WO2023223504A1 - 三元触媒の酸素ストレージ量制御方法および装置 - Google Patents

三元触媒の酸素ストレージ量制御方法および装置 Download PDF

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Publication number
WO2023223504A1
WO2023223504A1 PCT/JP2022/020843 JP2022020843W WO2023223504A1 WO 2023223504 A1 WO2023223504 A1 WO 2023223504A1 JP 2022020843 W JP2022020843 W JP 2022020843W WO 2023223504 A1 WO2023223504 A1 WO 2023223504A1
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WO
WIPO (PCT)
Prior art keywords
oxygen storage
storage amount
way catalyst
air
fuel ratio
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2022/020843
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English (en)
French (fr)
Japanese (ja)
Inventor
大紀 西
琳 柳
桂 渡邊
毅 露木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to PCT/JP2022/020843 priority Critical patent/WO2023223504A1/ja
Priority to CN202280096106.9A priority patent/CN119213205A/zh
Priority to JP2024521485A priority patent/JP7718589B2/ja
Priority to EP22941873.6A priority patent/EP4528086A1/en
Publication of WO2023223504A1 publication Critical patent/WO2023223504A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—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
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • 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
    • F01N3/101—Three-way catalysts
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1624—Catalyst oxygen storage capacity
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a control method and apparatus for appropriately controlling the amount of oxygen storage in a three-way catalyst provided in an exhaust passage of an internal combustion engine.
  • a three-way catalyst is capable of oxidizing CO and HC and reducing NOx in exhaust gas, but in order to achieve both oxidation and reduction at a high level through catalytic action, the catalyst must absorb and release oxygen.
  • the so-called oxygen storage capacity is important. Therefore, there is a technology that monitors the oxygen storage amount of the three-way catalyst and variably controls the target air-fuel ratio in air-fuel ratio feedback control so that this oxygen storage amount maintains an intermediate target oxygen storage amount (for example, 50%, etc.).
  • Patent Document 1 states that, based on the load and rotational speed of the internal combustion engine, the target oxygen storage amount is set relatively small under operating conditions where the amount of NOx emissions increases, and under operating conditions where the amount of CO and HC emissions increases. It is disclosed that the target oxygen storage amount is relatively large.
  • the optimal target oxygen storage amount is correlated with the gas flow rate flowing into the three-way catalyst.
  • the gas flow rate through the three-way catalyst is large, the flow rate of the gas passing through the catalyst layer of the three-way catalyst becomes high, and the slip rate of NOx (the rate of NOx passing through without being converted) increases. Therefore, it is desirable to lower the oxygen storage amount of the three-way catalyst as the gas flow rate increases.
  • Patent Document 1 does not disclose such control of the oxygen storage amount related to the gas flow rate.
  • This invention provides feedback control of the air-fuel ratio of an internal combustion engine equipped with a three-way catalyst in the exhaust passage so that it follows a target air-fuel ratio near the stoichiometric air-fuel ratio, and the oxygen storage amount of the three-way catalyst becomes the target oxygen storage amount.
  • the target oxygen storage amount is set in accordance with the gas flow rate flowing into the three-way catalyst such that the larger the gas flow rate, the smaller the target oxygen storage amount.
  • FIG. 1 is an explanatory diagram of a configuration of an internal combustion engine according to an embodiment including a three-way catalyst.
  • FIG. 2 is an explanatory diagram showing the flow of control in one embodiment.
  • FIG. 3 is a characteristic diagram showing the characteristics of the target oxygen storage amount with respect to the intake air amount. A time chart showing an example of changes in (a) intake air amount, (b) oxygen storage amount, (c) target air-fuel ratio, and (d) actual air-fuel ratio.
  • FIG. 1 is an explanatory diagram showing a schematic configuration of an internal combustion engine 1 according to an embodiment to which the present invention is applied.
  • An internal combustion engine 1 according to one embodiment is a four-stroke cycle spark ignition internal combustion engine (so-called gasoline engine), and each cylinder is provided with an intake valve 2, an exhaust valve 3, and a spark plug 4.
  • the illustrated example is configured as a cylinder direct injection type engine, and a fuel injection valve 5 that injects fuel into the cylinder is arranged, for example, on the intake valve 2 side.
  • a port injection type configuration in which fuel is injected toward the intake port 6 may be used.
  • An electronically controlled throttle valve 10 whose opening degree is controlled by a control signal from an engine controller 9 is installed on the upstream side of the collector portion 8 of the intake passage 7 connected to the intake port 6 of each cylinder.
  • An air flow meter 11 for detecting the amount of intake air is disposed upstream of the throttle valve 10, and an air cleaner 12 is disposed further upstream.
  • the exhaust ports 13 of each cylinder are combined into one exhaust passage 14, and this exhaust passage 14 is provided with a three-way catalyst 15 for purifying exhaust gas.
  • the three-way catalyst 15 is, for example, a so-called monolithic ceramic catalyst in which a catalyst layer containing a catalyst metal is coated on the surface of a monolithic ceramic body in which fine passages are formed.
  • the three-way catalyst 15 may include a plurality of catalysts (for example, a manifold catalyst and an underfloor catalyst) arranged in series.
  • An air-fuel ratio sensor 19 for detecting the exhaust air-fuel ratio is arranged in the exhaust passage 14 on the inlet side of the three-way catalyst 15, that is, at a position upstream of the three-way catalyst 15.
  • This air-fuel ratio sensor 19 is a so-called wide-range air-fuel ratio sensor that can obtain an output according to the exhaust air-fuel ratio.
  • a second air-fuel ratio sensor such as an O2 sensor, is provided downstream of the three-way catalyst 15 for calibrating the air-fuel ratio feedback control system including the air-fuel ratio sensor 19 and diagnosing deterioration of the three-way catalyst 15. It's okay.
  • the engine controller 9 further includes a crank angle sensor 21 for detecting the engine rotation speed, a water temperature sensor 22 for detecting the cooling water temperature, an accelerator opening sensor 23 for detecting the amount of depression of the accelerator pedal operated by the driver, Detection signals from a large number of sensors such as the following are input. Based on these input signals, the engine controller 9 optimally controls the fuel injection amount and injection timing by the fuel injection valve 5, the ignition timing by the spark plug 4, the opening degree of the throttle valve 10, etc.
  • the engine controller 9 performs air-fuel ratio control to optimize the exhaust purification performance of the three-way catalyst 15.
  • the air-fuel ratio control is to control the fuel injection amount by feedback control (for example, PID control) based on the exhaust air-fuel ratio detected by the air-fuel ratio sensor 19 so as to follow a target air-fuel ratio near the stoichiometric air-fuel ratio.
  • the target air-fuel ratio is controlled so that the oxygen storage amount of the three-way catalyst 15 estimated from the exhaust air-fuel ratio becomes the target oxygen storage amount.
  • FIG. 2 is an explanatory diagram showing the flow of air-fuel ratio control based on this oxygen storage amount in a form similar to a flowchart.
  • the intake air amount detected by the air flow meter 11 is input as a parameter corresponding to the gas flow rate flowing into the three-way catalyst 15, respectively.
  • the "intake air amount” does not refer to the amount of air per cylinder cycle, but refers to the flow rate of air taken into the internal combustion engine 1 (that is, passing through the air flow meter 11) per unit time.
  • the exhaust air-fuel ratio (catalyst inlet air-fuel ratio) detected by the air-fuel ratio sensor 19 is input to the processes shown as steps S1 and S5, respectively.
  • step S1 the oxygen storage amount of the three-way catalyst 15 is estimated based on the exhaust air-fuel ratio detected by the air-fuel ratio sensor 19 and the gas flow rate flowing into the three-way catalyst 15, that is, the amount of intake air. This is estimated by adding or subtracting the oxygen storage amount based on the exhaust air-fuel ratio at each calculation cycle of the engine controller 9. In other words, to put it simply, if the exhaust air-fuel ratio of the exhaust gas flowing into the three-way catalyst 15 is lean, the amount of oxygen storage increases, and if it is rich, the amount of oxygen storage decreases, so it is necessary to integrate both positive and negative. The amount of oxygen storage at that point in time is estimated. In the following, this will be referred to as "estimated oxygen storage amount.”
  • a target oxygen storage amount is set based on the gas flow rate flowing into the three-way catalyst 15, that is, the amount of intake air.
  • FIG. 3 shows the characteristics of the target oxygen storage amount with respect to the intake air amount.
  • characteristics as shown in FIG. 3 are given to the engine controller 9 in the form of a table, and a target oxygen storage amount is output for an input intake air amount.
  • the target oxygen storage amount has a characteristic that the larger the intake air amount, the smaller the value. More specifically, the correlation between the intake air amount and the target oxygen storage amount is that in regions where the intake air amount is relatively small, the target oxygen storage amount decreases rapidly as the intake air amount increases; In the region where is relatively large (the region on the right side of FIG. 3), the target oxygen storage amount decreases gradually with respect to the increase in the intake air amount.
  • step S3 the target oxygen storage amount obtained in step S2 and the estimated oxygen storage amount obtained in step S1 are compared to determine the difference between the two.
  • a target air-fuel ratio (target air-fuel ratio at the inlet side of the three-way catalyst 15) is calculated using the value of this difference and the gas flow rate flowing into the three-way catalyst 15, that is, the amount of intake air. For example, if the estimated oxygen storage amount is larger than the target oxygen storage amount, the target air-fuel ratio is controlled to be richer than the stoichiometric air-fuel ratio. If the gas flow rate flowing into the three-way catalyst 15 is large, the oxygen storage amount will decrease relatively rapidly due to enriching the air-fuel ratio, so the oxygen storage amount should be changed at an appropriate speed.
  • the target air-fuel ratio is set in consideration of the gas flow rate, that is, the intake air amount.
  • step S5 the difference between the target air-fuel ratio obtained in step S4 and the exhaust air-fuel ratio (that is, the actual air-fuel ratio) detected by the air-fuel ratio sensor 19 is determined, and the fuel injection amount is fed back by feedback control such as PID control. Output the correction amount. Finally, the amount of fuel injected from the fuel injection valve 5 in each cycle is corrected using this feedback correction amount.
  • FIG. 4 is a time chart showing an example of changes in the target oxygen storage amount, etc. due to the control of the above embodiment. From the top of the diagram, (a) intake air amount, (b) oxygen storage amount, (c) target air-fuel ratio, and (d) actual air-fuel ratio are shown. (b) In the oxygen storage amount column, the estimated oxygen storage amount b1 and the target oxygen storage amount b2 are shown superimposed.
  • the amount of intake air is constant until time t1, and gradually increases from time t1 to t3.
  • the estimated oxygen storage amount b1 and the target oxygen storage amount b2 in the oxygen storage amount column agree with each other until time t1.
  • the target oxygen storage amount b2 tends to decrease and deviates from the estimated oxygen storage amount b1.
  • the target air-fuel ratio changes to the rich side at time t2 as shown in column (c).
  • the target air-fuel ratio is, for example, a constant value near the stoichiometric air-fuel ratio.
  • the fuel injection amount is feedback-controlled in the increasing direction, and the actual air-fuel ratio shown in column (d) changes to the rich side. Therefore, the estimated oxygen storage amount b1 also gradually decreases.
  • FIG. 4 is an explanatory time chart for explaining the behavior according to the above embodiment, and does not necessarily accurately depict the actual waveform. For example, in the period from time t1 to time t2, the delay due to the calculation cycle is exaggerated.
  • the target oxygen storage amount of the three-way catalyst 15 is controlled based on the intake air amount, that is, the gas flow rate flowing into the three-way catalyst 15, and when the gas flow rate is large, the oxygen storage is relatively low. Controlled by quantity.
  • the gas flow rate flowing into the three-way catalyst 15 is large, the flow rate of gas passing through the catalyst layer of the three-way catalyst 15 becomes high, and the slip rate of NOx tends to increase.
  • the oxygen storage amount by controlling the oxygen storage amount to be relatively low, an increase in the slip rate of NOx due to an increase in the gas flow rate is offset, and NOx can be purified more reliably.
  • the intake air amount is used as a parameter corresponding to the gas flow rate flowing into the three-way catalyst 15, but the exhaust gas flow rate is calculated based on the intake air amount and taking into account combustion.
  • the flow rate of exhaust gas flowing through the exhaust passage may be detected by some means.
  • the "intake air amount” may be either a mass flow rate or a volumetric flow rate.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Toxicology (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
PCT/JP2022/020843 2022-05-19 2022-05-19 三元触媒の酸素ストレージ量制御方法および装置 Ceased WO2023223504A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PCT/JP2022/020843 WO2023223504A1 (ja) 2022-05-19 2022-05-19 三元触媒の酸素ストレージ量制御方法および装置
CN202280096106.9A CN119213205A (zh) 2022-05-19 2022-05-19 三元催化剂的氧气储藏量控制方法及装置
JP2024521485A JP7718589B2 (ja) 2022-05-19 2022-05-19 三元触媒の酸素ストレージ量制御方法および装置
EP22941873.6A EP4528086A1 (en) 2022-05-19 2022-05-19 Device and method for controlling oxygen storage amount in three-way catalyst

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/020843 WO2023223504A1 (ja) 2022-05-19 2022-05-19 三元触媒の酸素ストレージ量制御方法および装置

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000008921A (ja) 1998-06-17 2000-01-11 Unisia Jecs Corp 三元触媒の酸素ストレージ量制御装置
JP2008255973A (ja) * 2007-04-09 2008-10-23 Mitsubishi Motors Corp 内燃機関の排気浄化装置
JP2010169020A (ja) * 2009-01-23 2010-08-05 Nissan Motor Co Ltd 排気ガス浄化装置
JP2015068224A (ja) * 2013-09-27 2015-04-13 トヨタ自動車株式会社 内燃機関の制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2843879B2 (ja) * 1993-01-22 1999-01-06 本田技研工業株式会社 内燃エンジンの触媒劣化検出装置
CN103249927B (zh) * 2010-12-24 2015-07-22 丰田自动车株式会社 内燃机的控制装置
JP7740546B2 (ja) * 2022-06-10 2025-09-17 日産自動車株式会社 内燃機関の制御方法および制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000008921A (ja) 1998-06-17 2000-01-11 Unisia Jecs Corp 三元触媒の酸素ストレージ量制御装置
JP2008255973A (ja) * 2007-04-09 2008-10-23 Mitsubishi Motors Corp 内燃機関の排気浄化装置
JP2010169020A (ja) * 2009-01-23 2010-08-05 Nissan Motor Co Ltd 排気ガス浄化装置
JP2015068224A (ja) * 2013-09-27 2015-04-13 トヨタ自動車株式会社 内燃機関の制御装置

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CN119213205A (zh) 2024-12-27
JP7718589B2 (ja) 2025-08-05
EP4528086A1 (en) 2025-03-26
JPWO2023223504A1 (https=) 2023-11-23

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