une soupape d'étranglement (22) est réduit, par exemple, pour limiter la sortie.
PCT/JP2021/027469 2021-07-26 2021-07-26 Procédé et dispositif de commande de chauffe de catalyseur pour moteur à combustion interne WO2023007530A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2021/027469 WO2023007530A1 (fr) 2021-07-26 2021-07-26 Procédé et dispositif de commande de chauffe de catalyseur pour moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2021/027469 WO2023007530A1 (fr) 2021-07-26 2021-07-26 Procédé et dispositif de commande de chauffe de catalyseur pour moteur à combustion interne

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WO2023007530A1 true WO2023007530A1 (fr) 2023-02-02

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008208742A (ja) * 2007-02-23 2008-09-11 Toyota Motor Corp ディーゼルエンジン制御装置
JP2008280873A (ja) * 2007-05-09 2008-11-20 Nissan Motor Co Ltd 内燃機関
WO2013105226A1 (fr) * 2012-01-11 2013-07-18 トヨタ自動車株式会社 Dispositif de commande pour moteur à combustion interne
JP2020118050A (ja) * 2019-01-21 2020-08-06 トヨタ自動車株式会社 過給機付き内燃機関の制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008208742A (ja) * 2007-02-23 2008-09-11 Toyota Motor Corp ディーゼルエンジン制御装置
JP2008280873A (ja) * 2007-05-09 2008-11-20 Nissan Motor Co Ltd 内燃機関
WO2013105226A1 (fr) * 2012-01-11 2013-07-18 トヨタ自動車株式会社 Dispositif de commande pour moteur à combustion interne
JP2020118050A (ja) * 2019-01-21 2020-08-06 トヨタ自動車株式会社 過給機付き内燃機関の制御装置

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