WO2012172423A1 - Dispositif de traitement des gaz d'échappement pour moteur à combustion interne - Google Patents

Dispositif de traitement des gaz d'échappement pour moteur à combustion interne Download PDF

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Publication number
WO2012172423A1
WO2012172423A1 PCT/IB2012/001285 IB2012001285W WO2012172423A1 WO 2012172423 A1 WO2012172423 A1 WO 2012172423A1 IB 2012001285 W IB2012001285 W IB 2012001285W WO 2012172423 A1 WO2012172423 A1 WO 2012172423A1
Authority
WO
WIPO (PCT)
Prior art keywords
amount
exhaust gas
clogging
increases
gas control
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/IB2012/001285
Other languages
English (en)
Inventor
Yoshiyasu Ito
Shinichiro Yoshitaki
Shinichi Kusakabe
Tadashi Toyota
Masaaki Okamura
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.)
Toyota Industries Corp
Toyota Motor Corp
Original Assignee
Toyota Industries Corp
Toyota Motor Corp
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 Toyota Industries Corp, Toyota Motor Corp filed Critical Toyota Industries Corp
Priority to AU2012270014A priority Critical patent/AU2012270014B2/en
Priority to EP12733217.9A priority patent/EP2721263B1/fr
Publication of WO2012172423A1 publication Critical patent/WO2012172423A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F01N3/103—Oxidation catalysts for HC and CO only
    • 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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • 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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics

Definitions

  • the invention relates to an exhaust gas control apparatus for an internal combustion engine.
  • an exhaust system of some interna! combustion engines is provided with an exhaust gas control member such as a filter, which collects particulate matter (PM) in exhaust gas.
  • this exhaust gas control member is supplied with an addition agent with a view to, for example, recovering the function of exhaust gas control.
  • JP 2007-23792 A when the collected PM is deposited in the filter, the pressure loss in the filter increases. Therefore, the collected PM is burned out by supplying the filter with fuel as an addition agent, so that the filter is recovered.
  • This invention provides an exhaust gas control apparatus for an internal combustion engine that suitably reduces the clogging of a front end face of an exhaust gas control member with P .
  • One aspect of the invention relates to an exhaust gas control apparatus for an internal combustion engine that includes an exhaust gas control member that is provided in an exhaust passage, an addition agent supply mechanism that supplies an addition agent to the exhaust gas control member, an exhaust gas recirculation mechanism that recirculates exhaust gas to an intake passage, and a control unit that controls a recirculation amount of exhaust gas recirculated by the exhaust gas recirculation mechanism on the basis of an engine operation state.
  • the control unit reduces the recirculation amount to a value that is smaller than when the clogging amount has not exceeded the threshold.
  • the PM with which the front end face of the exhaust gas control member is clogged originates from fuel for the engine. Basically, the clogging amount at the front end face increases as the fuel injection amount increases. Further, as the engine rotational speed increases, the amount of exhaust gas discharged per unit time increases, and the discharge amount of PM increases. Therefore, basically, the clogging amount at the front end face increases as the engine rotational speed increases. On the other hand, as the intake air amount increases, the flow rate of exhaust gas flowing through the exhaust passage increases, and hence, the likelihood of PM being blown away from the front end face increases. Accordingly, the clogging amount at the front end face decreases as the intake air amount increases.
  • control unit may increase the amount of increase in the clogging amount as an atmospheric pressure decreases.
  • the likelihood of soot, which is one component constituting the PM, being discharged from the engine increases as the atmospheric pressure decreases and as the oxygen density decreases.
  • the calculated amount of increase in the clogging amount is increased as the atmospheric pressure decreases:
  • the influence of the atmospheric pressure on the amount of increase in the clogging amount can be suitably corrected.
  • control unit may increase the amount of decrease in the clogging amount as the temperature of the front end face of the exhaust gas control member rises.
  • the P that has adhered to the front end face is urged to be oxidized and burned out, and the amount of the PM decreases, as the temperature of the front end face of the exhaust gas control member rises.
  • the calculated amount of decrease in the clogging amount is increased as the temperature of the front end face of the exhaust gas control member rises.
  • the influence of the temperature of the front end face of the exhaust gas control member on the amount of decrease in the clogging amount can be suitably corrected.
  • the flow rate of exhaust gas flowing into the exhaust gas control member is increased as the clogging amount increases and as the amount of the PM that needs to be blown away increases. Accordingly, the amount of decrease in the recirculation amount can be appropriately set in accordance with the clogging amount.
  • FIG. 2 is a flowchart showing a procedure of a processing of calculating a clogging amount
  • FIG. 3 is a graph showing a relationship between an engine rotational speed and a basic clogging amount, and a relationship between a fuel injection amount and the basic clogging amount;
  • FIG. 4 is a graph showing a relationship between an atmospheric pressure and the basic clogging amount
  • FIG. 5 is a graph showing a relationship between an air amount ratio and an air amount correction coefficient
  • FIG. 6 is a graph showing a relationship between an intake air amount and a clogging decrease amount, and a relationship between a front end face temperature and the clogging decrease amount;
  • FIG. 7 is a flowchart showing a procedure of a processing of reducing the clogging amount
  • FIG. 8 is a graph showing a relationship between the engine rotational speed and an EGR decrease amount.
  • FIG. 9 is a graph showing a relationship between the clogging amount and a clogging correction coefficient.
  • an exhaust gas control apparatus for an internal combustion engine according to this invention is embodied as an exhaust gas control apparatus for a diesel engine
  • an engine 1 is provided with a plurality of cylinders # 1 to #4.
  • a cylinder head 2 is provided with a plurality of fuel injection valves 4a to 4d. These fuel injection valves 4a to 4d inject fuel into combustion chambers of the cylinders # 1 to #4 respectively.
  • intake ports for introducing outside air into the cylinders and exhaust ports 6a to 6d for discharging combustion gas to the outside of the cylinders are provided corresponding to the cylinders #1 to #4 respectively.
  • the fuel injection valves 4a to 4d are connected to a common rail 9 in which high-pressure fuel is accumulated.
  • the common rail 9 is connected to a supply pump 10.
  • the supply pump 10 sucks in fuel in a fuel tank, and supplies high-pressure fuel to the common rail 9.
  • the high-pressure fuel supplied to the common rail 9 is injected from the fuel injection valves 4a to 4d into the cylinders respectively, when the fuel injection valves 4a to 4d are opened.
  • An intake manifold 7 is connected to the intake ports.
  • the intake manifold 7 is connected to an intake passage 3.
  • An intake throttle valve 16 for adjusting the amount of intake air is provided in this intake passage 3.
  • a catalyst that subjects HC in exhaust gas to an oxidation treatment is supported on the oxidation catalyst 31.
  • the filter 32 is a member that collects a particulate matter (PM) in exhaust gas, and is constituted by a porous ceramic. The PM in exhaust gas is collected when passing through a porous wall.
  • the engine 1 is equipped with an exhaust gas recirculation mechanism (hereinafter referred to as an EGR device).
  • This EGR device is a device that introduces part of exhaust gas into intake air to lower the combustion temperature in the cylinders and hence reduce the generation amount of NOx.
  • This device includes an EGR passage 13 through which the intake passage 3 and the exhaust passage 26 communicate with each other, an EGR valve 15 that is provided in the EGR passage 13, an EGR cooler 14, and the like.
  • the EGR valve 1 5 adjusts the recirculation amount of exhaust gas introduced from the exhaust passage 26 into the intake passage 3, namely, an EGR amount EK.
  • the EGR cooler 14 lowers the temperature of exhaust gas flowing in the EGR passage 13.
  • the EGR valve 15 is provided with an EGR valve opening degree sensor 22.
  • An opening degree of the EGR valve 15, namely, an EGR valve opening degree EA is detected by this EGR valve opening degree sensor 22.
  • the opening degree of the EGR valve 15 is so controlled as to become equal to an opening degree corresponding to an EGR rate that is set on the basis of an engine operation state. It should be noted that as the EGR rate increases, the opening degree of the EGR valve 15 is increased, and hence the EGR amount EK is increased.
  • the EGR rate is a value that is obtained according to an expression: "amount of recirculated exhaust gas flowing into cylinders / (amount of fresh air flowing into cylinders + amount of recirculated exhaust -gas flowing into cylinders)" .
  • the engine 1 is equipped with a turbocharger 1 1 that supercharges intake air introduced into the cylinders with the aid of an exhaust gas pressure.
  • An intercooler 18 is provided in the intake passage 3 at a position between an intake-side turbine and the intake throttle valve 16, to lower the temperature of intake air whose temperature rises through the supercharging by this turbocharger 1 1 .
  • the engine 1 is provided with various sensors for detecting an engine operation state.
  • an airflow meter 19 detects an intake air amount GA in the intake passage 3.
  • a throttle valve sensor 20 detects a throttle valve opening degree TA as an opening degree of the intake throttle valve 16.
  • a first temperature sensor 33 which is provided downstream of the oxidation catalyst 3 1 with respect to the flow of exhaust gas, measures a first exhaust gas temperature Thi as a temperature of exhaust gas that has just flowed through the oxidation catalyst 31 .
  • a second temperature sensor 34 is provided downstream of the filter 32 with respect to the flow of exhaust gas, and the filter 32 is provided downstream of the oxidation catalyst 31 with respect to the flow of exhaust gas.
  • the second temperature sensor 34 detects a second exhaust gas temperature Tho as a temperature of exhaust gas that has just flowed through the filter 32.
  • An engine rotational speed sensor 23 detects a rotational speed of a crankshaft, namely, an engine rotational speed NE.
  • An accelerator sensor 24 detects a depression amount of an accelerator pedal, namely, an accelerator operation amount ACCP.
  • An air-fuel ratio sensor 21 detects an air-fuel ratio ⁇ of exhaust gas.
  • This control device 25 is mainly constituted by a microcomputer that includes a central processing unit (a CPU), a read only memory (a ROM) in which various programs, maps and the like are stored in advance, a random access memory (a RAM) that temporarily stores a calculation result of the CPU or the like, a timer counter, an input interface, an output interface, and the like.
  • a CPU central processing unit
  • a ROM read only memory
  • a RAM random access memory
  • this control device 25 performs various kinds of control of the engine 1 , for example, fuel injection amount control and fuel injection timing control for the fuel injection valves 4a to 4d, discharge pressure control for the supply pump 10, drive amount control for an actuator 17 that opens/closes the intake throttle valve 16, opening degree control for the EGR valve 15, injection control for the fuel addition valve 5 and the like.
  • this control device 25 constitutes the aforementioned control unit that controls the recirculation amount of exhaust gas recirculated by the exhaust gas recirculation mechanism on the basis of the engine operation state.
  • various kinds of exhaust gas control such as a recovery processing for a filter that causes the PM collected by the aforementioned filter 32 to burn, and the like, are also performed by the control device 25.
  • a PM deposition amount of the filter 32 is estimated on the basis of an engine operation state or the like. Then, when the estimated PM deposition amount exceeds a predetermined value, fuel as an addition agent is injected from the fuel addition valve 5. This injected fuel is oxidized by the oxidation catalyst 3.1, and exhaust gas-is heated up by this oxidation heat. When the exhaust gas heated up by the oxidation catalyst 31 flows into the filter 32, the temperature of the filter 32 is urged to rise and then reaches a temperature that allows the recovery relating to PM. Thus, the PM collected by the filter 32 is oxidized or burned, and the amount of the PM decreases. When the amount of the PM collected by the filter 32 decreases through this heat-up processing and the PM deposition amount decreases to a predetermined value, the addition of fuel from the fuel addition valve 5 is ended, and the recovery processing for the filter 32 ends.
  • the addition agent injected from the fuel addition valve 5 is oxidized while passing through the oxidation catalyst 31. Accordingly, the temperature of a front end face of the oxidation catalyst 31 is relatively low. Thus, part of the addition agent may directly adhere to the front end face of the oxidation catalyst 31, which is at a relatively low temperature, instead of being burnt out through combustion, an oxidation reaction or the like. When the addition agent thus adheres to the front end face, this addition agent serves as a binder to adsorb PM and the like, and the front end face of the oxidation catalyst 31 may be clogged with PM.
  • FIG. 2 shows a procedure of the processing of calculating a clogging amount M at the front end face of the oxidation catalyst 31 . This processing is repeatedly performed by the control device 25 on a predetermined cycle.
  • a basic clogging amount Mb as a basic value of the clogging amount M is first calculated on the basis of the engine rotational speed NE, a fuel injection amount Q, and an atmospheric pressure P (S I 00).
  • the basic clogging amount Mb is calculated to increase as the engine rotational speed NE increases or as the fuel injection amount Q increases.
  • the basic clogging amount Mb is calculated to increase as the atmospheric pressure P decreases even if the engine rotational speed NE and the fuel injection amount Q remain unchanged.
  • an air amount correction coefficient Ka is calculated on the basis of an air amount ratio GAH (SI 10).
  • This air amount ratio GAH is a value that is obtained as "an intake air amount GA / a target air amount GAp". That is, the air amount ratio GAH is a value indicating a ratio of the current intake air amount GA to the target air amount GAp that is set on the basis of an engine operation state. Accordingly, when the intake air amount GA and the target air amount GAp coincide with each other as during a steady state of the engine or the like, the air amount ratio GAH is "1 ". Further, when the intake air amount GA is smaller than the.
  • the air amount ratio GAH is a value smaller than "1 ".
  • the air amount correction coefficient Ka is set to increase as the air amount ratio GAH decreases, namely, as the amount of the insufficiency of the intake air amount GA with respect to the target air amount GAp increases.
  • the basic clogging amount Mb is multiplied by the air amount correction coefficient Ka to calculate a clogging increase amount Mi (S 120).
  • This clogging increase amount Mi is calculated as an amount by which the clogging amount M has increased during a period between the last performance cycle of the processing and the current performance cycle of the processing.
  • a clogging decrease amount Md is calculated on the basis of the intake air amount GA and the front end face temperature Thm (SI 30).
  • the front end face temperature Thm is a temperature of the front end face of the oxidation catalyst 31, and is estimated from the first exhaust gas temperature Thi detected by the first temperature sensor 33. It should be noted that a temperature sensor may be provided in the vicinity of the front end face of the oxidation catalyst 31 to directly measure the front end face temperature Thm.
  • the clogging decrease amount Md is calculated as an amount by which the clogging amount M has decreased during a period between the. last performance cycle of the processing and the current performance cycle of the processing. Besides, as shown in FIG. 6, the clogging decrease amount d is calculated to increase as the intake air amount GA increases or as the front end face temperature Thm rises.
  • step S210 the processing starting from step S210 is performed to reduce such clogging.
  • step S210 an EGR decrease value Ed is calculated on the basis of the engine rotational speed NE.
  • the EGR decrease value Ed is set to reduce as the engine rotational speed NE increases.
  • a clogging correction coefficient Kc is calculated on the basis of the clogging amount M (S220).
  • the clogging correction coefficient Kc is increased toward " 1 " as the clogging amount M increases, until the clogging amount M reaches a predetermined amount Ml.
  • the clogging correction coefficient Kc is fixed to "1" after the clogging amount M has reached the predetermined amount M l .
  • the target EGR rate Ep is calculated on the basis of the aforementioned basic EGR rate Eb and the aforementioned EGR correction value H (S240).
  • a value obtained by subtracting the EGR correction value H from the basic EGR rate Eb is set as the target EGR rate Ep. Accordingly, as the EGR correction value H increases, the target EGR rate Ep decreases, and the EGR amount EK decreases. When the EGR amount EK thus decreases, the amount of exhaust gas returned to the intake, passage decreases, and hence, the flow rate of exhaust gas flowing into the oxidation catalyst 31 increases.
  • the clogging of the front end face of the oxidation catalyst 3 1 can also be reduced by raising the temperature of exhaust gas.
  • the temperature of exhaust gas cannot always be thus raised.
  • the load of the engine namely, when the temperature of exhaust gas is relatively low, it is difficult to raise the temperature of exhaust gas, and hence, the number of opportunities to perform the processing of reducing the clogging of the front end face is limited to a certain extent.
  • the flow rate of exhaust gas is increased, and the processing as described above can be performed even when, for example, the load of the engine is low. Accordingly, the number of opportunities to perform the processing of reducing the clogging of the front end face can be increased.
  • the clogging increase amount Mi is calculated on the basis of the engine rotational speed NE and the fuel injection amount Q
  • the clogging decrease amount Md is calculated on the basis of the intake air amount GA
  • the amount M of clogging of the front end face with PM is calculated by obtaining a difference between this clogging increase amount Mi and this clogging decrease amount Md. Accordingly, the clogging amount M at the front end face can be suitably estimated.
  • the likelihood of soot being generated, and the likelihood of the clogging amount M increasing increase as the aforementioned air amount ratio GAH decreases, namely, as the amount of the insufficiency of the intake air amount GA with respect to the target air amount GAp increases.
  • the air amount ratio GAH i.e., the ratio of the intake air amount GA to the target air amount GAp
  • the air amount correction coefficient Ka is increased to increase, the clogging increase amount Mi calculated in step S I 20. Accordingly, it is possible to enhance the accuracy in estimating the clogging increase amount Mi at the time when the engine is in a transient state in which the intake air amount GA is likely to be insufficient with respect to the target air amount GAp.
  • the calculated clogging decrease amount Md is increased as the front end face temperature Thm of the oxidation catalyst 31 rises.
  • the influence of the front end face temperature Thm on the clogging decrease amount Md can be appropriately corrected.
  • the engine rotational speed NE decreases, the amount of exhaust gas discharged from the engine 1 decreases, and hence, the effect of reducing the clogging of the front end face by exhaust gas weakens.
  • the EGR decrease value Ed is increased to increase the amount of decrease in the exhaust gas recirculation amount, so that the flow rate of exhaust gas flowing into the oxidation catalyst 31 increases. Therefore, the clogging of the front end face can be appropriately reduced regardless of the engine rotational speed NE.
  • the clogging correction coefficient Kc is increased to make the EGR correction value H larger, so that the target EGR rate Ep decreases to make the EGR amount EK smaller. That is, the amount of decrease in the exhaust gas recirculation amount (the EGR amount EK) is increased as the clogging amount M increases. Accordingly, the flow rate of exhaust gas flowing into the oxidation catalyst 31 is increased as the clogging amount M increases and as the amount of the PM that needs to be blown away increases. In this manner, the amount of decrease in the exhaust gas recirculation amount can be appropriately set in accordance with the clogging amount M.
  • the clogging of the front end face of the oxidation catalyst 31 with P can be suitably reduced. Further, the number of opportunities to perform the processing of reducing the. clogging can be increased as well. Besides, the clogging of the front end face of the oxidation catalyst 31 can be reduced without separately providing a mechanism that serves solely to increase the flow rate of exhaust gas.
  • the clogging amount M is calculated by obtaining a difference between the clogging increase amount Mi that is calculated on the basis of the engine rotational speed NE and the fuel injection amount Q, and the clogging decrease amount Md that is calculated on the basis of the intake air amount GA.
  • the clogging amount M at the front end face can be suitably estimated.
  • the clogging increase amount Mi is increased as the atmospheric pressure P decreases.
  • the influence of the atmospheric pressure P on the amount of increase in the clogging amount M can be suitably corrected.
  • the clogging decrease amount Md is increased as the front end face temperature Thm of the oxidation catalyst 31 rises.
  • the influence of the front end face temperature Thm of the oxidation catalyst 31 on the amount of decrease in the clogging amount M can be suitably corrected.
  • the EGR decrease value Ed is increased as the engine rotational speed NE decreases.
  • the clogging of the front end face can be suitably reduced regardless of the engine rotational speed NE.
  • (6) By increasing the clogging correction coefficient Kc as the clogging amount M increases, the amount of decrease in the EGR ' amount EK is increased as the clogging amount M increases. Accordingly, the amount of decrease in the EGR amount EK can be appropriately set in accordance with the clogging amount M.
  • the EGR decrease value Ed is calculated on the basis of the engine rotational speed NE.
  • the EGR amount EK is often increased when the fuel injection amount is small, namely, when the engine load is low.
  • the EGR decrease value Ed by which the EGR amount EK is reduced can be increased as the engine load decreases.
  • the engine load may be used, in addition to the engine rotational speed NE.
  • the EGR decrease value Ed is set to increase as the engine load decreases (e.g., as the fuel injection amount Q decreases).
  • a larger amount of exhaust gas can be introduced into the oxidation catalyst 31 than in the case where the EGR decrease value Ed is calculated on the basis of only the engine rotational speed NE.
  • the clogging increase amount Mi is obtained from the engine rotational speed NE, the fuel injection amount Q, and the atmospheric pressure P.
  • the atmospheric pressure P may be omitted, and the clogging increase amount Mi may be obtained from the engine rotational speed NE and the fuel injection amount Q.
  • the clogging decrease amount Md is obtained on the basis of the intake air amount GA and the front end face temperature Thm. However, the front end face temperature Thm may be omitted, and the clogging decrease amount Md may be obtained only from the intake air amount GA.
  • the EGR decrease value Ed is variably set on the basis of the engine rotational speed NE. However, the EGR decrease value Ed may be appropriately set to a constant value.
  • the value of the clogging correction coefficient Kc is fixed after the clogging amount M has exceeded the predetermined amount Ml . However, the clogging correction coefficient Kc may be increased as the clogging amount M increases.
  • the calculation of the clogging correction coefficient Kc may be omitted.
  • the calculation of the air amount correction coefficient Ka may be omitted.
  • Fuel for heating up the filter 3.2 is supplied from the fuel addition valve 5.
  • the filter 32 may be heated up by carrying out post injection (fuel injection that is carried out again at a timing later than a timing when main injection is carried out) by the fuel injection valves 4a to 4d. Further, the supply of fuel by the fuel addition valve 5 and the supply of fuel through post injection may be realized in a compatible manner.
  • the aforementioned addition agent is fuel for the engine 1.
  • any addition agent may be used as long as a similar effect can be obtained.
  • the number of catalysts or filters disposed in the catalyst device 30 can be arbitrarily set. For example, even in the case where only the filter 32 is provided, the front end face thereof may be clogged due to the addition of the addition agent. However, through the application of the invention, even in the case where only the filter 32 is provided, the clogging of the front end face thereof can be reduced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Materials Engineering (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)

Abstract

La présente invention concerne un dispositif de traitement des gaz d'échappement destiné à un moteur à combustion interne (1). Ce dispositif de traitement comprend un élément de traitement des gaz d'échappement (31) qui comporte un passage d'échappement (26), un mécanisme débiteur d'additif (5) qui apporte un additif à l'élément de traitement des gaz d'échappement (31), un mécanisme de recyclage des gaz d'échappement (13) qui envoie pour recyclage les gaz d'échappement vers un passage d'admission, et un module de commande (25) qui commande le taux de recyclage des gaz d'échappement recyclés par le mécanisme de recyclage des gaz d'échappement (13) sur la base d'un état de fonctionnement du moteur. Quand le niveau d'encrassement d'une face d'extrémité antérieure de l'élément de traitement des gaz d'échappement (31) a dépassé un seuil prédéterminé (α), le module de commande (25) réduit le taux de recyclage à un niveau inférieur à ce qu'il était avant que le niveau d'encrassement ne dépasse le seuil (α).
PCT/IB2012/001285 2011-06-17 2012-06-15 Dispositif de traitement des gaz d'échappement pour moteur à combustion interne Ceased WO2012172423A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2012270014A AU2012270014B2 (en) 2011-06-17 2012-06-15 Exhaust gas control apparatus for internal combustion engine
EP12733217.9A EP2721263B1 (fr) 2011-06-17 2012-06-15 Dispositif de traitement des gaz d'échappement pour moteur à combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011135388A JP5815296B2 (ja) 2011-06-17 2011-06-17 内燃機関の排気浄化装置
JP2011/135388 2011-06-17

Publications (1)

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WO2012172423A1 true WO2012172423A1 (fr) 2012-12-20

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PCT/IB2012/001285 Ceased WO2012172423A1 (fr) 2011-06-17 2012-06-15 Dispositif de traitement des gaz d'échappement pour moteur à combustion interne

Country Status (4)

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EP (1) EP2721263B1 (fr)
JP (1) JP5815296B2 (fr)
AU (1) AU2012270014B2 (fr)
WO (1) WO2012172423A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6881222B2 (ja) * 2017-10-19 2021-06-02 トヨタ自動車株式会社 内燃機関の制御装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1669565A1 (fr) * 2004-12-08 2006-06-14 Toyota Jidosha Kabushiki Kaisha Dispositif de purification de gaz d'échappement pour moteur à combustion interne
JP2007023792A (ja) 2005-07-12 2007-02-01 Toyota Industries Corp 排気浄化装置
JP2009013809A (ja) * 2007-07-02 2009-01-22 Hino Motors Ltd 排気浄化装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4254630B2 (ja) * 2004-06-24 2009-04-15 トヨタ自動車株式会社 内燃機関の排気浄化装置
JP4821112B2 (ja) * 2004-12-22 2011-11-24 日産自動車株式会社 希薄燃焼内燃機関の制御装置
JP4857915B2 (ja) * 2006-06-02 2012-01-18 マツダ株式会社 ディーゼルエンジンの制御装置
JP2009287515A (ja) * 2008-05-30 2009-12-10 Toyota Motor Corp 内燃機関の制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1669565A1 (fr) * 2004-12-08 2006-06-14 Toyota Jidosha Kabushiki Kaisha Dispositif de purification de gaz d'échappement pour moteur à combustion interne
JP2007023792A (ja) 2005-07-12 2007-02-01 Toyota Industries Corp 排気浄化装置
JP2009013809A (ja) * 2007-07-02 2009-01-22 Hino Motors Ltd 排気浄化装置

Also Published As

Publication number Publication date
JP2013002388A (ja) 2013-01-07
AU2012270014A1 (en) 2014-01-16
EP2721263A1 (fr) 2014-04-23
EP2721263B1 (fr) 2016-03-30
JP5815296B2 (ja) 2015-11-17
AU2012270014B2 (en) 2015-07-23

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