EXHAUST GAS PURIFYING SYSTEM FOR INTERNAL COMBUSTION ENGINE

专利摘要:
Exhaust gas purification system for an engine (1, 101) in which particulate matter on a filter (42) is burned off using oxidation heat generated by the contact of a non-gas mixture burned fuel and air and a catalyst (41). The motor (1, 101) is capable of compression ignition in a combustion chamber (14) of a cylinder (11). With the vehicle in a deceleration state or the cylinder (11) in a stopped state, when the filter (42) is to be regenerated, an instruction is sent to control the regeneration of the filter on the cylinder (11), and a gas mixture not burned, maintained for a predetermined period (Q) in the combustion chamber (14) in a state where both an air intake valve (20a) and an exhaust valve (21a) are closed and compression ignition is prevented, is provided to the catalyst (41).
公开号:FR3070431A1
申请号:FR1857699
申请日:2018-08-28
公开日:2019-03-01
发明作者:Hiroki Inata
申请人:Suzuki Motor Co Ltd；
IPC主号:

专利说明:

EXHAUST PURIFICATION SYSTEM FOR AN ENGINE
INTERNAL COMBUSTION [11 The present invention relates to an exhaust gas cleaning system for an internal combustion engine, configured to collect particulate matter in an exhaust gas output from an internal combustion engine of a vehicle, using a filter, the exhaust gas cleaning system being further configured to burn and remove particulate matter accumulating on the filter to regenerate the filter.
[2] Exhaust gas from an internal combustion engine, such as a gasoline engine, diesel engine, or the like, contains particulate matter (PM), such as soot, organic fractions. soluble (SOF), sulfate (a sulfur oxide), and / or the like. The exhaust gas contains harmful substances, such as hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx), and / or the like. For this reason, a vehicle, such as an automobile, in particular, has an exhaust gas cleaning device installed therein, the exhaust gas cleaning device being configured to be capable to reduce particulate matter, harmful substances, and / or the like contained in the exhaust gas.
[3] An exhaust gas cleaning device includes a filter configured to be capable of collecting particulate matter in an exhaust gas, such as a gasoline particulate filter (GPF), a filter diesel particulate (DPF), or the like. The exhaust gas cleaning device includes a catalyst configured to be capable of oxidizing harmful substances in the exhaust gas, such as an oxidation catalyst, a three-way catalyst, or the like. The catalyst is mainly located on the upstream side of the exhaust gas flow relative to the filter. However, when the particulate matter collected by the filter accumulates, the filter may be clogged.
Therefore, to regenerate the filter by solving the clogging of the filter.
various filter regeneration techniques are known, by which particulate matter accumulating on the filter is removed.
[4] According to an example of filter regeneration techniques, fuel is additionally injected inside a cylinder while an exhaust valve is open during an exhaust process, and thus, fuel unburnt, to a filter supporting a catalyst, is provided, an oxidation reaction with the catalyst occurs, the temperature of the gas supplied to the filter, with the heat of oxidation, is increased, and therefore the particulate matter on the filter are burnt and disposed of. In the example of filter regeneration techniques, there is a case where fuel can be injected additionally into the cylinder from the second half of a combustion stroke (expansion stroke). (See for example, patent documentation 1, in particular paragraphs [68] and [69].) [5] Patent documentation 1: JP 2004-340070 A.
[6] However, in case the fuel is injected additionally during the exhaust process, as described in the example above of filter regeneration technique, the fuel can reach the catalyst while it is in a droplet state, immediately after being injected, In this situation, a sufficient oxidation reaction cannot be obtained in the catalyst. Therefore, harmful substances can pass through the filter and can subsequently be released into the air from a rear pipe section of an exhaust pipe. In addition, the fuel in the droplet state does not uniformly contact the catalyst, and therefore the catalyst may exhibit a local temperature increase. Therefore, part of the catalyst can be damaged by melting or the like. The filter may not be effectively regenerated due to the local temperature increase of the catalyst.
[7] In particular, as regards direct injection petrol engines and diesel engines in which the fuel is injected directly into the cylinders, when the fuel is additionally injected into the cylinder from the second half of the combustion stroke, as in the example described above of filter regeneration techniques, the exhaust gas temperature (catalyst temperature.) in the pipe at medium to high load is high and, therefore, the temperature exhaust gas can be increased in order to burn off the soot via the small amount of fuel. On the other hand, the temperature of the exhaust gases in the low load line is low and, therefore, the amount of fuel injected additionally to raise the temperature of the exhaust gases in order to burn the soot increases. For this reason, fuel efficiency performance can be worse in low load driving. In addition, a portion of the fuel injected additionally into the cylinder from the second half of a combustion stroke may undergo combustion in the cylinder. In this case, because the fuel for raising the gas temperature d exhaust decreases, more fuel needs to be injected to compensate for the reduced combustion, and therefore fuel efficiency performance can be significantly reduced.
[8] In addition, the large amount of fuel injected into the cylinder can adhere to a cylinder liner wall. Thus, fuel leaking through an end section of a piston ring, fuel which has not been scraped off by an outer peripheral surface of the piston ring during the upward movement of the piston, and / or the like , can flow into a crankshaft chamber. As a result, oil dilution may occur, lubrication problems may occur, and oil performance may deteriorate early. As the piston moves upward, the piston ring can cause the fuel attached to the cylinder liner wall to accumulate in a crack portion in the outer periphery of the piston. The fuel having accumulated in the crack portion, as described above, is easily mixed with fresh air, it can be prevented from promoting the gasification of the gas and its atomization.
[9] Therefore, in the example described above of filter regeneration techniques, it is difficult to perform filter regeneration while driving at low load. For example, if such a condition is continued for a long time while driving in an urban area or the like, the particulate matter accumulates excessively, and it may be difficult to continue driving in the worst case, [10] In view of these circumstances, in the exhaust gas cleaning system for the internal combustion engine, configured to be able to regenerate the filter, it is desired that the exhaust · of harmful substances is reduced, the damage catalyst during filter regeneration is prevented, the filter is efficiently regenerated, and fuel performance and oil lubrication performance are prevented from being reduced.
11] To solve the problems, an exhaust gas purification system for an internal combustion engine, in one aspect, includes: an internal combustion engine installed in a vehicle: and a purification device purifying an exhaust gas exhaust from the internal combustion engine, wherein the internal combustion engine includes: a cylinder · an air intake valve configured to be capable of opening and closing the air intake port; an exhaust valve configured to be able to open and close an exhaust port that communicates with the combustion chamber; and an injector configured to be capable of supplying fuel to the combustion chamber, the internal combustion engine is configured to be capable of compression ignition in the combustion chamber, the cleaning device includes: a catalyst configured to be capable of oxidizing a noxious substance in the exhaust gas; and a filter arranged on a downstream side of the catalyst in an exhaust gas flow, and configured to be capable of collecting particulate matter in the exhaust gas, the exhaust gas cleaning system is configured in order to regenerate the filter by burning and removing particulate matter accumulating on the filter while using heat of oxidation generated from a contact made between an unburnt gas mixture and the catalyst, the unburnt gas mixture containing air supplied to an interior of the combustion chamber through the air intake port and fuel supplied from the injector to the interior of the combustion chamber, and the system d exhaust gas cleaning includes: one selected from a deceleration evaluation unit configured to evaluate whether or not the vehicle is in a state of d acceleration, and a stopped cylinder evaluation unit configured to assess whether or not the cylinder is in a stopped state where at least the exhaust valve is closed; a regeneration evaluation unit configured to evaluate whether or not it is necessary to regenerate the filter! a regeneration instruction unit configured to give the instruction that a filter regeneration command is performed on the cylinder, when the deceleration evaluation unit determines that the vehicle is in the deceleration state or when the stopped cylinder evaluation unit determines that the cylinder is in the stopped state, while, in addition to this, the regeneration evaluation unit determines that it is necessary to regenerate the filter a control unit intake for regeneration configured to control the air intake valve so that air is supplied to the combustion chamber, while adjusting an amount of air flow in order to prevent compression ignition in the combustion chamber in a filter regeneration control mode where the regeneration instruction unit has instructed r read the filter regeneration control on the cylinder an injector control unit for regeneration purposes configured to control the injector in the filter regeneration control mode so that fuel is supplied to the combustion during a period when a piston in the cylinder is interposed between the injector and a cylinder wall of the cylinder in a fuel spraying direction; and an exhaust control unit for regeneration configured to open the exhaust valve so that the unburnt gas mixture is supplied to the catalyst via the exhaust port in the mode filter regeneration control, this unburnt gas mixture having been maintained for a predetermined period in the combustion chamber placed in a state where both the air intake valve and the exhaust valve are closed and the compression ignition is prevented.
[12] In one exhaust gas cleaning system for the internal combustion engine, in one aspect, the escape of harmful substances can be reduced, damage to the catalyst during filter regeneration can be prevented, the filter can be efficiently regenerated, and fuel performance and oil lubrication performance can be prevented from being reduced.
Figure 1 is a schematic view showing an exhaust gas cleaning system according to a first embodiment.
FIG. 2 is a configuration diagram of a straw of a diesel engine and of a control device according to the first embodiment. FIG. 3 is a configuration diagram of an evacuation evaluation unit in the control device according to the first embodiment.
FIG. 4A is a diagram representing an example of a load threshold graph used in the evacuation evaluation unit according to the first embodiment in the case where the engine water temperature is at an average level, and Figure 4B is a diagram showing an example of the same graph in case the engine water temperature is at a high level.
FIG. 5 is a configuration diagram of an evacuation control unit of the control device according to the first embodiment. FIG. 6 is a configuration diagram of a first evaluation unit of the control device according to the first embodiment. FIG. 7 is a configuration diagram of a regeneration control unit of the control device according to the first embodiment. FIG. 8 is a configuration diagram of a second evaluation unit of the control device according to the first embodiment. FIG. 9 is a flowchart for explaining an example of controls of the exhaust gas cleaning system according to the first embodiment.
FIG. 10 is a timing diagram for explaining an example of controls in the exhaust gas cleaning system according to the first embodiment in the case where the diesel engine in a state with medium to high load is decelerated.
FIG. 11 is a timing diagram for explaining an example of commands in the exhaust gas cleaning system according to the first embodiment in the case where the diesel engine in a low load state is decelerated. FIG. 12 is a flowchart for explaining an example of controls for an exhaust gas cleaning system according to a second embodiment.
Figure 13 is a schematic view showing a portion around a cylinder head of a gasoline engine with direct injection of an exhaust gas cleaning system according to a third embodiment.
[13] Exhaust gas cleaning systems · (hereinafter, simply called "cleaning system") according to first, second and third embodiments are described below. The purification systems according to these embodiments are applied to combustion engines /
internally installed on vehicles to drive vehicles such as automobiles, specifically, four-stroke reciprocating engines. In particular, the purification systems according to the first and second embodiments are applied to vehicle diesel engines, and the purification system according to the third embodiment is applied to a gasoline engine with direct injection (hereinafter after, "direct injection engine",) of a vehicle.
[14] First embodiment.
Llôl A purification system for a diesel engine according to a first embodiment is described.
[16] Overview of the purification system.
[17] An overview of the purification system according to this embodiment is described with reference to Figure 1. The purification system has: a diesel engine 1; an air intake passage 2 through which air intended to be supplied to the diesel engine 1 passes; and an exhaust passage 3 through which an exhaust gas, intended to escape from the diesel engine 1, passes. In FIG. 1, an air flow passing through the air intake passage 2 is indicated by the arrows F1, and the flow of exhaust gas passing through the exhaust passage 3 is indicated by arrow F2. Although not particularly shown in the figures, multiple cylinders 11 are provided in the diesel engine 1. It should be noted that a cross section of one of the multiple cylinders 11 in the diesel engine 1 is schematically represented in FIG. 1. In addition, the diesel engine can also be configured to have a cylinder.
[18] The purification system has a purification device 4 which purifies an exhaust gas coming from the diesel engine 1. The purification device 4 has: an oxidation catalyst 41 which can oxidize harmful substances in the gas exhaust, such as hydrocarbons and carbon monoxide; and a particulate filter (hereinafter, simply referred to as a "filter") 42 which can collect particulate matter in the exhaust gas, such as soot, SOF, and sulfates. The oxidation catalyst 41 is disposed on the upstream side of the filter 42 in an exhaust gas flow. It should be noted that the purification device can have a three-way catalyst which can oxidize and reduce harmful substances in the exhaust gas, such as hydrocarbons, carbon monoxide, and / or nitrogen oxides, instead of oxidation catalyst.
119] The purification system has a control device 5 which can control at least the diesel engine 1. According to the control of the control device 5, the purification system is configured to remove the particulate matter that has accumulated on the filter 42, by combustion, using oxidation heat which has been generated when an unburned gas mixture, formed in the diesel engine 1, is in contact with the oxidation catalyst 41, so that the filter 42 is regenerated.
1.20] Details of the diesel engine, the air intake passage, and the exhaust passage.
[21] Referring to Figure 1, the diesel engine 1, the air intake passage 2, and the exhaust passage 3 are described in detail. A cylindrical jacket wall 11a is disposed on an inner periphery of each cylinder 11 of the diesel engine 1. The diesel engine 1 has: a piston 12 which is configured to be movable back and forth inside each cylinder 11 in an axial direction thereof and a cylinder head 13 which is disposed on an upper portion side of each cylinder 11. The jacket wall 11a of cylinder 11, the piston 12, and the cylinder head 13 define a combustion chamber 14. The piston 12 has a · a piston crown 12a which forms an upper portion thereof · and a piston segment 12b which is arranged on an outer peripheral surface of the piston 12. The jacket wall lia of the cylinder 11, the piston crown 12a of the piston 12, and the piston ring 12b of the latter define a crack portion 11b.
[22] The diesel engine 1 also has: a crankcase 15 which is arranged on a lower portion side of the multiple cylinders 11> and a crankshaft 16 which is disposed in a crankshaft chamber 15a in the crankcase 15. The crankshaft 16 can enter into rotation around a crankshaft axis 16a extending in the longitudinal direction thereof. Each piston 12 is connected to the crankshaft 16 by means of a connecting rod 17. The diesel engine 1 has multiple connecting rods 17 which correspond respectively to the multiple pistons 12. In the diesel engine 1, the reciprocating movement of each piston 12 is converted into a rotational movement of the crankshaft 16.
[23] The air intake passage 2 comprises an intake manifold which has multiple branched pipes on the air intake side 2a corresponding respectively to the multiple cylinders 11. It should be noted that FIG. 1 schematically represents only a cross section of one of the branched pipes on the air intake side 2a. The air intake passage 2 further comprises a manifold on the air intake side 2b which is positioned on an upstream side of the branched pipe on the air intake side 2a in the air flow (represented by the arrows Fl) . Air passing through the air intake passage 2, passes through the manifold on the air intake side 2b, and then is distributed to the multiple branched pipes on the air intake side 2a. The intake manifold is disposed on one end side of the air intake passage 2 in the longitudinal direction thereof. The air intake passage 2, in particular, one end of the branched pipe on the air intake side 2a in the longitudinal direction thereof is connected via an air intake port 18 to an air intake opening 13a of the cylinder head 13 of the diesel engine 1. Air is supplied from the air intake passage 2, via the air intake orifice 18 , to combustion chamber 14.
[24] The exhaust passage 3 includes an exhaust manifold which has multiple branched pipes on the exhaust side 3a corresponding respectively to the multiple cylinders 11. It should be noted that FIG. 1 schematically represents only a cross section of one of the pipes branched exhaust side 3a. The exhaust passage S further comprises an exhaust side manifold 3b which is positioned on a downstream side of the branched pipe exhaust side 3a in the exhaust gas flow (represented by the arrow F2). The exhaust gas passing through the exhaust passage 3, passes through the multiple branched pipes on the exhaust side 3a, and then is collected in the exhaust side manifold 3b. The exhaust manifold is disposed on one end side of the exhaust passage 3 in a longitudinal direction thereof. The exhaust passage 3, in particular, one end of the branched pipe on the exhaust side 3a in the longitudinal direction thereof is connected to an exhaust opening 13b of the cylinder head 13 via an orifice d exhaust 19, and the exhaust gas is supplied from the combustion chamber 14, via the exhaust orifice 19, to the exhaust passage 3, Lin exhaust pipe (not shown in the figures ) is arranged on the other end side of the exhaust passage 3 in the longitudinal direction thereof, and a portion of rear pipe (not shown in the figures) of the exhaust pipe is positioned at the other end of the exhaust passage 3 in the longitudinal direction thereof. The purification device 4 is disposed at an intermediate portion of the exhaust passage 3 in the longitudinal direction thereof, and the details of which are described below, [251 The diesel engine 1 comprises: a movable mechanism for air intake valve 20 which has an air intake valve 20a disposed at the air intake port 18 of each cylinder 11 and a movable exhaust valve mechanism 21 which has a valve exhaust 21a disposed at the exhaust orifice 19 of each cylinder 11.
[26] The movable air intake valve mechanism 20 is configured to lift the air intake valve 20a from an open state, in which the air intake port 18 is opened to allowing air to pass therethrough, and a closed state, in which the air intake port 18 is closed so as to prevent air from passing therethrough. The movable air intake valve mechanism 20 has a cam (not shown in the figures) which rotates so as to be able to adjust the amount of lifting of the air intake valve 20a. For example, the movable air intake valve mechanism 20 may be of the solenoid type. In this case, the cam is used to control the hydraulic pressure which is used to open and close the air intake valve 20a. In another example, the movable air intake valve mechanism 20 can be configured to open and close the air intake valve 20a by transmitting a force, which was created by the rotation of the cam, to the air intake valve 20a.
[27] The movable exhaust valve mechanism 21 is configured to lift the exhaust valve 21a between an open state, in which the exhaust port 19 is open to allow the exhaust gas to pass to through it, and a closed state, in which the exhaust port 19 is closed to prevent the exhaust gas from passing therethrough. The movable exhaust valve mechanism. 21 has a cam (not shown in the figures) which rotates in order to adjust the lifting amount of the exhaust valve 21a. For example, the movable exhaust valve mechanism 21 may also be of the solenoid type. In this case, the cam is used to control the hydraulic pressure which is used to open and close the exhaust valve 21a. In another example, the movable exhaust valve mechanism 21 can be configured to open and close the exhaust valve 21a by transmitting a force, which is generated by rotation of the cam, to the exhaust valve. exhaust 21a.
[28] The diesel engine 1 has a diesel injector 22 which can directly inject fuel into the combustion chamber 14 of each cylinder 11. The injector 22 is attached to the cylinder head 13. It is particularly preferable that the injector 22 is disposed on an outer peripheral side of the cylinder 11 with respect to the air intake orifice 18. A gas butterfly valve 23 is disposed in the middle of the air intake passage 2 in the longitudinal direction of this one. The throttle valve 23 can adjust the amount of air flow which is supplied from the air intake passage 2, through the air intake port 18, to the air chamber. combustion 14.
[29] The diesel engine 1 also has a supply compressor 24 which is configured to increase the air pressure passing through the air intake passage 2. In this embodiment, the compressor d The supply 24 is configured to be driven using the exhaust gas flow, which passes through the exhaust passage 3. However, the supply compressor can be configured to be driven using a output of diesel engine, electric motor, and / or the like.
1.30] When the diesel engine 1 is of a four-stroke type, as in this embodiment, an air intake stroke, a compression stroke, a combustion stroke, an exhaust stroke are performed in this order in a single combustion cycle, In a single combustion cycle, the crankshaft 16 rotates twice. For this reason, the crankshaft angle essentially changes by 720 degrees in a single combustion cycle, and the crankshaft angle essentially changes by 180 degrees in each of the air intake stroke, the compression stroke, the combustion stroke, and exhaust stroke.
[31] Details of the purification device.
[32] With reference to FIG. 1, the purification device 4 is described in detail. The purification device 4 has a purification unit 43 which houses the oxidation catalyst 41 and the filter 42 described above. The purification box 43 is disposed at an intermediate portion in the exhaust passage 3. In addition, the oxidation catalyst 41 has opening portions on the upstream side and downstream side 41a and 41b which, respectively, open onto the upstream side and the downstream side in the exhaust gas flow. It is preferable that the oxidation catalyst 41 and the filter 42 are arranged apart from each other in the direction of flow of the exhaust gas.
[33] In the purification device 4, the unburnt gas mixture is blown over the upstream side opening portion 41a of the oxidation catalyst 41, and an oxidation reaction occurs when the unburnt gas mixture is in contact with the oxidation catalyst 41. The heat of the oxidation reaction provides the increase in the temperature of the gas which passes through the oxidation catalyst 41, and in addition the gas, the temperature of which has been increased, is supplied, through the downstream side opening portion 41b of the oxidation catalyst 41, to the filter 42. When the gas reaches the filter 42, the temperature of the gas has preferably reached a temperature which can burn particulate matter, in particular , soot having accumulated on the filter 42. For example, the temperature of the gas reaching the filter 42 is preferably from approximately 600 degrees C to approximately 650 degrees C. The gas , the temperature of which has been increased, can burn and remove particulate matter, in particular, soot, and therefore the filter 42 is regenerated.
[34] Details of the control device.
[35] With reference to Figures 1 and 2, the control device 5 is described in detail. The control device 5 has an ECU (engine control unit) 51 which is a control unit configured to be able to control the diesel engine 1. In particular, although the following elements are not shown in the figures , the ECU 51 preferably comprises: electronic components such as a CPU (central processing unit), RAM (random access memory), ROM (read-only memory), flash memory, an input interface, an interface output, and / or the like '> an electrical circuit in which such electronic components and / or the like are arranged and / or the like.
[36] According to one embodiment, the exhaust gas cleaning system for an internal combustion engine 1, 101, comprises a load evaluation unit 74c configured to evaluate in which, from a state at medium to high load or from a low load state, the internal combustion engine 1, 101 is located; and an evacuation instruction unit 74d configured to give the instruction to perform evacuation control on the cylinder 11 when the load evaluation unit 74c determines that the internal combustion engine 1, 101 is in a state at medium to high load so that, before the regeneration instruction unit 76h gives the instruction to carry out the filter regeneration control 42 on the cylinder 11, the air intake into, and the exhaust from, the combustion chamber 14 are produced during at least one combustion cycle, and fuel is not supplied to the combustion chamber 14 during at least one combustion cycle, when the unit load evaluation 74c determines that the internal combustion engine 1. is in a medium to high load state, in which the regeneration instruction unit 76h is configured to give the instruction for r follow the filter regeneration command 42 on the cylinder 11 after having carried out the evacuation command when the load evaluation unit 74c determines that the internal combustion engine 1, 101 is in a state at medium to high load, and is configured to give the instruction to perform the filter regeneration command 42 on the cylinder 11 without performing the evacuation command when the load evaluation unit 74c determines that the internal combustion engine 1, 101 is in a state at low load.
[37] According to this embodiment, the exhaust gas cleaning system for an internal combustion engine 1, 101. further comprising: an accelerator position detection unit 52 configured to be able to detect an accelerator position;
an engine rotation detection unit 53 configured so as to be able to detect a rotation speed of the internal combustion engine 1, 101:
a load calculating unit 74a configured to be able to calculate a load on the internal combustion engine (1, 101) using a detected value of the accelerator position obtained by the position detection unit accelerator (52), and a detected value of the rotational speed obtained by the motor rotation detection unit (53) I and a load condition adjustment unit (74b) configured to adjust an average load range at high (Wl) to determine the state at medium load at high and a low load range (W2) to determine the state at low load, based on the rotational speed of the internal combustion engine (1, 101 ) and the load on the internal combustion engine (1, 101), in which the load evaluation unit (74c) is configured to determine that the internal combustion engine (1, 101) is in the '' medium to high load state when a load determined on the basis of the detected value of the speed of rotation and a calculated value of the load obtained by the load calculation unit (74a) is in the range of medium to high load (Wl) adjusted by functivity load condition adjustment (74b). and is configured to determine that the internal combustion engine (1, 101) is in the low load state when the load state is in the low load range (W2) set by the condition setting unit load (74b), and the load condition setting unit (74b) is configured so that the medium to high load range (Wl) becomes narrower and the low load range (W2) becomes wider when a water temperature of the internal combustion engine (1, 101) becomes higher.
[38] The control device 5 has an accelerator position sensor 52 which can detect the amount of action of pressing down on an accelerator pedal 6 by a driver (hereinafter called "position d 'accelerator"). In this embodiment, the accelerator position sensor 52 serves as the accelerator position detection unit.
[39] The control device 5 has a crankshaft angle sensor 53 which can detect a crankshaft angle of the crankshaft 16. The crankshaft angle sensor 53 can also detect a crankshaft rotation speed of the crankshaft 16, at namely, an engine rotation speed of the diesel engine 1. In this embodiment, the crankshaft angle sensor 53 serves as an engine rotation detection unit.
[40] The controller 5 has: a vehicle speed sensor 54 which can detect a vehicle speed; and a water temperature sensor 55 which can detect the cooling water temperature of the diesel engine 1. It is preferable that the water temperature sensor 55 is attached to, for example, a water jacket (not shown in the figures) which is provided in the cylinder head 13.
[41] The controller 5 also has an air mass flow sensor 56 which can sense an amount of air flow immediately before passing through the gas butterfly valve 23 5 and a position sensor throttle valve 57 which can detect the position of the throttle valve 23. The air mass flow sensor 56 is positioned on the air intake passage 2 on the upstream side of the throttle valve gas 23 in the air flow.
[42] The control device 5 has an air intake pressure sensor 58 and an air intake temperature sensor 59 which can respectively detect the pressure and the temperature of air passing through the branched pipe air intake side 2a of the air intake passage 2. The air intake pressure sensor 58 and the air intake temperature sensor 59 are provided in each of the branched pipes on the intake side air 2a.
[43] The control device 5 also has: a carne angle sensor on the air intake side 60 capable of detecting a cam angle (hereinafter called "cam angle on the air intake side") of the mechanism mobile air intake valve 20; and an exhaust side cam angle sensor 61 capable of detecting a cam angle (hereinafter called "exhaust side cam angle".) of the movable exhaust valve mechanism 21.
[44] The control device 5 has an exhaust gas temperature sensor 62 which can detect the temperature of the exhaust gas passing between the exhaust port 19 and the oxidation catalyst 41. The temperature sensor exhaust gas 62 is disposed in a region between the exhaust port 19 and the oxidation catalyst 41 in the exhaust passage 3. The controller 5 has a filter temperature sensor 63 which can sense the temperature exhaust gas passing between the oxidation catalyst 41 and the filter 42. The filter temperature sensor 63 is arranged in a region between the oxidation catalyst 41 and the filter 42 inside the purification box 43. Note that the filter temperature sensor 63 can be attached to the filter 42. The controller 5 also has a differential filter pressure sensor 64 which can detect cter the difference in exhaust gas pressure before and after passing through filter 42.
[45] The control device 5 is configured so that the exhaust gas can be reintroduced into the combustion chamber 14 of each cylinder 11 by an external EGR in the diesel engine 1. However, when the diesel engine has a external EGR device configured so that the exhaust gas on the exhaust passage can be supplied to the air intake passage, the control device is preferably configured so that the exhaust gas on the exhaust passage can be reintroduced through the air intake passage in the combustion chamber of each cylinder by the external EGR device.
[46] ECU details.
[47] With reference to Figures 1 and 2, the ECU 51 is described in detail. The ECU 51 is electrically connected to the movable air intake valve mechanism 20, to the mobile exhaust valve mechanism 21, the injector 22, and to the throttle valve 23. The ECU 51 is electrically connected to the accelerator position sensor 52, the crankshaft angle sensor 53, the vehicle speed sensor 54, the water temperature sensor 55, the air mass flow sensor 56, the sensor throttle position sensor 57, air intake pressure sensor 58, air intake temperature sensor 59, cam angle sensor on air intake side 60, gas sensor exhaust side cam angle 61, exhaust gas temperature sensor 62, filter temperature sensor 63, and filter differential pressure sensor 64. In addition, the ECU 51 has: a storage unit 51a which stores various graphs, calculation formulas, and / or analogs described its below; and a memory unit 51b which can store various detected values, various calculated values, various estimated values, various thresholds, and / or the like described below. The storage unit 51a is preferably a ROM or the like. The memory unit 51b is preferably a RAM. or the like.
[48] The ECU 51 has: a torque-based control unit 71 which performs torque-based control on the diesel engine 1; a stopped cylinder control unit 72 which executes a stopped cylinder control on at least one cylinder 11 and a cut fuel control unit 73 which executes cut fuel control on at least one cylinder 11. The ECU 51 also has: an evacuation evaluation unit 74 which evaluates whether or not it is necessary to carry out the evacuation of at least one cylinder 11, in particular the evacuation, of exhaust gas intended to be reintroduced by the External EGR (exhaust gas recirculation) and, an evacuation control unit 75 which executes an evacuation control on at least one cylinder 11. In addition ,. the ECU 51 has: a first evaluation unit 76 which. assesses whether or not it is necessary to regenerate the filter 42; a regeneration control unit 77 which performs filter regeneration control on at least one cylinder 11; and a second evaluation unit 78 which evaluates whether or not it is necessary to continue the filter regeneration command.
[49] Details of the torque-based control unit, cylinder shutdown control unit, and the cut fuel control unit.
Referring to Figure 2, the torque-based control unit 71, the stopped cylinder control unit 72, and the cut fuel control unit 73 are described in detail. In the torque-based control performed by the torque-based control unit 71, the diesel engine 1 is controlled so that a target torque is produced as output in correspondence with a driving state of a vehicle. In particular, in the torque-based control, the torque-based control unit 71 controls the movable air intake valve mechanism 20, the movable exhaust valve mechanism 21, the injector 22, the. throttle valve 23, and / or the like. Essentially, ordinary combustion, exhaust, air intake, and compression strokes are performed in each cylinder 11 in the torque-based control.
[51] In the stopped cylinder control executed by the stopped cylinder control unit 72, the control is executed such that at least one of the multiple cylinders 11 is in the stopped state. For cylinder 11 in the stopped state, the air intake valve 20a is closed, the exhaust valve 21a is closed, the fuel supply from the injector 22 is stopped, and ignition compression in the combustion chamber 14 is prohibited. It should be noted that, for the cylinder in the stopped state, it is only necessary that at least the exhaust valve 21a is closed. In addition, the stopped cylinder control can be executed simultaneously with the torque-based control. In particular, the stopped cylinder control is preferably executed during driving at low load, idling, and / or the like.
[52] In the cut fuel control by the cut fuel control unit 73, the injection of fuel from the injector 22 into at least one of the multiple cylinders 11 is stopped.
[53] Details of the evacuation assessment unit.
[54] Referring to Figures 3, 4A, and 4B, the evacuation evaluation unit 74 is described in detail. As shown in FIG. 3, the evacuation evaluation unit 74 has a load calculation unit 74a which calculates an engine load (%) of the diesel engine 1. For the calculation of the engine load, for example, it is preferable to use at least one detected value (hereinafter, simply called “accelerator position detected value”) of the accelerator position obtained by the accelerator position sensor 52, and a detected value (hereinafter, simply called “detected engine speed value) ω of the engine speed obtained by the crankshaft angle sensor 53. As shown in FIGS. 3, 4A, and 4B, the evacuation evaluation unit 74 has a charge condition setting unit 74b which sets a medium to high load range W1 to determine a medium to high load state and a low load range W2 for dete rminate a state at low load on the basis of the speed of rotation of the diesel engine 1 and of the load on the diesel engine 1. The medium to high load range W1 is positioned in a load range higher than that of the range low load W2, and the medium to high load range W1 and the low load range W2 are adjacent to each other.
[551 The load condition adjusting unit 74b is configured to make the medium to high load range W1 narrower and the low load range W2 wider, when a value detected (hereinafter, simply called " detected engine water temperature value) of the engine water temperature obtained from the water temperature sensor 55 increases. Here, a limit E between the medium to high load range W1 and the low load range W2 preferably moves to a side on which the motor load is higher. Note that, for example, the medium to high load range W1 and the low load range W2 in Figure 4A are adjusted when the detected value of the engine water temperature is at an average level of 60 degrees C or more and 80 degrees C or less, and the medium to high load range W1 and the low load range W2 in Fig. 4B are set when the detected value of the engine water temperature is higher than 80 degrees vs.
[56] Again, as shown in FIG. 3, the evacuation evaluation unit 74 has a load evaluation unit 74c which evaluates whether or not the diesel engine 1 is in a state at medium load at high or low load state. When an engine load state, determined on the basis of the detected value ω of the engine speed and a calculated value (hereinafter, simply called "calculated engine load value") N of the engine load obtained by the load calculation unit 74a, is in the range of medium to high load Wl, the load evaluation unit 74c determines that the diesel engine 1 is in a state with medium to high load. On the other hand, when the engine load state is in the low load range W2, the load evaluation unit 74c determines that the diesel engine 1 is in a low load state, For example, when the motor state of charge is not in the medium to high load range W1, the load evaluation unit 74c can determine that the motor state of charge is in the low load range W2.
[571 The evacuation evaluation unit 74 has an evacuation instruction unit 74d which sends an instruction to execute an evacuation command on at least one cylinder there when the load evaluation unit 74c determines that the diesel engine 1 is in a medium to high load state, in a state where conditions for sending the instruction to execute the filter regeneration command are met, as described below, When the instruction unit 74d sends an instruction to execute the evacuation command, the diesel engine 1 transitions from a torque-based control mode to an evacuation control mode, and the evacuation control unit 75 executes the evacuation command on at least one cylinder 11. On the other hand, when the load evaluation unit 74c determines that the diesel engine 1 is in a low load state in a state at where conditions to send the instruction to execute the filter regeneration command are met, as described below, the evacuation instruction unit 74d does not send the instruction to execute the command to evacuation.
[58] Details of the evacuation control unit.
[59] Referring to Figure 5, the evacuation control unit 75 is described in detail. The exhaust control unit 75 executes the exhaust control such that the air intake into, and the exhaust from. the combustion chamber 14 of at least one of the cylinders 11 is produced during at least one combustion cycle, while fuel is not supplied to the combustion chamber 14.
[60] The period of execution of the evacuation control mode is preferably determined in correspondence with the states of the diesel engine 1 and of the purification device 4. In particular, the period of execution of the evacuation control mode is preferably changeable in correspondence with the states of the diesel engine 1 and of the purification device 4. For example, the period of execution of the evacuation control mode can be a time during which a detected value (hereinafter, simply called "detected filter temperature value") of the filter temperature obtained from the filter temperature sensor 63. may be a suitable temperature to regenerate the filter 42. For example, the appropriate temperature to regenerate the filter 42 may be from approximately 600 degrees C to approximately 650 degrees C. In addition, the execution period of the evacuation control mode is preferably this a combustion cycle from the point of view of minimizing the period of execution. However, the period of execution is not limited to one combustion cycle, but may be two, or more, combustion cycles, from the point of view of achieving sufficient evacuation. However, it is also possible to preset the period of execution of the exhaust control mode, [611 The exhaust control unit 75 has: a exhaust gas butterfly control unit 75a which can control the throttle valve 23 in the exhaust control mode: an exhaust air intake control unit 75b which can control the movable air intake valve mechanism 20 in the exhaust control mode evacuation; an exhaust exhaust control unit 75c which can control the movable exhaust valve mechanism 21 in the exhaust control mode <and an exhaust injector control unit 75d which can control the injector 22 in the evacuation control mode.
1.62] The exhaust throttle control unit 75a adjusts the throttle position of the throttle valve 23 in order to supply air to the combustion chamber 14 of the cylinder 11 at an amount of flow which has been adjusted to be suitable for discharge in the discharge control mode. The adjustment of the throttle valve position is preferably carried out on the basis of a detected value (hereinafter called "detected value of air intake flow quantity") of the flow quantity air obtained by the air mass flow sensor 56, and a detected value (hereinafter called "throttle valve position detected value") of the obtained throttle valve position by the throttle valve position sensor 57.
[63] The exhaust air intake control unit 75b controls the movable air intake valve mechanism 20 so that the air intake valve 20a is opened in the stroke d air intake in the exhaust control mode. Here, the amount of lifting, the angle of action, and the timing of opening and closing of the air intake valve 20a are preferably controlled so that air is supplied to the chamber. of combustion 14 of cylinder 11 to an amount of flow which has been adjusted to be suitable for evacuation.
[64] The exhaust exhaust control unit 75c controls the movable exhaust valve mechanism 21 so that the exhaust valve 21a is opened in the exhaust stroke in the control mode. evacuation, Here, the amount of lifting, the angle of action, and the timing of opening and closing of the exhaust valve. 21a are preferably controlled such that the exhaust gas is supplied from the combustion chamber 14 of the cylinder 11 to the exhaust passage 3 at an amount of flow which has been adjusted, in order to be suitable for the evacuation, in advance.
[65] The exhaust injector control unit 75d controls the injector 22 in the exhaust control mode so that the supply of fuel to the combustion chamber 14 of the cylinder 11 is stopped. Note that compression ignition in the combustion chamber 14 is prohibited in the exhaust control mode.
[661 Details of the first evaluation unit, [67] Referring to Figure 6, the first evaluation unit 76 is described in detail. The first evaluation unit 76 has a driver demand torque calculating unit 76a which calculates a driver demand torque. Specifically, the driver demand torque calculation unit 76a calculates the driver demand torque in correspondence with the detected value of the accelerator position. In particular, the driver demand torque calculation unit 76a preferably calculates the driver demand torque in correspondence with the detected value of the accelerator position on the basis of a graph, preset of driver demand torque, or a calculation formula.
1.68] The first evaluation unit 76 has a deceleration evaluation unit 76b which evaluates whether or not the vehicle is in a deceleration state on the basis of a calculated value (hereinafter, simply called "calculated torque value driver demand ”) D of the driver demand torque obtained from the driver demand torque calculating unit 76a. In one example, the deceleration evaluation unit 76b preferably determines that the vehicle is in a deceleration state when the calculated value D of the driver demand torque is 0 (zero) N-m. In another example, the deceleration assessment unit 76b preferably determines that the vehicle is in a deceleration state, when the amount AD of change per unit time of the calculated value D of the driver demand torque is equal to or greater at a preset ADO threshold of the amount of change. In addition, the deceleration evaluation unit 76b can evaluate whether or not the vehicle is in a deceleration state on the basis of the calculated value D of the driver demand torque, and at least one of; the detected value ω of the motor rotation speed the detected value of the vehicle speed obtained from the vehicle speed sensor 54; and the detected value of the engine coolant temperature.
[69] The first evaluation unit 76 has an evaluation torque calculation unit 76c which calculates an evaluation torque. In this embodiment, the evaluation torque is defined as a torque for evaluating whether or not the vehicle must obtain a torque produced at output from the diesel engine 1 in correspondence with the driver demand torque. The evaluation torque calculating unit 76c preferably calculates the evaluation torque in correspondence with the detected value of the accelerator position and the detected value ω of the engine speed on the basis of the preset graph. of evaluation torque, or formula.
1.70] The first evaluation unit 76 has a torque evaluation unit 76d which evaluates whether or not the calculated value D of the driver demand torque is less than a calculated value (hereinafter, simply called “calculated torque value d 'evaluation') J of the evaluation torque obtained by the evaluation torque calculation unit 76c, when the deceleration evaluation unit 76b determines that the vehicle is in a deceleration state. In addition, the first evaluation unit 76 has a stopped cylinder evaluation unit 76e which evaluates whether at least one of the multiple cylinders 11 is or is not in the stopped state. The stopped cylinder evaluation unit 76e evaluates which of the multiple cylinders 11 which is in the stopped state on the basis of the detected value moteur of the engine speed and at least one of ^: a detected value (hereinafter, simply called "cam angle value on the air intake side".) of the cam angle on the air intake side obtained from the cam angle sensor on the intake side air 60; and a detected value (hereinafter, simply called "exhaust side cam angle value") of the exhaust side cam angle obtained from the exhaust side cam angle sensor 61.
[71] For example, the stopped cylinder evaluation unit 76e preferably determines that at least one cylinder 11 is in the stopped state, when the amount Δω of change of the detected value ω of the speed of rotation of motor is equal to or greater than a preset threshold ΔωΟ of the amount of motor speed change. Furthermore, in addition to determining on the basis of the amount Δω of change, the stopped cylinder evaluation unit 76e preferably evaluates which of the multiple cylinders 11 which is in the stopped state through at least one of: determining a closed position of the air intake valve 20a. based on the detected value of the cam angle on the air intake side! and determining the closed position of the exhaust valve 21a based on the detected value of the exhaust side cam angle.
[72] The first evaluation unit 76 has a soot accumulation quantity estimation unit 76f which estimates the quantity of soot having accumulated on the filter 42. The quantity estimation unit accumulation of soot 76f preferably estimates the amount of soot that has accumulated in correspondence with driving conditions of the vehicle, in particular, operating conditions of the diesel engine 1. and the time of continuation of the driving conditions, on the basis a graph or formula for calculating the amount of soot accumulation created in advance. For example, the graph or formula for calculating the amount of soot accumulation is preferably created using: the amount of soot having accumulated per unit of time, determined, by experiments and / or the like, in advance ; and / or the like, in correspondence with: the driving conditions of the vehicle, in particular, various operating conditions of the diesel engine 1; engine water temperature: environmental factors, such as atmospheric pressure outside the vehicle and / or the like; and / or the like. It should be noted that the soot accumulation quantity estimation unit 76f can estimate the amount of soot that has accumulated in correspondence with the detected value of the difference in exhaust gas pressure obtained from the differential pressure of filter 64 on the basis of a graph or a formula for calculating soot accumulation which was created in advance.
[73] The first evaluation unit 76 has a regeneration evaluation unit 76g which evaluates whether or not it is necessary to regenerate the filter 42. Specifically, the regeneration evaluation unit 76g preferably evaluates whether a value estimated (hereinafter, simply called “estimated amount of accumulated soot”) C of the amount of accumulated soot obtained by the soot accumulation quantity estimation unit 76f, is or not equal to or greater than a predetermined threshold CO of the amount of soot that has accumulated. The threshold CO of the amount of soot having accumulated is preferably determined in advance on the basis of: actual measurement values of the amount of soot having, accumulated, obtained by experiments and / or the like; the quantity of threshold, of particulate matter, allowed to have escaped through the filter 42 towards the exterior of the vehicle: the driving conditions of the vehicle: the operating conditions of the diesel engine 1; and / or the like.
[74] Note that the regeneration evaluation unit 76g can evaluate whether or not it is necessary to regenerate the filter 42, when the deceleration evaluation unit 76b determines that the vehicle is in a deceleration state. The regeneration evaluation unit 76g can also evaluate whether or not it is necessary to regenerate the filter 42, when the deceleration evaluation unit 76b determines that the vehicle is in a deceleration state, and the unit torque evaluation device 76d determines that the calculated value D of the driver demand torque is less than the calculated value J of the evaluation torque.
[75] The first evaluation unit 76 has a regeneration instruction unit 76h which sends an instruction to execute the filter regeneration command on at least one cylinder 11 when the deceleration evaluation unit 76b determines that the vehicle is in a decelerating state, and the regeneration evaluation unit 76g determines that it is necessary to regenerate the filter 42, In particular, the regeneration instruction unit 76h preferably sends an instruction to execute the command of filter regeneration on at least one cylinder 11, when the deceleration evaluation unit 76b determines that the vehicle is in a deceleration state, the torque evaluation unit 76d determines that the calculated value D of the driver demand torque is less than the calculated value J of the evaluation torque, and the regeneration evaluation value 76g determines q if it is necessary to regenerate the filter 42.
[76] In addition, regeneration instruction funk 76h preferably sends an instruction to execute the filter regeneration command when the evacuation evaluation funit 74e load evaluation unit 74c determines that the diesel engine 1 is in a medium to high load state, in a condition where conditions for sending the instruction to execute the filter regeneration command are met, as described above, and after the evacuation command from the evacuation command 75 executed during at least one fuel cycle is completed. In this case, the diesel engine 1 makes a transition from the torque-based control mode, via the exhaust control mode, to a filter regeneration control mode, and the regeneration control unit 77 executes the filter regeneration command on at least one cylinder 11.
[77] On the other hand, regeneration instruction command 76h preferably sends an instruction to execute the filter regeneration command immediately when charge evaluation function 74c of the evacuation evaluation unit 74 determines that the diesel engine 1 is in a low load state in a state where conditions for sending the instruction to execute the filter regeneration command are met. In this case, the evacuation assessment functionning instruction unit 74d 74does not send the instruction to execute the evacuation command, and the evacuation control unit 75 not execute the evacuation command. Therefore, the diesel engine 1 directly transitions from the torque-based control mode to the filter regeneration control mode, and the regeneration control unit 77 performs the filter regeneration control on at least one cylinder 11.
[78] Regarding the instruction to execute the filter regeneration command in the regeneration instruction unit 76h, when the stopped cylinder evaluation unit 76e determines that at least one of the cylinders 11 is in the stopped state, the regeneration instruction unit 76h does not send an instruction to execute the filter regeneration command on the at least one cylinder 11 in the stopped state, and sends an instruction to execute the filter regeneration command on the rest of the multiple cylinders 11 in an unstopped state. On the other hand, when the stopped cylinder evaluation unit 76e determines that none of the cylinders 11 is in the stopped state, i.e., when the stopped cylinder evaluation unit 76e determines that all of the cylinders 11 are in a non-stopped state, the regeneration instruction unit 76h sends an instruction to execute the filter regeneration command on all the cylinders 11 in the non-stopped state. However, with regard to the instruction to execute the filter regeneration command in the regeneration instruction unit 76h, it is also possible to send an instruction to execute the filter regeneration command on all the cylinders 11 without determination by the stopped cylinder evaluation unit 76e. It should be noted that the cylinders 11, on which the instruction to execute the evacuation command is sent by the evacuation instruction unit 74d, are also determined in the same way as the cylinders 11, on which the instruction to execute the filter regeneration command is sent by the regeneration instruction unit 76h, as described above. .79] The first evaluation unit 76 further has a first cut fuel instruction unit 76i which sends an instruction to execute a cut fuel command on at least one cylinder 11, when the regeneration evaluation unit 76g determines that it is not necessary to continue the filter regeneration command. When the first cut fuel instruction unit 76i sends the instruction to execute the cut fuel control, the diesel engine 1 transitions from the torque-based control mode to the cut fuel control mode, and further , the cut fuel control unit 73 executes the cut fuel command on at least one cylinder 11. It should be noted that the first cut fuel instruction unit 76i can send an instruction to execute the cut fuel command on all the cylinders 11, when the regeneration evaluation unit 76g determines that it is not necessary to continue the filter regeneration command.
[80] Details of the regeneration control unit.
1.81] Referring to Figure 7. the regeneration control unit 77 is described. The regeneration control unit 77 has a regeneration throttle control unit 77a which can control the throttle valve 23 in the filter regeneration control mode an intake control unit for regeneration purposes 77b which can control the movable air intake valve mechanism 20 in the filter regeneration control mode: an exhaust control unit for regeneration purposes 77c which can control the mobile mechanism an exhaust valve 21 in the filter regeneration control mode; and, an injector control unit for regeneration 77d which can control the injector 22 in the filter regeneration control mode.
[82] In the filter regeneration control mode, the regenerative throttle control unit 77a adjusts the throttle position of the throttle valve 23 to supply air to form the unburnt gas mixture at the combustion chamber 14 of the cylinder 11. The adjustment of the throttle valve position is preferably carried out on the basis of a detected value of the quantity of flow, intake d air and a detected value of the throttle valve position.
[83] In the filter regeneration control mode, the regeneration intake control unit 77b controls the movable air intake valve mechanism 20 such that the intake valve air 20a. either open or a state where the air intake valve 20a is open is maintained. In the state where the air intake valve 20a is open, the air to form the unburnt gas mixture is supplied from the air intake passage 2, through the orifice d air intake 18 into the combustion chamber 14. It should be noted that the intake control unit for regeneration purposes 77b preferably controls the movable intake valve mechanism, of air 20 using , as a base value, the position of the air intake valve 20a based on a detected value of the cam angle on the air intake side.
[84] In the filter regeneration control mode, the exhaust control unit for regeneration 77c controls the movable exhaust valve mechanism 21 so that the exhaust valve 21a is closed or that a state where the exhaust valve 21a is closed is maintained. In the state where the exhaust valve 21a is closed, the fuel and air used to form the unburnt gas mixture can be charged into the combustion chamber 14. The exhaust control unit for the purpose of regeneration 77c also controls the movable exhaust valve mechanism 21 so that the exhaust valve 21a is opened in a state where a uniform unburnt gas mixture suitable for regeneration of the filter 42 is formed in the combustion chamber 14 By opening the exhaust valve 21a, as described above, the unburnt gas mixture is supplied from the combustion chamber 14, via the exhaust port 19, to the oxidation catalyst 41 The exhaust control unit for regeneration 77c preferably controls the movable exhaust valve mechanism 21 using, as a base value, the pos exhaust valve 21a based on the detected value of the exhaust side cam angle.
[85] In the filter regeneration control mode, the regenerator injector control unit 77d can control the injector 22 so that the fuel supply to the combustion chamber 14 is started or the fuel supply to the combustion chamber 14 is continued. The injector control unit for regeneration 77d controls the injector 22 so that the supply of fuel to the combustion chamber 14 is stopped, when fuel is supplied to the combustion chamber 14 in one amount suitable for forming an unburnt gas mixture suitable for regeneration of the filter 42, The injector control unit for regeneration purposes 77d controls the injector 22 so that the fuel is injected continuously or intermittently during a period, from start to stop, of fuel injection. In particular, in the filter regeneration control mode, the injector control unit for regeneration purposes 77d preferably controls the injector 22 so that fuel is supplied to the combustion chamber 14 during a period when the piston 12 in the cylinder 11 is interposed between the injector 22 and the jacket wall 11a of the cylinder 11 in a fuel spraying direction.
[86] In the regeneration control unit 77, the unburnt gas mixture is maintained for a predetermined holding period Q in the combustion chamber 14 placed in a state where both the air intake valve 20a and the exhaust valve 21a are closed and no combustion takes place in the combustion chamber 14. Then, the exhaust valve 21a is open. Therefore, a uniform unburnt gas mixture can be supplied from the combustion chamber 14, through the exhaust port 19, to the oxidation catalyst 41. The holding period Q is determined to allow the formation of '' an unburnt gas mixture suitable for the regeneration of the filter 42.
[87] In addition, the holding period Q can be determined based on the amount K (degrees) of crankshaft angle change. In other words, the holding period Q can be a time during which the crankshaft angle changes according to an amount K (degrees) of change. The amount K of crankshaft angle change determines that the holding period Q is preferably equal to or greater than 360 degrees, and the amount K of crankshaft angle change is further preferably equal to or greater than 720 degrees . In particular, when the holding period Q is constant, the amount K of crankshaft angle change determines that the holding period Q is preferably changed in correspondence with the detected value ω of the engine speed. For example, when the detected value ω of the engine speed is 1000 rpm, the amount K of crankshaft angle change is preferably changed to 720 degrees, and when the detected value ω of the. motor rotation speed is 3000 rpm, 1a. amount K of crankshaft angle change is preferably changed to 2160 degrees.
[88] In the regeneration control unit 77, in particular, the throttle control unit for regeneration purposes 77a and the intake control unit for regeneration purposes 77b respectively control the valve. throttle valve 23 and the movable air intake valve mechanism 20 so that compression ignition is prevented from occurring in the cylinder 11. For controlling the throttle valve 23 and the movable mechanism air intake valve 20, as described above, the regeneration control unit 77 has a gas mixture temperature estimation unit for regeneration 77e which estimates the temperature (K, absolute temperature) of the unburned gas mixture to a dead top compression port of cylinder 11. In addition, the regeneration control unit 77 has an intake quantity calculation unit for regeneration purposes 77f which ca It calculates a requested intake quantity (m ³ , cubic meter) which is an amount of air required in the combustion chamber 14 in the filter regeneration control mode. The intake quantity requested corresponds to the capacity (m ³ ) of the combustion chamber in the cylinder 11 in a state where the air intake valve 20a is closed in order to prevent compression ignition from occurring. in cylinder 11.
[89] A calculated value (hereinafter, simply called the “calculated intake quantity requested value”) Vo of the requested admission quantity obtained by the intake quantity calculation unit for regeneration purposes 77f is determined such that an estimated value Tf of the temperature of the unburned gas mixture at the top compression dead center of the cylinder 11, which is estimated by the gas mixture temperature estimation unit for regeneration purposes 77e , i.e. less than a predicted value Tiiœ (K, absolute temperature) of the spontaneous ignition temperature of the unburnt gas mixture, The predicted value Tiim of the absolute spontaneous ignition temperature of the unburned gas mixture is the temperature (K, absolute temperature) of the gas mixture not burnt under compression in which the occurrence of compression self-ignition is expected. For example, the predicted value Tiim is preferably a value adjusted experimentally, empirically or theoretically. The regeneration admission control unit 77b controls at least one of ^: the amount of lifting; the angle of action; and setting the opening and closing of the air intake valve 20a based on the calculated value Vo of the requested intake quantity. Further, the throttle valve control unit for regeneration purposes 77a and the intake throttle control unit for regeneration purposes 77b can control the throttle valve 23 and the movable valve mechanism, respectively. air intake 20, based on the calculated value Vo of the requested intake quantity.
[90] The relationship between the estimated value Tf of the temperature of the unburned gas mixture and the calculated value Vo of the quantity of intake requested can be expressed by formula 1 below:
Tf = To <Vo / V _f ) ^(k4) ·· (Formula 1) [911 In formula 1, To is the temperature (K, absolute temperature) of the unburned gas mixture in cylinder 11 when the pressure valve air inlet 20a is closed. Vf is the capacity (m ³ ) of the combustion chamber 14 in the cylinder 11 when the piston 12 is positioned at a top dead center in the cylinder 11. k is the heat capacity ratio. For air, k is 1.4.
[92] To can be calculated by formula 2 below.
To = (A _ex -B _ex -T _ex + A _jja -B _in -T _in ) / 2 ··· (Formula 2) [93] In formula 2, T _ex is a detected value (K, absolute temperature) of the base temperature of the gas (hereinafter called “external EGR gas”) reintroduced into the cylinder 11 by external EGR. The detected value of the base temperature of the external EGR gas corresponds to the detected value (K, absolute temperature) of the exhaust gas temperature obtained by the exhaust gas temperature sensor. 62. It should be noted that, after the exhaust mode is finished, Tin, obtained by the air intake temperature sensor 59, can also be used.
[94] A _ex is a correction coefficient to correct T _ex . A _ex increases with an increase in the amount of external EGR gas, A _ex is preferably specified from the relationship between the. detected value ω of the motor speed and the calculated value N of the motor load. For example, a graph, in particular, a three-dimensional graph, is preferably used to specify A _c . _x .
[95] B _ex is a correction coefficient to correct T _ex . B _ex decreases with the decrease in the engine water temperature, and decreases with the decrease in the engine rotation speed, B _ex is preferably specified from the relationship between the detected value ω of the rotation speed of engine and the detected engine water temperature value. For example, a graph, in particular, a three-dimensional graph, is preferably used to specify B SX.
[96] Tin is the temperature (K, absolute temperature) of air entering the cylinder 11 via the air intake orifice 18. Tin corresponds to the detected value of the air temperature obtained by the air intake temperature sensor 59, [97] Ain is a correction coefficient for correcting Tin. Ain increases with the increase in pressure of the air entering the cylinder il, and increases with an increase in the number of revolutions of the engine. Ain is preferably specified from the relationship between the detected value ω of the engine speed and the detected value (hereinafter called "detected value of air intake pressure") of the pressure of l the air obtained by the air intake pressure sensor 58, For example, a graph, in particular, a three-dimensional graph is preferably used to specify Ain.
[98] Β ™ is a correction coefficient to correct Tin, Bm increases with increasing pressure of air entering cylinder 11, and increases with increasing engine water temperature. Bm is preferably specified from the relationship between the detected value of the engine water temperature and the detected value of the air intake pressure. For example, a graph, in particular, a three-dimensional graph is preferably used to specify Bm.
[99] Then. Vo can be calculated by formula 3 below
Vo - Lp-Lw-Vcyi ·· (Formula 3) [100] In formula 3, V _cy i is the capacity (m ³ ) of the combustion chamber 14 in the cylinder 11, with the intake valve air 20a closed. Veyi is calculated based on the detected value of the air intake pressure and the detected value of the cam angle on the air intake side. Specifically, the quantity of air intended to be supplied into the cylinder 11 is calculated on the basis of a detected value of the air intake pressure at a closed setting of the air intake valve 20a determined on the base of the detected value of the cam angle on the air intake side.
[101] L _p is a correction coefficient to correct V _C yi. L _p increases with the increase in air pressure entering the cylinder 11. In addition, L _P varies according to the number of revolutions of the engine. L _P is preferably specified from the relationship between the detected value ω of the engine speed and the detected value of the air intake pressure. For example, a graph, in particular, a three-dimensional graph is preferably used to specify L _p .
1102] L _w is a correction coefficient to correct Veyi. L _w is calculated based on the engine water temperature and the relationship between the number of engine revolutions and the pressure in cylinder 11. In this embodiment, L _w increases with an increase in the temperature of engine water, and increases with an increase in the number of engine revolutions. L _w is preferably specified from the relationship between the detected value ω of the engine speed and the detected value of the engine water temperature, for example, a graph, in particular, a three-dimensional graph is preference used to specify L _w .
[103] Details of the second evaluation unit.
[104] Referring to Figure 8, a second evaluation unit 78 is described in detail. The second evaluation unit 78 has a soot combustion quantity estimation unit 78a which estimates the quantity of soot undergoing combustion on the filter 42 in the filter regeneration control mode, The quantity estimation unit of soot combustion 78a preferably estimates the amount of soot undergoing combustion on the basis of the time necessary to carry out the combustion of the soot which has accumulated on the filter 42, of the detected value of the filter temperature, and / or like. The second evaluation unit 78 also has a soot combustion ratio calculating unit 78b calculating a soot combustion ratio which is a ratio of an estimated value C of the amount of soot accumulated and a estimated value B of the quantity of soot undergoing combustion obtained by the soot combustion quantity estimation unit 78a.
[105] The second evaluation unit 78 has a regeneration continuation evaluation unit 78c which evaluates whether or not it is necessary to regenerate the filter 42, after the exhaust valve 21a is open in the control mode of filter regeneration. Specifically, the regeneration continuation evaluation unit 78c evaluates whether a calculated value R (= B / C) of the soot combustion ratio obtained by the soot combustion ratio calculating unit 78b is or not less than a predetermined threshold RO of the soot combustion ratio. For example, the RO threshold of the soot combustion ratio can be 90%.
[106] The second evaluation unit 78 also has a regeneration continuation instruction unit 78d which again sends an instruction to execute the filter regeneration command on at least one cylinder 11 when the continuation evaluation unit of regeneration 78c determines that it is necessary to continue the regeneration of the filter 42. When the regeneration continuation evaluation unit 78c sends an instruction to execute the filter regeneration command, the diesel engine 1 is kept in the mode of filter regeneration control, and further, the regeneration control unit 77 again executes the filter regeneration control on at least one cylinder 11 on which the filter regeneration control has been executed.
[107] Regarding the instruction to execute the filter regeneration command in the regeneration continuation instruction unit 78d, when the stopped cylinder evaluation unit 76e determines that at least one cylinder 11 is in the stopped state, the regeneration continue instruction unit 78d does not send an instruction to execute the filter regeneration command on the at least one cylinder 11 in the stopped state, and sends an instruction to execute the filter regeneration command on the rest of the multiple cylinders 11 in the non-stopped state. On the other hand, when the stopped cylinder evaluation unit 76e determines that none of the cylinders 11 is in the stopped state, i.e., when the stopped cylinder evaluation unit 76e determines that all of the cylinders 11 are in the non-stopped state, the regeneration continue instruction unit 78d sends an instruction to execute the filter regeneration command on all of the cylinders 11 in the non-stopped state.
[108] The second evaluation unit 78 further has a second cut fuel instruction unit 78e which sends an instruction to execute the cut fuel command on at least one cylinder 11 on which the filter regeneration command has been executed, when the regeneration continuation evaluation unit 78c determines that it is not necessary to continue the filter regeneration command. When the second cut fuel instruction unit 78e sends an instruction to execute the cut fuel control, the diesel engine 1 transitions from the filter regeneration control mode to the cut fuel control mode, and further, the the cut fuel control unit 73 executes the cut fuel control on at least one cylinder 11. It should be noted that the second cut fuel instruction unit 78e can send an instruction to execute the cut fuel control on all the cylinders 11, when the regeneration continuation evaluation unit 78c determines that it is not necessary to continue the filter regeneration command.
[109] Example of controls for the purification system.
[110] With reference to FIG. 9, an example of controls of the purification system according to this embodiment is described. First, diesel engine 1 is in torque-based control mode (Step Si). Then, it is evaluated whether or not the vehicle is in a deceleration state (Step S2). When the vehicle is not in a deceleration state (NO), the torque-based control mode is maintained (Step Si). When the vehicle is in a deceleration state (YES), it is evaluated whether or not the calculated value D of the driver request torque is less than the calculated value J of the evaluation torque (Step S3). When the calculated value D of the driver demand torque is equal to or greater than the calculated value J of the evaluation torque (NO), the torque-based control mode is maintained (Step Si). I when the calculated value D of the driver demand torque is less than the calculated value J of the evaluation torque (YES), it is evaluated whether or not it is necessary to regenerate the filter 42 (Step S4). When there is no need to regenerate the filter 42 (NO), the torque-based control mode is changed to the cut fuel control mode (Step S 5).
[111] When it is necessary to regenerate the filter 42 (YES), it is evaluated whether or not the diesel engine 1 is in a state with medium to high load (Step SG). When the diesel engine 1 is in a medium to high load state (YES), the torque-based control mode is changed to the exhaust control mode (Step S7). After the completion of the evacuation control mode, it is evaluated whether at least one of the multiple cylinders 11 is or is not in the stopped state (Step S8). On the other hand, when the diesel engine 1 is not in a medium to high load state, but in a low load state (NO), it is immediately evaluated if at least one of the multiple cylinders 11 is or not in the stopped state (Step S8).
[112] When none of the multiple cylinders 11 are in the stopped state, that is, when all the cylinders 11 are in the non-stopped state (NO), an instruction is sent to execute the filter regeneration command on all cylinders 11 in the non-stopped state, and the torque-based control mode is changed to the filter regeneration control mode (Step S9). In all of the cylinders 11, the unburned gas mixture is maintained for a predetermined holding period Q in the combustion chamber 14 placed in a state where both the air intake valve 20a and the exhaust valve 21a are closed and no combustion is carried out (Step S10), The exhaust valve 21a is open in order to supply the unburnt gas mixture, via the exhaust orifice 19, to the oxidation catalyst 41 ( Step Sll). The temperature of the oxidation catalyst 41 is increased using the unburnt gas mixture, so that the particulate matter which has accumulated on the filter 42 is eliminated by combustion (Step S12). It is evaluated whether or not it is necessary to continue the regeneration of the filter 42 (Step S13). When it is necessary to continue the regeneration of the filter 42 (YES), an instruction is again sent to execute the filter regeneration command on all the cylinders 11 in the non-stopped state, and the regeneration control mode of filter is continued (Step S9). When it is not necessary to continue regenerating the filter 42 (NO), the filter regeneration control mode is changed to the cut fuel control mode (Step S5).
[113] On the other hand, when at least one of the multiple cylinders 11 is in the stopped state (YES), the filter regeneration command on at least one cylinder 11 in the stopped state is not executed, but an instruction is sent to execute the filter regeneration command on the rest of the multiple cylinders 11 in the non-stopped state, and the torque-based control mode is changed to the filter regeneration control mode (Step S14). In the cylinders 11 in the non-stopped state, the unburned gas mixture is maintained for a predetermined holding period Q in the combustion chamber 14 placed in a state where both the air intake valve 20a and the exhaust valve 21a are closed and no combustion is carried out (Step S15). The exhaust valve 21a is opened to supply the unburned gas mixture, through the exhaust port 19, to the oxidation catalyst 41 (Step S16). The temperature of the oxidation catalyst 41 is increased using the unburnt gas mixture, so that the particulate matter which has accumulated on the filter 42 is eliminated by combustion (Step S17). It is evaluated whether or not it is necessary to continue the regeneration of the filter 42 (Step S18). When it is necessary to continue the regeneration of the filter 42 (YES), an instruction is again sent to execute the filter regeneration command only on the cylinders 11 in the non-stopped state, and the regeneration control mode of filter is continued (Step S14). When it is not necessary to continue the regeneration of the filter 42 (NO), the torque-based control mode is changed to the cut fuel control mode (Step S5).
[114] Here, with reference to FIG. 10, an example of operations in the torque-based control mode, the evacuation control mode, and the filter regeneration control mode, in the case of deceleration to from a state with medium to high load, will be described. In a cycle in the torque-based control mode, the air intake valve 20a is open in the air intake stroke, and closed for a period, from the compression stroke to the stroke. exhaust. The exhaust valve 21a is closed for a period of time, from the air intake stroke to the combustion stroke, and is opened in the exhaust stroke. The injector 22 supplies fuel to the combustion chamber 14 for a period from the compression stroke to the combustion stroke. In the combustion stroke, a compression ignition occurs in the combustion chamber 14.
[115] Next, in the exhaust control mode, the air intake valve 20a is open in the air intake stroke, and closed for a period, from the compression stroke to the stroke d 'exhaust·. The exhaust valve 21a is closed for a period of time, from the air intake stroke to the combustion stroke, and opened in the exhaust stroke. The injector 22 does not supply fuel. No compression ignition takes place in the combustion chamber 14, too.
[116] In addition, in the filter regeneration control mode, the air intake valve 20a is opened in a first air intake stroke, and is closed for a period, from the first stroke of next compression at the second exhaust stroke. As described above, the period during which the air intake valve 20a is open is adjusted to prevent compression ignition in the combustion chamber 14. The exhaust valve 21a is closed for a period, from the first air intake stroke to the second combustion stroke, and is open in the second exhaust stroke. The injector 22 supplies the fuel to the combustion chamber 14 for a period from the first compression stroke to the first combustion stroke. In particular, the injector 22 supplies the fuel to the combustion chamber 14 during a period when the piston 12 in the cylinder 11 is interposed between the injector 22 and the jacket wall 11a of the cylinder 11 in the spraying direction of the fuel , No compression ignition occurs in the combustion chamber 14. In this case, the holding period Q is determined based on an amount K of crankshaft angle change of 720 degrees. In other words, the holding period Q is a time during which the crankshaft angle changes by 720 degrees.
[117] It should be noted that, as shown in FIG. 11, an example of operations in the torque-based control mode and the filter regeneration control mode in the case of deceleration from a state at low load is the same as the example of operations in the torque-based control mode, the discharge control mode, and the filter regeneration control mode in the case of deceleration from a state with medium to high load, except that the mode is not changed to the evacuation control mode.
[118] As described above, in the purification system according to this embodiment, the filter regeneration command is executed in a vehicle deceleration state in which the diesel engine 1 does not need to perform steadily the combustion in the cylinders 11. Therefore, it is possible to effectively remove particulate matter, such as soot, having accumulated on the filter 42, while avoiding a situation in which it is necessary to perform combustion in cylinder 11 to obtain torque output from the diesel engine 1. In addition, to prevent compression ignition in the combustion chamber 14 in the filter regeneration control mode, the valve The air intake 20a is controlled such that air is supplied to the combustion chamber 14, while adjusting the amount of air flow. The unburnt gas mixture can be formed with certainty. Therefore, the filter 42 can be regenerated effectively. In addition, since the combustion of a portion of the fuel can be prevented, the amount of fuel supplied can be reduced, so that the decrease in fuel efficiency performance can be prevented. Furthermore, when the unburnt gas mixture is formed in the filter regeneration control mode, the fuel is supplied to the combustion chamber 14 during a period when the piston 12 in the cylinder 11 is interposed between the injector 22 and the jacket wall 11a of the cylinder 11 in the fuel spraying direction, and such an unburned gas mixture is maintained for a predetermined holding period Q in the combustion chambers 14 of the cylinders 11 placed in a state where at the ibis la air intake valve 20a and exhaust valve 21a are closed and no combustion is carried out. Therefore, even when the diesel engine 1 is in a low load state, the unburned fuel attached to the jacket wall 11a. of the cylinder 11, an upper portion of the piston 12 in the cylinder 11, and / or the like, can be sufficiently gasified and atomized in the combustion chamber 14, and therefore the unburned gas mixture can be made uniform in the combustion chamber 14. In addition, the decrease in oil lubrication performance can be prevented. In addition, the uniform unburnt gas mixture can be blown over the entire upstream side opening portion 41a of the oxidation catalyst 41 leading to the upstream side in the exhaust gas flow. Therefore, the oxidation reaction can be caused by all of the oxidation catalyst 41. and in. consequence the temperature of the. entire oxidation catalyst 41 can be increased uniformly. Therefore, a local temperature increase in the oxidation catalyst 41 can be prevented, and therefore, it is possible to prevent loss and damage, such as loss of fusion in part of the oxidation catalyst 41. Furthermore, the fact that the oxidation reaction of harmful substances, such as hydrocarbons and,. carbon monoxide, can be caused by all of the oxidation catalyst 41, the exhaust of harmful substances can, be reduced. Furthermore, for example, even in a situation where the low load state of the diesel engine 1 of a vehicle is continued in an urban area for a long time, the filter regeneration can be carried out, and. as a result, excessive accumulation of particulate matter can be prevented, and, in addition, it is possible to prevent continued driving of the vehicle from being difficult.
[119] The purification system according to this embodiment further comprises: the gas mixture temperature estimation unit for regeneration purposes 77e which estimates the temperature of the unburned gas mixture at the top dead center of compression of the combustion chamber 14: and the intake quantity calculation unit for regeneration purposes 77f which calculates a requested intake quantity, in which the requested intake quantity is determined so that the estimated value Ti the temperature of the unburned gas mixture estimated by the unit for estimating the temperature of the gas mixture at regeneration tins 77 ^e is less than the expected value Tüm of the temperature of spontaneous ignition of the unburned gas mixture, and l the regeneration intake control unit 77b is configured to control at least one of the amount of lifting; the angle of action; and the opening and closing timing of the air intake valve 20a on the basis of the calculated value V _o of the quantity of intake requested, for this reason, the quantity of flow of the air entering the combustion chamber 14 can be appropriately adjusted to prevent compression ignition in the combustion chamber 14 in the filter regeneration control mode.
120] The purification system according to this embodiment further comprises: the load evaluation unit 74c which evaluates whether or not the diesel engine 1 is in a medium to high load state or a low load state; and the evacuation instruction unit 74d which sends an instruction to execute the evacuation command on the cylinder 11 when the load evaluation unit 74c determines that the diesel engine 1 is in a medium load state at high, and before the regeneration instruction unit 76h sends the instruction to execute the filter regeneration command on the cylinder 11, in which the regeneration instruction unit 76h is configured to send an instruction to execute the filter regeneration command on the cylinder 11 after the exhaust command has been executed, when the load evaluation unit 74c determines that the diesel engine 1 is in a state with medium to high load, and send an instruction to execute the filter regeneration command on the cylinder 11 without executing the evacuation command, when the load evaluation unit 74e det ermines that the diesel engine 1 is in a low load state. In the purification system, when the diesel engine 1 is changed from the state at medium to high load to the filter regeneration control mode by deceleration, the external EGR temperature and the temperatures of the chamber wall surfaces combustion plates 14, such as the surfaces of the piston 12, the jacket wall 11a of the cylinder 11, and the cylinder head 13, increase due to a high back pressure in the combustion chamber 14. As a result, the temperature in the combustion chamber 14 can reach a possible compression ignition temperature. With respect to this problem, the exhaust control is executed before the diesel engine 1 transitions from the medium to high load state to the filter regeneration control mode, and, therefore, the filter regeneration can be performed in a state where the temperature in the combustion chamber 14 is lowered enough to prevent ignition by compression. On the other hand, when the diesel engine 1 makes a transition from the low load state to the filter regeneration control mode, it is possible to immediately make a transition to the filter regeneration control mode without executing the command d 'evacuation. Therefore, the filter 42 can be regenerated effectively.
[121] The purification system according to this embodiment further comprises the load condition adjusting unit 74b which adjusts the medium to high load range W1 and the low load range W2 based on the speed of engine and engine load rotation, in which the load evaluation unit 74c is configured to determine that the diesel engine 1 is in a medium to high load state, when the determined engine load state based on the detected value ω of the motor speed and the calculated value N of the motor load is in the medium to high load range Wl set by the load condition adjustment unit 74b, and determining that the diesel engine 1 is in a low load state, when the engine load state is in the low load range W2 set by the load condition setting unit 74b. The load condition adjusting unit 74b is configured to make the medium to high load range Wl narrower and the low load range W ^r 2 wider when the engine water temperature becomes higher. Therefore, the medium to high load state and the low load state of the diesel engine 1 can be determined appropriately and therefore the necessity of the discharge control described above can be determined precisely. Therefore, the filter 42 can be regenerated effectively.
[122] Second embodiment.
[123] A purification system for a diesel engine according to a second embodiment of the present invention is described. The purification system according to the second embodiment is the same as the purification system according to the first embodiment, except for the following characteristics.
[124] Details of the first and second units of assessment.
[1251 Referring to Figures 6 and 8, the first and second evaluation units 76 and 78 according to this embodiment are described. As shown in Fig. 6, in a state where the stopped cylinder evaluation unit 76e determines that at least one of the multiple cylinders 11 is in the stopped state, and the regeneration 76g determines that it is necessary to regenerate the filter 42, the regeneration instruction unit 76h of the first evaluation unit 76 sends an instruction to execute the filter regeneration command on all the cylinders 11. It should be noted that the first evaluation unit 76 can be obtained by removing the deceleration evaluation unit 76b and the torque evaluation unit 76d from the purification system according to the first embodiment. Further, as shown in Fig. 8, with respect to the instruction to execute the filter regeneration command by the regeneration continuation instruction unit 78d of the second evaluation unit 78, an instruction is sent to execute the filter regeneration command on all the cylinders 11.
[126] Example of controls for the purification system.
[127] With reference to FIG. 12, an example of controls of the purification system according to this embodiment will be described. It is evaluated whether at least one of the multiple cylinders 11 is or is not in the stopped state (Step S21). When none of the multiple cylinders 11 is in the stopped state, that is, all the cylinders Π are in the non-stopped state (NO), the diesel engine 1 continues the operating mode employed until this moment. When at least one of the multiple cylinders 11 is in the stopped state (YES), it is evaluated whether or not it is necessary to regenerate the filter 42 (Step S22). When it is not necessary to regenerate the filter 42 (NO), the operating mode used until this moment is continued.
[128] When it is necessary to regenerate the filter 42 (YES), it is evaluated whether or not the diesel engine 1 is in a state with medium to high load (Step S23). When the diesel engine 1 is in a medium to high load state (YES), the torque-based control mode is changed to the exhaust control mode (Step S24). After completion of the exhaust control mode, an instruction is sent to execute the filter regeneration command on all of the cylinders 11, and the mode is changed to the filter regeneration control mode (Step S25). On the other hand, when the diesel engine 1 is not in a medium to high load state, but in a low load state (NO), an instruction is sent immediately to execute the filter regeneration command on all cylinders 11, and the mode is changed to the filter regeneration control mode (Step S25).
[129] In all cylinders 11, the unburned gas mixture is maintained for a predetermined period Q in the combustion chamber 14 placed in a state where both the air intake valve 20a and the exhaust valve 21a are closed and no combustion is carried out (Step S26). The exhaust valve 21a is opened to supply the unburnt gas mixture, through the exhaust port 19, to the oxidation catalyst 41 (Step S27). The temperature of the oxidation catalyst 41 is increased using the unburnt gas mixture, so that the particulate matter which has accumulated on the filter 42 is removed by combustion (Step S28). It is evaluated whether or not it is necessary to continue the regeneration of the filter 42 (Step S29). When it is necessary to continue the regeneration of the filter 42 (YES), an instruction is again sent to execute the filter regeneration command on all of the cylinders 11, and the filter regeneration control mode is continued (Step S25 ). When it is not necessary to continue regenerating the filter 42 (NO), the filter regeneration control mode is changed to the operating mode used before the execution of the filter regeneration command.
[130] As described above, the purification system according to this embodiment makes it possible to obtain the same effects as those obtained by the purification system according to the first embodiment.
[131] Third embodiment.
[132] A purification system for a direct injection engine according to a third embodiment of the present invention is described. The purification system according to the third embodiment is the same as the purification system according to the first or second embodiment, except for the following characteristics. In addition, the purification system according to this embodiment is adapted to perform the same control as in the purification system according to the first or second embodiment in a state where the direct injection engine performs HGGI combustion. An example of controls of the purification system according to this embodiment is also the same as the example of controls of the purification system according to the first or second embodiment.
[133] Details of the direct injection engine.
[134] Referring to Figure 13, a direct injection engine 101 is described. It should be noted that FIG. 13 schematically represents only a cross section of a cylinder 11 in the direct injection engine 101. The purification system according to this embodiment has the direct injection engine 101, and the direct injection engine 101 is the same as the diesel engine 1 according to the first or second embodiment, except that the direct injection engine 101 has a direct injection injector 102 instead of the diesel injector 22. The injector 102 is configured to directly inject fuel into the combustion chamber 14 of cylinder 11.
[135] In addition, the direct injection engine 101 has a spark plug 103 which allows the discharge of spark in the combustion chamber 14 of each cylinder 11. The spark plug 103 is attached to the cylinder head 13 In particular, the spark plug 103 is preferably positioned between the air intake port 18 and the exhaust port 19. The direct injection engine 101 is configured to allow HGGI combustion (ignition by compression with homogeneous charge) in the combustion chamber 14 of each cylinder 11. It should be noted that the direct injection engine can also be configured so as not to have a supply compressor.
[136] Details of the control device.
[137] Although not particularly shown in the figures, the spark plug 103 is connected to an ECU in the control device. An ECU exhaust control unit in the controller has an exhaust ignition control unit which controls the spark plug 103 so that ignition is prohibited in the control mode d 'evacuation. An ECU regeneration control unit has a regeneration ignition control unit which controls the spark plug 103 so that ignition is prohibited in the filter regeneration control mode. It should be noted that, in a cycle in the torque-based control mode, the air intake valve 20a, the injector 22 supplies fuel to the combustion chamber 14 for a period, from the stroke of air intake at the compression stroke, [1381 (woman as described above, the purification system according to this embodiment makes it possible to obtain the same effect as those obtained by the purification system according to the first or second embodiment.
1139] Above, the embodiments of the present invention are described> however, the present invention is not limited to the embodiments described above, and the present invention can be altered and modified based on the ideas techniques.
List of reference signs.
Diesel motor
Cylinder lia Shirt wall
Piston
Combustion chamber
Air intake port
Exhaust port
20a Air intake valve
21a Exhaust valve
Injector
Purification device
Oxidation catalyst
Particulate filter (Filter)
Accelerator position sensor (Accelerator position detection unit)
Crankshaft angle sensor (Engine rotation detection unit) 74a Load calculation unit
74b Load condition adjustment unit
74c Load evaluation unit
74d Evacuation Training Unit
76b Deceleration evaluation unit
76th cylinder evaluation unit stopped
76g Regeneration evaluation unit
76h Regeneration training unit
77b Intake control unit for regeneration
77c Exhaust control unit for regeneration purposes
77d Injector control unit for regeneration purposes
77th gas mixture temperature estimation unit for regeneration purposes
77f Admission quantity calculation unit for regeneration purposes
101 Direct injection petrol engine (Direct injection engine)
102 Injector
W1 Medium to high load range
W2 Low load range ω Detected value of motor speed
N Calculated engine load value
Vq Calculated value of the quantity of admission requested
Tf Estimated temperature of unburnt gas mixture temperature
Tiiœ Expected value of spontaneous ignition temperature of unburnt gas mixture
Q Maintenance period

权利要求:
Claims (6)
[1" id="c-fr-0001]
1. Exhaust gas cleaning system · for an internal combustion engine (1, 101), comprising:
an internal combustion engine (1, 101) installed in a vehicle; and a purification device (4) purifying an exhaust gas from the internal combustion engine (1, 101), wherein the internal combustion engine (1, 101) includes: a cylinder (11); an air intake valve (20a) configured to be able to open and close the air intake port (18); an exhaust valve (21a) configured to be capable of opening and closing an exhaust port (19) which communicates with the combustion chamber (14); and an injector (22, 102) configured to be capable of supplying fuel to the combustion chamber (14), the internal combustion engine (1, 101) is configured to be capable of compression ignition in the combustion chamber (14), the cleaning device (4) includes: a catalyst (41) configured to be capable of oxidizing a harmful substance in the exhaust gas; and a filter (42) arranged on a downstream side of the catalyst (41) in an exhaust gas flow and configured to be capable of collecting particulate matter in the exhaust gas, the gas cleaning system exhaust is configured to regenerate the filter (42) by burning and removing particulate matter accumulating on the filter (42) while using heat of oxidation generated from contact made between a gas mixture unburnt and the catalyst (41), the unburnt gas mixture containing air supplied to an interior of the combustion chamber (14) via the air intake port (18) and the fuel supplied from the injector (22, 102) inside the combustion chamber (14), and the exhaust gas cleaning system comprises:
one selected from a deceleration evaluation unit (76b) configured to evaluate whether or not the vehicle is in a deceleration state, and a stopped cylinder evaluation unit (11) configured to evaluate whether the cylinder (11) is or is not in a stopped state in which at least the exhaust valve (21a) is closed;
a regeneration evaluation unit (76g) configured to evaluate whether or not it is necessary to regenerate the filter (42);
a regeneration instruction unit (76h) configured to give the instruction that a filter regeneration command (42) is performed on the cylinder (11), when the deceleration evaluation unit (76b) determines that the vehicle is in the deceleration state or when the cylinder evaluation unit (11) stopped determines that the cylinder (11) is in the stopped state, while, in addition to this, the unit d regeneration evaluation (76g) determines that it is necessary to regenerate the filter (42);
an intake control unit for regeneration (77b) configured to control the air intake valve (20a) so that air is supplied to the combustion chamber (14) while adjusting an amount of air flow to prevent compression ignition in the combustion chamber (14) in a filter regeneration control mode (42) where the regeneration instruction unit (76h ) instructed to perform the filter regeneration command (42) on the cylinder (11);
a regenerator injector control unit (77d) configured to control the injector (22, 102) in the filter regeneration control mode (42) so that fuel is supplied to the chamber combustion (14) during a period when a piston (12) in the cylinder (11) is interposed between the injector (22, 102) and a jacket wall of the cylinder (11) in a fuel spraying direction; and an exhaust control unit for regeneration (77c) configured to open the exhaust valve (21a) so that the unburnt gas mixture is supplied to the catalyst (41) through D'échappement exhaust port (19) in the filter regeneration control mode (42), this unburned gas mixture having been maintained for a predetermined period in the combustion chamber (14) placed in a state where both the valve air intake (20a) and the exhaust valve (21a) are closed and compression ignition is prevented.
[2" id="c-fr-0002]
2. An exhaust gas cleaning system for an internal combustion engine (1, 101) according to claim 1, further comprising:
a gas mixture temperature estimation unit for regeneration purposes (77e) configured to estimate a temperature of the unburned gas mixture at a top dead center of compression of the combustion chamber (14); and a regeneration intake amount calculating unit (77f) configured to calculate a requested intake amount which is the amount of air required in the combustion chamber (14) in the control mode of filter regeneration (42), wherein the requested intake quantity is adjusted such that an estimated value of the temperature of the unburned gas mixture, estimated by the gas mixture temperature estimation unit for purposes regeneration (77e), that is to say less than a predicted value of a spontaneous ignition temperature of the unburned gas mixture, and
The inlet control unit for regeneration purposes (77b) is configured to control at least one of a lifting amount; an angle of action; and an opening and closing timing of the air intake valve (20a), based on the calculated value of the requested intake quantity calculated by the intake quantity calculating unit regeneration ends (77f).
[3" id="c-fr-0003]
3. Exhaust gas cleaning system for an internal combustion engine (1, 101), according to claim 1 or 2, further comprising:
a load evaluation unit (74c) configured to evaluate in which, from a medium to high load state or a low load state, the internal combustion engine (1, 101) is located; and an evacuation instruction unit (74d) configured to give the instruction to perform evacuation control on the cylinder (11) when the load evaluation unit (74c) determines that the combustion engine internal (1, 101) is in a medium to high load state such that, before the regeneration instruction unit (76h) instructs to perform the filter regeneration command (42) on the cylinder (11), admission of air into, and exhaust from, the combustion chamber (14) are performed during at least one combustion cycle, and fuel is not supplied to the combustion chamber combustion (14) during at least one combustion cycle, when the load evaluation unit (74c) determines that the internal combustion engine (1, 101) is in a medium to high load state, in which the regeneration instruction unit (76h) is configured in order to d instruction on how to perform the filter regeneration command (42) on the cylinder (11) after performing the discharge command when the load evaluation unit (74c) determines that the internal combustion engine (1 , 101) is in a medium to high load state, and is configured to give the instruction to perform the filter regeneration command (42) on the cylinder (11) without performing the discharge command when the unit load evaluation (74c) determines that the internal combustion engine (1, 101) is in a low load state.
[4" id="c-fr-0004]
4. An exhaust gas cleaning system for an internal combustion engine (1, 101) according to claim 3, further comprising: an accelerator position detection unit (52) configured to be capable of detecting an accelerator position;
an engine rotation detection unit (53) configured to be capable of detecting a rotation speed of the internal combustion engine (1, 101); a load calculating unit (74a) configured to be able to calculate a load on the internal combustion engine (1, 101) using a detected value of the accelerator position obtained by the position detection unit of accelerator (52), and a detected value of the rotation speed obtained by the motor rotation detection unit (53); and a load condition setting unit (74b) configured to set a medium to high load range (Wl) to determine the medium to high load state and a low load range (W2) to determine the state at low load, based on the rotational speed of the internal combustion engine (1, 101) and the load on the internal combustion engine (1, 101), wherein the load evaluation unit (74c ) is configured to determine that the internal combustion engine (L 101) is in the medium to high load state when a load state determined on the basis of the detected value of the rotational speed and a value calculated from the load obtained by the calculation unit of
[5" id="c-fr-0005]
5 load (74a) is in the medium to high load range (W 1) set by the load condition adjusting unit (74b), and is configured to determine that the internal combustion engine (1, 101) is in the low load state when the charge state is in the low load range (W2) set by the load condition setting unit (74b), and
[6" id="c-fr-0006]
The load condition setting imitation (74b) is configured such that the medium to high load range (Wl) becomes narrower and the low load range (W2) becomes wider when a temperature of water from the internal combustion engine (1, 101) becomes higher.

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同族专利:

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JP2019044670A|2019-03-22|

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DE102018113179A1|2019-02-28|

引用文献:

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公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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JP2004340070A|2003-05-16|2004-12-02|Toyota Motor Corp|Control device for internal combustion engine|WO2020184691A1|2019-03-12|2020-09-17|学校法人昭和大学|Drug and method for treating or preventing complications from diabetes, using said drug|

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CN113217145A|2021-06-19|2021-08-06|浙江银轮智能装备有限公司|Automatic cleaning system for particle filter|

法律状态:
2019-06-27| PLFP| Fee payment|Year of fee payment: 2 |

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2020-06-24| PLFP| Fee payment|Year of fee payment: 3 |

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2021-07-29| PLFP| Fee payment|Year of fee payment: 4 |

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2021-12-24| PLSC| Publication of the preliminary search report|Effective date: 20211224 |

优先权:

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申请号 | 申请日 | 专利标题

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JP2017167272|2017-08-31|

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JP2017167272A|JP2019044670A|2017-08-31|2017-08-31|Exhaust emission control system for internal combustion engine|

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