JP2010024844A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately control the amount of air supplied to an engine when performing a fuel cut, and to regenerate an exhaust purification device (including NOx removal processing etc.) immediately after the end of the fuel cut without deteriorating operability during the fuel cut. The control device for the internal combustion engine that can be started at an early stage.
When a fuel cut execution condition is satisfied, it is determined whether or not the combustion mode immediately before the start of the fuel cut is a normal lean combustion mode (S11, S13). If the combustion mode is other than the lean combustion mode, the ISFCRi table is selected according to the combustion mode, and the set opening degree IFCCRi is calculated according to the engine speed NE (S15, S16). The target opening degree ISCMD of the intake shutter 3 is set to the set opening degree ISCCRi (S17), and control is performed so that the actual opening degree IS matches the target opening degree ISCMD.
[Selection] Figure 2

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to an apparatus for controlling the amount of air supplied to an engine when performing fuel cut for temporarily stopping fuel supply to the internal combustion engine.

  Patent Document 1 discloses a method in which when an internal combustion engine stop condition is satisfied, the amount of air supplied to the engine is first reduced, and then the fuel supply to the engine is stopped. Further, the internal combustion engine stop condition is satisfied. In this case, there is shown a method for determining whether or not to reduce the amount of air prior to stopping the fuel supply, depending on whether or not the vehicle driven by the engine is running.

JP 2003-314321 A

  In an engine equipped with an exhaust purification device such as an exhaust purification catalyst or a particulate filter that traps particulate matter in the exhaust system, combustion that promotes the temperature rise of the catalyst by temporarily enriching the air-fuel ratio, etc. The mode and the combustion mode in which particulates (particulate matter) deposited on the particulate filter are burned are used, and the catalyst is activated early and the particulate filter is regenerated.

  The technique disclosed in Patent Document 1 is for preventing vibration at the start of fuel cut, and does not take into account the combustion mode associated with the exhaust purification device of the exhaust system. For this reason, for example, when the fuel cut is performed while the particulate filter is being regenerated, the temperature of the particulate filter decreases greatly during the fuel cut, and the particulate filter is immediately regenerated after the fuel cut ends. It may be difficult to resume.

  The present invention has been made paying attention to this point, and appropriately controls the amount of air supplied to the engine when performing fuel cut, and immediately after the end of fuel cut without deteriorating operability during fuel cut. It is an object of the present invention to provide a control device for an internal combustion engine that enables early regeneration (including NOx removal processing) of an exhaust purification device to be started.

  In order to achieve the above object, an invention according to claim 1 is a control device for an internal combustion engine comprising exhaust gas purification means (11, 12) for purifying exhaust gas discharged from the internal combustion engine, according to the operating state of the engine. A fuel cut condition determining means for determining a fuel cut execution condition for stopping fuel supply to the engine, a temperature raising control means for performing a control for increasing the temperature of the exhaust purification means, and a temperature raising control means Combustion mode determination means for determining the combustion mode of the engine related to operation, and when the fuel cut condition determination means determines that the fuel cut execution condition is satisfied, the engine immediately before the execution condition is satisfied And an air amount control means for controlling the amount of air supplied from the engine based on the combustion mode.

  According to a second aspect of the present invention, in the control device for an internal combustion engine according to the first aspect, the engine is provided with an intake shutter (3) in an intake system, and the air amount control means is provided for the intake shutter (3). The air amount is controlled by controlling the opening degree (IS).

  According to a third aspect of the present invention, in the control apparatus for an internal combustion engine according to the first or second aspect, the exhaust gas purification means includes an exhaust gas purification catalyst (11) and a particulate filter (12) for capturing particulate matter. ) At least one of them.

  According to a fourth aspect of the present invention, in the control device for an internal combustion engine according to any one of the first to third aspects, the air amount control means is activated when the temperature increase control means is actuated immediately before the execution condition is satisfied. When the combustion mode to be applied is selected, the amount of air supplied to the engine is controlled according to the rotational speed (NE) of the engine.

  According to the first aspect of the present invention, the combustion mode of the engine, which is related to the operation of the temperature raising control means for performing the control for raising the temperature of the exhaust purification means, is determined while the fuel cut execution condition is determined. When it is determined and it is determined that the fuel cut execution condition is satisfied, the amount of air supplied by the engine during the fuel cut is controlled based on the combustion mode of the engine immediately before the execution condition is satisfied. Therefore, when the combustion mode for increasing the temperature of the exhaust purification means has been selected, the drivability (how the engine brake works) during fuel cut is maintained well by appropriately limiting the amount of supply air However, the temperature reduction of the exhaust purification unit can be suppressed, and regeneration of the exhaust purification unit can be started immediately after the end of the fuel cut.

According to the second aspect of the present invention, the air amount is controlled by controlling the opening degree of the intake shutter.
According to the third aspect of the present invention, the exhaust gas purification catalyst and / or the particulate filter that captures the particulate matter is provided in the exhaust system, and the combustion mode for increasing the temperature is just before the fuel cut. The above effect can be obtained when it is selected.

  According to the fourth aspect of the present invention, when the combustion mode for increasing the temperature of the exhaust gas purification means is selected immediately before the fuel cut execution condition is established, the amount of air supplied to the engine depends on the engine speed. Controlled. By controlling the amount of supplied air according to the engine speed, it is possible to suppress a decrease in the temperature of the exhaust purification means while maintaining good operability.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram showing a configuration of an internal combustion engine and a control device thereof according to an embodiment of the present invention. An internal combustion engine (hereinafter simply referred to as “engine”) 1 is a diesel engine that directly injects fuel into a cylinder, and a fuel injection valve 16 is provided in each cylinder. The fuel injection valve 16 is electrically connected to an electronic control unit (hereinafter referred to as “ECU”) 20, and the valve opening time and valve opening timing (fuel injection time and fuel injection timing) of the fuel injection valve 16 are determined by the ECU 20. Controlled by

  The engine 1 includes an intake pipe 2, an exhaust pipe 4, and a supercharger 8. The supercharger 8 includes a turbine 10 that is driven by exhaust kinetic energy, and a compressor 9 that is rotationally driven by the turbine 10 and compresses intake air.

  The turbine 10 includes a plurality of variable vanes (not shown), and is configured to change the turbine rotational speed (rotational speed) by changing the opening degree of the variable vanes. The vane opening degree of the turbine 10 is electromagnetically controlled by the ECU 20.

  An intercooler 5 for cooling the pressurized air and an intake shutter (throttle valve) 3 for controlling the intake air amount are provided in the intake pipe 2 downstream of the compressor 9. An actuator 14 for driving the intake shutter 3 is connected to the intake shutter 3. The ECU 20 performs opening / closing control of the intake shutter 3 by the actuator 14.

  Between the upstream side of the turbine 10 in the exhaust pipe 4 and the downstream side of the intake shutter 5 in the intake pipe 2, an exhaust gas recirculation passage 6 for returning the exhaust gas to the intake pipe 2 is provided. The exhaust gas recirculation passage 6 is provided with an exhaust gas recirculation control valve (hereinafter referred to as “EGR valve”) 7 for controlling the exhaust gas recirculation amount. The EGR valve 7 is an electromagnetic valve having a solenoid, and the valve opening degree is controlled by the ECU 20.

  A NOx purification catalyst 11 for purifying NOx in the exhaust and a diesel particulate filter (hereinafter referred to as “DPF”) 12 are provided downstream of the turbine 10 in the exhaust pipe 4. The NOx purification catalyst 11 adsorbs NOx when it is in an oxidizing atmosphere where the oxygen concentration in the exhaust is relatively high, and desorbs and reduces the adsorbed NOx when it is in a reducing atmosphere where the reducing component concentration in the exhaust is relatively high. discharge. Since the NOx adsorption capacity of the NOx purification catalyst 11 has a limit, when the NOx adsorption amount reaches a predetermined amount, NOx reduction control is performed in which the exhaust gas is reduced. In the normal fuel injection control, the fuel injection amount is set according to the operating state of the engine 1 (engine speed NE and required torque TRQ), and the main injection by the fuel injection valve 16 and the pilot injection preceding the main injection are performed. . In the NOx reduction control, fuel injection (hereinafter referred to as “post injection”) is executed in the expansion stroke or exhaust stroke after the main injection is executed (in other words, at a timing that does not contribute to the output torque of the engine 1). The fuel, that is, the reducing component is supplied to the combustion chamber by the post injection, and the exhaust is made a reducing atmosphere.

  Further, since the sulfur oxide (SOx) contained in the fuel is gradually deposited on the NOx purification catalyst 11, SOx removal control for removing the deposited sulfur oxide is executed in a timely manner.

  When the exhaust gas passes through fine holes in the filter wall, the DPF 12 converts soot, which is particulate (particulate matter) mainly composed of carbon (C), into the filter wall surface and the filter wall. Collect by depositing in the pores inside. A DPF regeneration process for burning the deposited soot is performed in a timely manner.

  Further, a crank angle position sensor 21 that detects the rotation angle of the crankshaft of the engine 1, an accelerator sensor 22 that detects an operation amount (depression amount) AP of an accelerator pedal of a vehicle driven by the engine 1, and a cooling water temperature of the engine 1 are detected. A cooling water temperature sensor (not shown) or the like is provided, and detection signals from these sensors are supplied to the ECU 20.

  The crank angle position sensor 21 is a cylinder discrimination sensor that outputs a pulse (hereinafter referred to as “CYL pulse”) at a predetermined crank angle position of a specific cylinder of the engine 1, and relates to a top dead center (TDC) at the start of the intake stroke of each cylinder. A TDC sensor that outputs a TDC pulse at a crank angle position before a predetermined crank angle (every 180 degrees of crank angle in a four-cylinder engine) and one pulse (hereinafter referred to as “CRK”) with a constant crank angle period shorter than the TDC pulse (for example, a period of 30 degrees) The CYL pulse, the TDC pulse, and the CRK pulse are supplied to the ECU 20. These pulses are used for controlling the fuel injection timing and detecting the engine speed (engine speed) NE. Further, the required torque TRQ of the engine is calculated according to the accelerator pedal operation amount AP, and is set to increase as the accelerator pedal operation amount AP increases.

  The ECU 20 shapes input signal waveforms from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, a central processing unit (hereinafter referred to as “CPU”). A storage circuit for storing various calculation programs executed by the CPU and calculation results, an output circuit for supplying control signals to the actuator 14, the fuel injection valve 16, the EGR valve 7, and the like.

  In the present embodiment, when executing NOx reduction control for reducing NOx adsorbed on the NOx purification catalyst 11, the NOx reduction combustion mode is adopted, and post injection is executed as described above. Further, when performing SOx removal control for removing sulfur oxide (SOx) adsorbed on the NOx purification catalyst 11, the SOx removal temperature increase combustion mode and the SOx removal reduction combustion mode are employed, as in the NOx reduction combustion mode. The temperature of the NOx purification catalyst 11 is increased by post injection (SOx removal temperature increase combustion mode), and the reduction component is supplied to the NOx purification catalyst 11 to remove SOx (SOx removal reduction combustion mode). In the SOx removal temperature increase combustion mode, the fuel injection amount in the post injection is controlled so as to make the exhaust an oxidizing atmosphere, and in the SOx removal reduction combustion mode, the fuel injection amount in the post injection is controlled so that the exhaust becomes the reducing atmosphere. The

  Further, when executing DPF regeneration control for removing soot accumulated on the DPF 12, the DPF regeneration combustion mode is employed, and the temperature of the DPF 12 is increased by post-injection to combust soot. In normal engine operation, the lean combustion mode is applied, and the fuel injection amount is controlled so that the air-fuel ratio of the air-fuel mixture in the combustion chamber becomes a value closer to the lean side than the stoichiometric air-fuel ratio. Immediately after the cold start of the engine 1, a catalyst temperature increase combustion mode for promoting the activation of the NOx purification catalyst 11 is applied, and post injection is executed.

  FIG. 2 is a flowchart of a process for controlling the intake air amount (supply air amount) of the engine 1. In this process, the target opening degree ISCMD of the intake shutter 3 is calculated, and the ECU 20 drives the actuator 14 so that the opening degree IS of the intake shutter 3 matches the target opening degree ISCMD. The process of FIG. 2 is executed by the CPU of the ECU 20 every predetermined time.

  In step S11, it is determined whether or not a fuel cut flag FFC is “1”. The fuel cut flag is set to “1” when the engine speed NE is equal to or higher than the predetermined speed NEFC and the required torque TRQ of the engine 1 is “0” in other processing (not shown). When the fuel cut flag FFC is “1”, the fuel supply by the fuel injection valve 16 is stopped.

  When FFC = 0 and fuel cut is not performed in step S11, an ISCMD map (not shown) is searched according to the engine speed NE and the required torque TRQ, and the target opening degree ISCMD of the intake shutter 3 is determined. Calculate (step S12).

  When FFC = 1 in step S11 and fuel cut is being performed, it is determined whether or not the combustion mode of the engine 1 immediately before the start of fuel cut (hereinafter referred to as “immediate combustion mode”) is the lean combustion mode ( Step S13). If the answer is affirmative (YES), the target opening degree ISCMD is set to a predetermined opening degree ISFC (for example, 100%) for fuel cut operation (step S14).

  The answer to step S13 is negative (NO), that is, the immediately preceding combustion mode is any of the DPF regeneration combustion mode, the NOx reduction combustion mode, the SOx removal temperature increase combustion mode, the SOx removal reduction combustion mode, or the catalyst temperature increase combustion mode described above. If it is, the ISFCRi table (i = 1 to 5) is selected according to the immediately preceding combustion mode (step S15). FIG. 3 shows an ISFCR1 table corresponding to the DPF regeneration combustion mode. The ISFCR1 table is set so that the first set opening degree ISFCR1 increases as the engine speed NE increases. The ISFCR2, ISFCR3, ISFCR4, and ISFCR5 tables corresponding to the NOx reduction combustion mode, the SOx removal temperature increase combustion mode, the SOx removal reduction combustion mode, and the catalyst temperature increase combustion mode are similar to the ISFCR1 table. The second set opening ISFCR2, the third set opening ISFCR3, the fourth set opening ISFCR4, and the fifth set opening ISFCR5 are set so as to increase.

  More specifically, the ISFCR2 table corresponding to the NOx reduction combustion mode and the ISFCR4 table corresponding to the SOx removal reduction combustion mode are the second set opening ISFCR2 and the fourth set opening ISFCR4 in the entire region of the engine speed NE. Is set to be slightly smaller than the first set opening degree ISFCR1. Further, the third set opening degree ISFCR3 set in the ISFCR3 table corresponding to the SOx removal temperature increase combustion mode is set to be substantially the same value as the first set opening degree ISFCR1. In the ISFCR5 table corresponding to the catalyst temperature increase combustion mode, the fifth set opening ISFCR5 is set to a value slightly smaller than the first set opening ISFCR1 in the low rotation region where the engine speed NE is relatively low.

  In step S16, the ISFCRi table selected according to the engine speed NE is searched to calculate the set opening degree ISFCRi. In step S17, the target opening degree ISCMD is set to the set opening degree ISFCRi calculated in step S16.

  FIG. 4 is a flowchart of processing for performing the lift amount (opening degree) of the EGR valve 7. In this process, the lift amount command value LCMD of the EGR valve 7 is calculated, and the ECU 20 drives the EGR valve 7 so that the actual lift amount LACT of the EGR valve 7 matches the lift amount command value LCMD. The process of FIG. 4 is executed at predetermined time intervals by the CPU of the ECU 20.

  In step S21, it is determined whether or not the fuel cut flag FFC is “1”. When FFC = 0, the EGR is searched by searching a map (not shown) according to the engine speed NE and the required torque TRQ. A lift amount command value LCMD of the valve 7 is calculated (step S22).

  When FFC = 0 and fuel cut is being performed in step S21, it is determined whether or not the immediately preceding combustion mode is the lean combustion mode (step S23). If the answer is affirmative (YES), the lift amount command value LCMD is set to a first predetermined lift amount LFC1 for fuel cut (for example, a value corresponding to an opening of 65%) (step S24).

  If the previous combustion mode is a combustion mode other than the lean mode in step S23, the lift amount command value LCMD is set to the second predetermined lift amount LFC2 (for example, “0”) for fuel cut (step S25).

  In the present embodiment, when it is determined that the fuel cut execution condition is satisfied (FFC = 1), the intake shutter 3 is based on the combustion mode of the engine 1 immediately before the fuel cut start (execution condition is satisfied). Is controlled, and the amount of air supplied by the engine 1 during fuel cut is controlled. More specifically, when the combustion mode for increasing the temperature of the NOx purification catalyst 11 or the DPF 12 is selected, the opening degree of the intake shutter 3 is set so that the amount of air supplied to the engine 1 is limited. It is controlled according to the number NE. Therefore, the temperature drop of the NOx purification catalyst 11 or the DPF 12 is suppressed while maintaining good drivability during the fuel cut (how the engine brake works), for example, NOx reduction control of the NOx purification catalyst 11 immediately after the end of the fuel cut, or The DPF 12 can start regeneration control early.

  In the present embodiment, the NOx purification catalyst 11 and the DPF 12 correspond to exhaust purification means, and the intake shutter 3, the actuator, and the ECU 20 constitute air amount control means. Further, the ECU 20 constitutes a fuel cut condition determining means, a temperature raising control means, and a combustion mode determining means. Specifically, step S11 in FIG. 2 corresponds to the fuel cut condition determination means, step S13 corresponds to the combustion mode determination means, and steps S15 to S17 correspond to the air amount control means.

  The present invention is not limited to the embodiment described above, and various modifications can be made. For example, the exhaust purification means may be either the NOx purification catalyst 11 or the DPF 12, or may include the oxidation catalyst 13, the DPF 12, and the NOx purification catalyst 11 as shown in FIG. The oxidation catalyst 13 is a catalyst that promotes oxidation of unburned components (hydrocarbons) and carbon monoxide in the exhaust gas.

  It is desirable that the intake air amount (supply air amount) control during fuel cut by the intake shutter 3 is executed so that the intake air amount is optimized in accordance with the exhaust temperature required in the immediately preceding combustion mode.

  The present invention can also be applied to control of a marine vessel propulsion engine such as an outboard motor having a crankshaft as a vertical direction.

It is a figure which shows the structure of the internal combustion engine and its control apparatus concerning one Embodiment of this invention. 2 is a flowchart of a process for controlling the intake air amount of the engine shown in FIG. 1. It is a figure which shows an example of the table referred by the process of FIG. 2 is a flowchart of a process for controlling an exhaust gas recirculation amount of the engine shown in FIG. It is a figure which shows the modification of the structure shown in FIG.

Explanation of symbols

1 Internal combustion engine 3 Intake shutter (air quantity control means)
14 Actuator (Air volume control means)
4 Exhaust pipe 11 NOx purification catalyst (exhaust purification means)
12 Diesel particulate filter (exhaust gas purification means)

Claims (4)

In a control device for an internal combustion engine comprising exhaust purification means for purifying exhaust discharged from the internal combustion engine,
Fuel cut condition determining means for determining a fuel cut execution condition for stopping fuel supply to the engine according to an operating state of the engine;
A temperature raising control means for performing control for raising the temperature of the exhaust purification means;
Combustion mode determining means for determining the combustion mode of the engine related to the operation of the temperature raising control means;
When the fuel cut condition determining means determines that the fuel cut execution condition is satisfied, the amount of air supplied by the engine during the fuel cut based on the combustion mode of the engine immediately before the execution condition is satisfied And an air amount control means for controlling the engine.   The internal combustion engine according to claim 1, wherein the engine includes an intake shutter in an intake system, and the air amount control unit controls the air amount by controlling an opening degree of the intake shutter. Control device.   3. The control device for an internal combustion engine according to claim 1, wherein the exhaust purification unit is at least one of an exhaust purification catalyst and a particulate filter that traps particulate matter.   The air amount control means determines the amount of air supplied to the engine according to the rotational speed of the engine when the combustion mode applied when the temperature raising control means is activated immediately before the execution condition is established. The control device for an internal combustion engine according to any one of claims 1 to 3, wherein control is performed.

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