Patent Application
20120017587
The present invention relates to a control system of an internal combustion engine.
Known in the art is a control system of an internal combustion engine which arranges in an engine exhaust passage an exhaust turbine of an exhaust driven type supercharger, arranges in the exhaust passage downstream of the exhaust turbine a first catalyst, connects an exhaust passage between an exhaust purification catalyst and the exhaust turbine and the exhaust passage upstream of the exhaust turbine by a bypass passage, arranges in the bypass passage a second catalyst which adsorbs harmful ingredients in the exhaust gas, and is provided with an exhaust gas flow switching device which selectively switches an exhaust gas flow between a flow flowing through the exhaust turbine into the first catalyst and a flow flowing through the bypass passage into the first catalyst (see PLT 1).
According to such a control system of an internal combustion engine, at the time of startup of the internal combustion engine, the exhaust gas flow is switched to a flow through the bypass passage, while after the first catalyst is activated, the exhaust gas flow is switched to a flow through the exhaust turbine. After this, the exhaust gas flow is again switched to a flow through the bypass passage and the harmful ingredients which are adsorbed at the second catalyst are desorbed. Therefore, early activation of the first catalyst is promoted and deterioration of the exhaust properties is prevented by the second catalyst until the first catalyst is activated.
However, after the first catalyst is activated, when switching the exhaust gas flow to a flow through the exhaust turbine, the exhaust turbine of the still insufficiently warmed up exhaust driven type supercharger causes the exhaust gas to end up falling in temperature. Low temperature exhaust gas flows into the first catalyst, as a result of which its temperature falls and activity is lost, so the exhaust properties are liable to deteriorate. Considering this point, it may be considered to retard more the timing of switching the exhaust gas flow to a flow through the exhaust turbine and causing the temperature of the first catalyst to sufficiently rise so that even if low temperature exhaust gas flows in activity is not lost. However, if retarding the timing for switching the exhaust gas flow to a flow through the exhaust turbine, during that interval, it will not be possible to utilize the exhaust driven type supercharger and the driveability may deteriorate.
Therefore, an object of the present invention is to provide a control system of an internal combustion engine which can prevent deterioration of the exhaust properties while enabling utilization of the exhaust driven type supercharger earlier.
In a first aspect of the present invention, there is provided a control system of an internal combustion engine which arranges in an engine exhaust passage an exhaust turbine of an exhaust driven type supercharger, arranges in the exhaust passage downstream of the exhaust turbine an exhaust purification catalyst, connects the exhaust passage between the exhaust purification catalyst and the exhaust turbine with the exhaust passage upstream of the exhaust turbine by a bypass passage, arranges in the bypass passage a storing agent which stores a specific ingredient in the exhaust, and is provided with an exhaust gas flow switching device which selectively switches the exhaust gas flow between a flow which flows through the exhaust turbine into the exhaust purification catalyst and a flow which flows through the bypass passage into the exhaust purification catalyst, the control system of an internal combustion engine using the exhaust gas flow switching device to switch the exhaust gas flow to the flow through the bypass passage when the exhaust purification catalyst should be raised in temperature and performing desorption control to desorb the ingredient stored in the storing agent, then using the exhaust gas flow switching device to switch the exhaust gas flow to the flow through the exhaust turbine when the temperature of the exhaust purification catalyst rises to a target temperature.
In a second aspect of the present invention, there is provided a control system of an internal combustion engine characterized in that the specific ingredient is an HC and the storing agent is an HC absorbent.
In a third aspect of the present invention, there is provided a control system of an internal combustion engine characterized in that the specific ingredient is NOx and the storing agent is an NOx storage reduction catalyst which stores NOx which is contained in the exhaust gas when an air-fuel ratio of the inflowing exhaust gas is lean, and reduces and purifies the stored NOx when the air-fuel ratio of the inflowing exhaust gas becomes a stoichiometric air-fuel ratio or rich.
In a fourth aspect of the present invention, there is provided a control system of an internal combustion engine characterized in that the specific ingredient is CO and the storing agent is a CO absorbent.
According to these aspects of the present invention, it is possible to prevent deterioration of the exhaust properties while enabling early utilization of the exhaust driven type supercharger.
Below, the present invention will be able to be understood more fully from the attached drawings and the description of the preferred embodiments of the present invention.
Referring to
The exhaust manifold 5 and the intake manifold 4 are connected to each other through an exhaust gas recirculation (hereinafter referred to as “EGR”) passage 12. Inside the EGR passage 12, an electronic control type EGR control valve 13 is arranged. Further, around the EGR passage 12, a cooling device 14 is arranged for cooling the EGR gas which flows through the inside of the EGR passage 12. In the embodiment shown in
The exhaust post-treatment device 20 has an exhaust pipe 21 which is connected to the outlet of the exhaust turbine 7b, an exhaust purification catalyst 22 which is connected to the exhaust pipe 21, and an exhaust pipe 23 which is connected to the exhaust purification catalyst 22. Further, in the exhaust pipe 21, an air-fuel ratio sensor 24 is arranged for detecting an air-fuel ratio of exhaust gas which flows into the exhaust purification catalyst 22. At the exhaust purification catalyst 22, a temperature sensor 25 is attached for detecting the catalyst temperature T.
Further, the exhaust manifold 5 and the exhaust pipe 21 are connected by a bypass passage 26. Inside the bypass passage 26, a storing agent 27 is arranged for storing a specific ingredient in the exhaust gas. In the present embodiment, as the storing agent 27, an NOx storage reduction catalyst 27 is used. Near the inlet of the bypass passage 26, an exhaust gas flow switching valve 28 which is driven by a step motor is arranged. The exhaust gas flow can be selectively switched between an exhaust turbine route R1 where it flows through the exhaust turbine 7b to the exhaust purification catalyst 22 and a bypass route R2 where it flows through the bypass passage 26 to the exhaust purification catalyst 22. The exhaust gas flow switching valve 28 shown in
Note that, the exhaust gas flow switching valve 28 may employ any mechanism if able to selectively switch the exhaust gas flow between the exhaust turbine route R1 and the bypass route R2. For example, it may be a blocking plate which is arranged inside of the bypass passage 26 and which is able to selectively switch between blocking and opening a passage. When the blocking plate blocks the bypass passage 26, the exhaust gas flow passes through the exhaust turbine route R1, while when it opens the bypass passage 26, the exhaust gas flow passes through the bypass route R2 which is lower in pressure than the exhaust turbine route R1.
Furthermore, as shown in
An electronic control unit 30 is comprised of a digital computer which is provided with components connected with each other by a bi-directional bus 31 such as a ROM (read only memory) 32, RAM (random access memory) 33, CPU (microprocessor) 34, input port 35, and output port 36. Output signals of the air flow meter 8, air-fuel ratio sensor 24, and temperature sensor 25 are input through respectively corresponding AD converters 37 to the input port 35. Further, an accelerator pedal 39 is connected to a load sensor 40 generating an output voltage proportional to the depression amount L of the accelerator pedal 39. The output voltage of the load sensor 40 is input through the corresponding AD converter 37 to the input port 35. Further, the input port 35 has a crank angle sensor 41 generating an output pulse every time the crankshaft rotates by for example 15° connected to it. On the other hand, the output port 36 has the fuel injectors 3, throttle valve 10 drive step motor, EGR control valve 13, fuel pump 17, and fuel addition valve 29 connected to it through corresponding drive circuits 38.
In this embodiment according to the present invention, as the precious metal catalyst 66, platinum Pt is used. As the ingredients forming the NOx absorbent 67, for example, at least one element selected from potassium K, sodium Na, cesium Cs, or another such alkali metal, barium Ba, calcium Ca, or another such alkali earth, lanthanum La, yttrium Y, or another such rare earth is used.
If the ratio of the air and fuel (hydrocarbons) which are fed into the engine intake passage, combustion chambers 2, and exhaust passage upstream of the NOx storage reduction catalyst 27 is called the “air-fuel ratio of the exhaust gas”, the NOx absorbent 67 absorbs NOx when the air-fuel ratio of the exhaust gas is lean and releases the absorbed NOx when the oxygen concentration in the exhaust gas falls, for an NOx absorption/release action.
That is, if explaining this taking as an example the case of using barium Ba as the ingredient forming the NOx absorbent 67, when the air-fuel ratio of the exhaust gas is lean, that is, when the oxygen concentration in the exhaust gas is high, the NO which is contained in the exhaust gas, as shown in
As opposed to this, if the air-fuel ratio of the exhaust gas is made rich or the stoichiometric air-fuel ratio, the oxygen concentration in the exhaust gas falls, so the reaction proceeds in the opposite direction (NO3−→NO2) and therefore, as shown in
In the internal combustion engine shown in
For the exhaust purification catalyst 22, any catalyst may be employed, but the present embodiment is configured by the same casing at the upstream side of which a three-way catalyst is arranged and at the downstream side of which an NOx storage reduction catalyst is arranged.
A conventional internal combustion engine which does not have a bypass passage, as shown by the catalyst temperature Tx, requires a long time for the exhaust purification catalyst to reach the activation temperature
Ta. That is, at time of engine startup, the exhaust purification catalyst is mainly raised in temperature by the inflow of high temperature exhaust gas generated due to the combustion in the combustion chambers, but the high temperature exhaust gas which is exhausted from combustion chambers ends up radiating heat and cooling by passing through the low temperature exhaust turbine which is still not sufficiently warmed before reaching the exhaust purification catalyst. Therefore, to raise the temperature of the exhaust purification catalyst to the activation temperature Ta, it is necessary to first make the exhaust turbine rise in temperature, then make the exhaust purification catalyst rise in temperature, so a certain extent of time is required.
On the other hand, in a conventional internal combustion engine which has a bypass passage, as shown by the catalyst temperature Ty, the exhaust purification catalyst reaches the activation temperature Ta in a shorter time compared with the case of not having a bypass passage. That is, at time of engine startup, the exhaust gas flow is switched to the bypass route, so the high temperature exhaust gas which is produced due to combustion in the combustion chambers flows through the bypass passage to the exhaust purification catalyst without being cooled at the exhaust turbine 7b. Therefore, it becomes possible to promote early temperature rise of the exhaust purification catalyst. However, as explained above, after that, since an exhaust driven type supercharger is used, if the exhaust gas flow is switched to the exhaust turbine route, in the end, the heat in the exhaust gas is absorbed by the low temperature exhaust turbine and the temperature of the exhaust gas ends up falling. If such a low temperature exhaust gas flows into the exhaust purification catalyst, there is the above-mentioned problem that the once activated catalyst is cooled and ends up losing its activity.
Therefore, in an embodiment of the present invention, after making the exhaust purification catalyst 22 rise in temperature and before switching the exhaust gas flow to the exhaust turbine route R1, desorption control of the NOx storage reduction catalyst 24 is executed and the exhaust purification catalyst 22 is made to rise in temperature. Below, this will be explained in detail.
Referring to
The “desorption control” in the present embodiment means to make the air-fuel ratio of the inflowing exhaust gas temporarily rich and thereby make the NOx which was stored in the NOx storage reduction catalyst 27 be reduced and released. In the present embodiment, the air-fuel ratio is made rich by adding fuel from the fuel addition valve 29. If fuel is added to the NOx storage reduction catalyst 27, as explained above, the NOx and the BC and CO undergo a reduction reaction, whereby reaction heat is generated. Due to this reaction heat, the temperature of the exhaust gas which flows out from the NOx storage reduction catalyst 27 rises. The now high temperature exhaust gas then flows into the exhaust purification catalyst 22 and further raises the catalyst temperature T. In addition as well, the unburned HC in the exhaust gas undergoes an oxidation reaction on the exhaust purification catalyst 22 whereby the catalyst temperature T rises. Further, when using CO as the reducing agent, high temperature combustion is performed in the combustion chambers 2, so the temperature of the exhaust gas becomes higher. This high temperature exhaust gas may be utilized to make the exhaust purification catalyst 22 rise in temperature.
By using the desorption control to make the catalyst temperature T of the exhaust purification catalyst 22 further rise, even if then switching the exhaust gas flow to the exhaust turbine route R1 and low temperature exhaust gas cooled by the exhaust turbine flows in, the catalyst temperature T will never become less than the activation temperature Ta. That is, the execution time of the desorption control, the rich degree of the air-fuel ratio of the exhaust gas, etc., are determined so as to make the catalyst temperature T rise to a temperature where even if low temperature exhaust gas flows in, the catalyst temperature T will not become less than the activation temperature Ta.
Further, the timing of switching by the exhaust gas flow switching valve 28 to the exhaust turbine route R1 is determined so that exhaust gas made a high temperature on the NOx storage reduction catalyst 27 passes through the bypass passage 26 and passes through the exhaust pipe 21 to reliably flow into the exhaust purification catalyst 22. That is, if the timing of switching to the exhaust turbine route R1 becomes too early, the exhaust gas flow switching valve 28 causes the bypass passage 26 to close, whereby the subsequent high temperature exhaust gas flow in the bypass passage 26 ends up stopping without flowing into the exhaust purification catalyst 22. Therefore, the timing of switching by the exhaust gas flow switching valve 28 to the exhaust turbine route R1 is set so that the exhaust gas made a high temperature on the NOx storage reduction catalyst 27 passes through the bypass passage 26 and passes through the exhaust pipe 21 to reliably flow into the exhaust purification catalyst 22.
On the other hand, if the timing of switching to the exhaust turbine route R1 is slow, it is not possible to utilize the exhaust driven type supercharger 7 during that period and the drivability deteriorates. Therefore, the timing of switching to the exhaust turbine route R1 is preferably after the timing when the exhaust gas made a high temperature on the NOx storage reduction catalyst 27 passes through the bypass passage 26 and passes through the exhaust pipe 21 to reliably flow into the exhaust purification catalyst 22 and preferably made early.
In the present embodiment, the desorption control is started when the catalyst temperature T of the exhaust purification catalyst 22 reaches the activation temperature Ta. However, for execution of desorption control at this timing, there is an extra margin of ΔT as shown in
Therefore, in another embodiment shown in
By making the timing of execution of desorption control earlier, it is possible to make the timing of switching by the exhaust gas flow switching valve 28 to the exhaust turbine route R1 earlier and possible to utilize the exhaust driven type supercharger earlier.
Note that, in the above embodiment, the present invention was mainly explained with reference to the state where the internal combustion engine is cool at the time of engine startup, but it may also be applied to other cases as well. For example, the case may be considered of satisfying the condition of the catalyst being a predetermined temperature or less, the exhaust turbine being a predetermined temperature or less, idling continuing for a predetermined time, etc.
Further, the embodiment shown in
First, the case where the storing agent 27 is an HC absorbent 27 will be explained. The HC absorbent 27 forms a honeycomb structure similar to the NOx storage reduction catalyst 27 shown in
If performing this temperature elevation control, the HC which was adsorbed at the HC absorbent 27 is desorbed into the exhaust gas and the exhaust gas containing this HC flows into the exhaust purification catalyst 22. Due to this, the HC in the exhaust gas undergoes an oxidation reaction on the exhaust purification catalyst 22 whereby the catalyst temperature T rises and therefore even if low temperature exhaust gas which passed through the exhaust turbine route R1 flows in, the temperature will not fall below the activation temperature Ta. Further, exhaust gas which contains HC itself becomes a high temperature due to temperature elevation control and therefore contributes to the rise in temperature of the exhaust purification catalyst 22.
Next, the case where the storing agent 27 is a CO absorbent 27 will be explained. The CO absorbent 27 forms a honeycomb structure similar to the NOx storage reduction catalyst 27 shown in
If performing temperature elevation control, the CO which had been adsorbed at the CO adsorbent 27 is desorbed into the exhaust gas. The exhaust gas containing this CO flows into the exhaust purification catalyst 22. Due to this, the HC in the exhaust gas undergoes an oxidation reaction on the exhaust purification catalyst 22 whereby the catalyst temperature T rises and therefore even if low temperature exhaust gas which passed through the exhaust turbine route R1 flows in, the temperature will not fall below the activation temperature Ta. Further, exhaust gas which contains CO itself becomes a high temperature due to temperature elevation control and therefore contributes to the rise in temperature of the exhaust purification catalyst 22.
First, at step 100, it is judged whether an execution condition for the catalyst temperature elevation control stands. The execution condition for the catalyst temperature elevation control for example is that the catalyst is at a predetermined temperature or less, the exhaust turbine is at a predetermined temperature or less, idling continues for a predetermined time, a predetermined time elapses from engine stopping, etc. When the execution condition does not stand, there is no need to execute catalyst temperature elevation control according to the present invention, so the routine is ended.
On the other hand, when, at step 100, the execution condition stands, the routine proceeds to step 101. Next, at step 101, the exhaust gas flow switching valve 28 is used to switch to the bypass route R2, then the routine proceeds to step 102. Next, at step 102, the catalyst temperature T of the exhaust purification catalyst 22 is read, then the routine proceeds to step 103.
Next, at step 103, it is judged if the catalyst temperature T which was read at step 102 is larger than a target temperature Tg. The target temperature Tg, in the embodiment shown in
On the other hand, when, at step 103, the catalyst temperature T is larger than the target temperature Tg, the routine proceeds to step 104. Next, at step 104, desorption control is executed. This desorption control, as explained above, differs in content of processing depending on the storing agent 27.
When, at step 104, execution of desorption control is ended, the exhaust gas flow switching valve 28 is used to switch to the exhaust turbine route R1. The timings of execution of desorption control and switching to the exhaust turbine route R1, as explained above, are determined so that the exhaust gas flow which includes the ingredients desorbed from the storing agent 27 by the desorption control reliably flows into the exhaust purification catalyst 22. Next, the routine is ended.
Due to the above, according to the present invention, when the exhaust purification catalyst should be raised in temperature, the predetermined period bypass route may be used to raise the temperature earlier, while the storing agent which is arranged in the bypass passage may be used to prevent deterioration of the exhaust properties for this predetermined period. Furthermore, by utilizing the specific ingredients in the exhaust gas stored over this predetermined period, there is the advantage that the once activated exhaust purification catalyst can be prevented from losing its activity and earlier utilization of the exhaust driven type supercharger is enabled.
Note that, the present invention was described based on specific embodiments, but a person skilled in the art could make various changes, revisions, etc. without departing from the claims and concept of the present invention.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2009/057709 | 4/10/2009 | WO | 00 | 9/19/2011 |
