CN100363599C - Exhaust gas cleaning device for internal combustion engine - Google Patents
Exhaust gas cleaning device for internal combustion engine Download PDFInfo
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- CN100363599C CN100363599C CNB200510068814XA CN200510068814A CN100363599C CN 100363599 C CN100363599 C CN 100363599C CN B200510068814X A CNB200510068814X A CN B200510068814XA CN 200510068814 A CN200510068814 A CN 200510068814A CN 100363599 C CN100363599 C CN 100363599C
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Abstract
PROBLEM TO BE SOLVED: To prepare environment enabling to appropriately regenerate DPF even under an operation condition where catalyst carried by base material of DPF is not in a sufficient activation condition and temperature of DPF does not rise if simply unburned HC is supplied to DPF and regeneration of DPF can not be done appropriately.
Description
Technical field
The present invention relates to be used for the exhaust gas purification apparatus with particulate filter of internal-combustion engine.
Background technique
The discharge particulate matter (PM) that is included in the exhaust of diesel engine is regarded as important environmental problem, and has proposed to install the diesel particulate filter (DPF) of the PM that is used for collecting diesel engine.Thereby DPF is by burning and remove the PM of collection and the regeneration performance of recover collecting PM periodically.The burning of PM needs the temperature of DPF fully high usually.Yet in some cases, the oxidation reaction heat that utilizes oxidation catalyst to generate is carried out the burning of PM.A kind of DPF system (hereinafter being known as upper reaches catalytic type DPF system) has the oxidation catalyst that is arranged on the DPF upstream side.Another kind of DPF system (hereinafter be known as single DPF system) includes only DPF, and catalyzer is being kept by the DPF filter substrate.
In order to improve the temperature of DPF, the delivery temperature of discharging from motor can improve by the throttling of air inlet, the delay of fuel injection or the reinforcement of exhaust gas recirculatioon (EGR).Perhaps, be included in from the exhaust that motor is discharged unburned part (hereinafter, also be known as the not hydrocarbon of combustion, the i.e. HC of combustion not) can improve wittingly by for example making fuel spray produce catalytic reaction heat (announce referring to the uncensored patent of Japan, be numbered 2003-172185).Under every kind of above-mentioned situation, the energy that can not convert engine power to has just been wasted, and therefore needs to consider the consumption of fuel.When the temperature of DPF is abundant when high, velocity of combustion is quickened.Therefore, thus being used for required time of dpf regeneration shortens the consumption that has more advantageously reduced fuel.Yet when the temperature of DPF improved rapidly, DPF may damage.Therefore, being suitable for the temperature of dpf regeneration should be as the target temperature of the temperature that keeps DPF.
Yet, for the above-mentioned two kinds methods that are used to improve dpf temperature, improve delivery temperature and can cause energy loss via motor or outlet pipe to this method that DPF supplies with exhaust.Therefore, it is more favourable than this a kind of method at the fuel consumption this respect to increase the another kind of method of HC amount of not combustion.In addition, single DPF system is more favourable than upper reaches catalyst-type DPF system, thereby allows lower manufacture cost and lower weight because single DPF system can only be made of DPF.
Yet, in single DPF system, when using this method of HC that increases not combustion, the disadvantage below but existing.That is, in catalyzer up flow type DPF system, the exhaust that has the temperature of rising owing to catalytic reaction heat is supplied to DPF.On the contrary, in single DPF system, in the HC of the not combustion catalytic reaction that HC is not fired in generation in DPF when entering DPF.Figure 16 has shown the temperature of DPF and has been used for relation between the reaction velocity of oxidation HC.When the temperature of rising DPF,, the activation levels of catalyzer quickens thereby improving reaction velocity.Yet when the temperature of DPF was lower than predetermined temperature, HC can not fully not burn thereby catalyzer can not be activated effectively.Thereby the temperature of DPF need equal or be higher than 600 degrees centigrade of stabilizing effective burnings that realize PM.When the relatively large not combustion HC in the exhaust of lower temperature when motor is discharged, thereby unreacted HC can adhere to and causes catalyst poisoning on the catalyzer.Therefore, under the situation of single DPF system, can not take place substantially by the not rising of the temperature that catalytic reaction caused of the HC of combustion at the front-end face of DPF or near its position, wherein front-end face is the upper reaches end of DPF.Therefore, have temperature gradient, wherein the upper reaches end from DPF increases to the dirty end temperature of DPF.
As shown in figure 17, delivery temperature at the DPF inlet is equal to or less than under the situation of predetermined temperature (hereinafter being known as regeneration temperature), the temperature of DPF upper reaches end can not become and is equal to, or greater than regeneration temperature, and wherein the amount of burning PM is stably keeping greater than discharge PM amount and temperature gradient from motor output on regeneration temperature.Therefore, the collection PM that is collected in DPF upper reaches end can not burn fully and can not remove up hill and dale.Therefore, the upper reaches end of DPF can be blocked by PM.With reference to Figure 18, in the lower load range of motor, can meet above-mentioned state, this state can not be increased under the engine idle state of regeneration temperature or can take place during the low gait of march of vehicle in delivery temperature.
Therefore, in the operating range of motor, thereby thereby should improve the delivery temperature that makes the DPF ingress from the delivery temperature of motor output is equal to, or greater than regeneration temperature and avoids the obstruction of DPF and/or the poisoning of DPF catalyzer.Yet, be used for being limited in the scope that can not cause scarce fire by the method that for example makes air inlet restriction improve delivery temperature.Therefore, the temperature raising is limited on the unsafty grade.
Summary of the invention
The invention solves above-mentioned shortcoming.Therefore, an object of the present invention is to provide a kind of exhaust gas purification apparatus of internal-combustion engine, this equipment can make particulate filter regenerate effectively and realize relatively low fuel consumption simultaneously.
In order to realize one object of the present invention, set the exhaust gas purification apparatus that is used for internal-combustion engine.Exhaust gas purification apparatus comprises particulate filter, catalyst activation level detection device and jet mode selection device.Particulate filter comprises filter substrate, and this substrate is when the particulate matter that captures from the exhaust that internal-combustion engine is discharged, and just the reaction heat that produces by the oxidation reaction of utilizing catalyzer burns and removes particulate matter and makes particulate filter regeneration.The catalyst activation level detection device is used to detect the activation levels of catalyzer.The jet mode selection device is used to select one of first to the 3rd jet mode.First jet mode is used for carrying out single fuel injection and being mainly used in the output power that produces internal-combustion engine in each heat cycle of internal-combustion engine.Second jet mode is used for carrying out a plurality of fuel at a plurality of injection phases respectively in each heat cycle of internal-combustion engine and sprays.During a plurality of fuel of second jet mode spray first sprays identical with the fuel of first jet mode substantially.A plurality of fuel of second jet mode spray and comprise that also at least one follow-up fuel sprays, this follow-up fuel is injected on the delay side of first injection that a plurality of fuel of second jet mode spray and carries out, and compare with first injection that a plurality of fuel spray and to have higher used heat ratio, thereby improved from the temperature of the exhaust of internal-combustion engine output, and produced the internal-combustion engine output power of expectation by second jet mode.The 3rd jet mode is used for carrying out a plurality of fuel at a plurality of injection phases respectively in each heat cycle of internal-combustion engine and sprays.During a plurality of fuel of the 3rd jet mode spray first sprays identical with the fuel of first jet mode substantially.The a plurality of fuel of the 3rd jet mode spray and comprise that also at least one follow-up fuel sprays, and this follow-up fuel is injected on the delay side of first injection that a plurality of fuel of the 3rd jet mode spray and carries out.In the 3rd jet mode, injection interval between the starting point of the post-injection that at least one follow-up fuel of the terminal point of first injection that a plurality of fuel of the 3rd jet mode spray and the 3rd jet mode sprays is greater than the interval of second jet mode, thereby the ratio of the unburned fuel part of the fuel that sprays in the post-injection during at least one follow-up fuel of the 3rd jet mode sprays in the exhaust that burning produces is higher than the ratio of second jet mode, and consequent unburned fuel is partly supplied with particulate filter, and has realized the desired output power of internal-combustion engine by the 3rd jet mode.The jet mode selection device is selected one of the second and the 3rd jet mode when receiving the request that is used for particulate filter regeneration.Relatively low and when being equal to or less than threshold value, the jet mode selection device is just selected second jet mode when the catalyst activation level that detects by the catalyst activation level detection device.
Description of drawings
After explanation, appended claims and the accompanying drawing below having read, will understand the present invention and additional purpose, feature and advantage therewith best, among the figure:
Fig. 1 has shown the schematic representation that is used for according to the structure of the exhaust gas purification apparatus of the internal-combustion engine of the embodiment of the invention;
Fig. 2 is the time diagram that has shown the jet mode of being carried out by embodiment's exhaust gas purification apparatus;
Fig. 3 is the plotted curve of operation that has shown embodiment's exhaust gas purification apparatus;
Fig. 4 is the plotted curve of operation that has shown embodiment's exhaust gas purification apparatus;
Fig. 5 is another plotted curve of operation that has shown embodiment's exhaust gas purification apparatus;
Fig. 6 A is the time diagram of operation that is used to describe embodiment's exhaust gas purification apparatus;
Fig. 6 B is the plotted curve of operation that has shown embodiment's exhaust gas purification apparatus;
Fig. 7 is the time diagram of operation that is used to describe embodiment's exhaust gas purification apparatus;
Fig. 8 is the flow chart that has shown the control operation of carrying out among embodiment's the ECU of exhaust gas purification apparatus;
Fig. 9 is the flow chart that has shown the control operation of carrying out among embodiment's the ECU of exhaust gas purification apparatus;
Figure 10 A is the time diagram of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 10 B is the plotted curve of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 11 A is the time diagram of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 11 B is the plotted curve of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 11 C is another plotted curve of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 12 A is the time diagram of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 12 B is the plotted curve of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 12 C is another plotted curve of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 13 is the time diagram of operation that is used to describe embodiment's exhaust gas purification apparatus;
Figure 14 is the flow chart that has shown the control operation of carrying out among embodiment's the ECU of exhaust gas purification apparatus;
Figure 15 has shown the cylinder pressure of internal-combustion engine and the plotted curve of the relation between the crank angle;
Figure 16 is the plotted curve that has shown the relation between the temperature of HC reaction velocity and oxidation catalyst;
Figure 17 is the plotted curve that is used to the exhaust gas purification apparatus that is used for internal-combustion engine describing formerly to propose; And
Figure 18 is the time diagram that is used to the exhaust gas purification apparatus describing formerly to propose.
Embodiment
Embodiments of the invention are described below with reference to accompanying drawings.Fig. 1 has shown the total that has according to the diesel engine system (internal-combustion engine) of the exhaust gas purification apparatus of the embodiment of the invention.Motor 1 with exhaust gas purification apparatus is exhaust gas recirculatioon (EGR) formula.In motor 1, thus EGR passage 23 be connected make exhaust passage 22 between gas-entered passageway 21 and the exhaust passage 22 the part exhaust gas recirculation to gas-entered passageway 21.The capacity of reflux of exhaust is regulated by the EGR control valve 32 that is provided in the EGR passage 23.
Air flow meter (intake flow sensor) 51 is arranged in the air inflow of measuring supply engine 1 in the gas-entered passageway 21.Air flow meter 51 is known substantially patterns, wherein the air inflow of measuring is expressed as mass flow rate.Air inlet shutter 31 is arranged in the gas-entered passageway 21.By regulating the opening degree of closure 31, can change the air inflow of supply engine 1.
Diesel particulate filter (DPF) 41 is arranged in the exhaust passage 22 of motor 1.DPF41 comprises that refractory material ceramic honeycomb structure (for example steinheilite) is as filter substrate.The compartment that forms the honeycomb structure of air-flow path is alternately closed, so that the entrance and exit of arranged alternate compartment.In addition, oxidation catalyst (for example platinum catalyst) covers on the wall of compartment.The exhaust of discharging from motor 1 flows downward via the porous partition walls of DPF41, and particulate matter (PM) is caught and is accumulated on the next door by the next door.
The exhaust gas temperature sensor 53,54 that is used for measuring the air-fuel ratio sensor (hereinafter being known as the A/F sensor) 52 of air and fuel ratio and is used to measure delivery temperature is provided in exhaust passage 22.Thereby the upstream side exhaust gas temperature sensor 53 that serves as catalyst activation level detection device and exhaust temperature detection means is arranged in and measures the delivery temperature of supplying with DPF41 on the upstream side of DPF41.
The differential pressure transducer 55 that sets the upstream side that is used to detect DPF41 and the pressure difference between the downstream side is determined that DPF41 catches and is accumulated in PM cumulant above it.Differential pressure transducer 55 is inserted between pressure leading pipe 241 and 242.Pressure leading pipe 241 is communicated with exhaust passage 22 at the DPF41 upstream side, and pressure leading pipe 242 is communicated with exhaust passage 22 at the downstream side of DPF41.
In addition, the speed probe 56 that serves as the engine power detection device is provided in the engine speed that is used to measure motor 1 in the motor 1, and wherein engine speed is served as the parameter of expression engine output (engine power).
Electronic control unit (ECU) 61 receives above-mentioned sensor 51-56 and unshowned signal of sensor.Injection timing of the optimal number that the ECU61 computing fuel sprays, the best and best jet pressure, these feedback control manipulations of carrying out motor 1 for various piece under current serviceability are best.
ECU61 is based on the state selection of motor 1 or DPF41 and single heat cycle of the corresponding respective spray pattern of motor 1.Fig. 2 has shown optional jet mode.These jet modes comprise jet mode (first jet mode) A, jet mode (second jet mode) B-1, B-2B-3 and jet mode (the 3rd jet mode) C.Fuel injection mode B-1 to B-3 is known as jet mode B generally.
Jet mode A is the jet mode that mainly is intended to realize the engine power expected.In case near compression top dead center (compression TDC) with regard to burner oil.Convert to the energy efficient rate that generates by the burning of burner oil engine power to.
Jet mode B is intended to apply enough heat energy to exhaust and realizes the engine power expected simultaneously.Fuel is from beginning to spray with a plurality of injection phases near the point that postpones the compression TDC on the side.As shown in Figure 3, under quantity of fuel kept identical situation, when ignition timing postponed, the heat energy of conversion that converts engine power to was with respect to the ratio minimizing of the total heat energy that is generated by fuel combustion.Yet simultaneously, promptly when ignition timing postponed, waste heat increased, so delivery temperature raises.In addition, as shown in Figure 4, when keeping identical engine power in that fuel injection amount is set, delivery temperature can improve by the burning that postpones fuel.Yet when the injection timing simple delay, the possibility that lacks fire just becomes very high.Jet mode B is different with the simple delay of injection timing.More particularly, in jet mode B, carry out when the fuel identical substantially with the single fuel injection of jet mode A is injected near compression TDC, on the delay side of compression TDC, carry out the fuel injection afterwards.The fuel of back one injection phase sprays the scarce fire that can not cause at the fuel of back one injection phase injection, even therefore also can allow the igniting of fuel when ignition timing fully postpones, because the fuel that sprays at last injection phase burns in a usual manner.Therefore, lack fiery restriction and move on to the delay side basically.Like this, the ratio of used heat can improve, and ignition timing simultaneously fully postpones.The feature of Here it is jet mode B.
Fig. 5 has shown two kinds of burning profiles, and these two kinds is (a1 (ATDC)＜a2 (ATDC)) that obtains in different fuel injection beginning timings place.Spray initial timing (a2 (ATDC)) at the fuel that sprays the delay side that initial timing (a1 (ATDC)) postpones with respect to fuel and locate, though the peak value of rate of heat release diminishes, burning has but prolonged.That is the end timing retard that burns and soften and burn.Therefore, under the situation of jet mode B-2, B-3, at the 3rd injection phase or back one injection phase, the timing between previous fuel injection and the current fuel injection beginning (injection interval) at interval increases gradually and continuously, and burning prolongs.At last injection phase, further improve delivery temperature thereby on the point that postpones most, carry out burning.Promptly when the injection phase number increases, improve delivery temperature effectively on the point that relatively postpones thereby burning can be carried out.Jet mode B-1 to B-3 differs from one another on the number of injection phase.
In jet mode B, one injection phase fuel injection amount is compared with last injection phase and has been increased in the back.Fig. 6 A has shown that two kinds of jet modes are jet mode 1 and jet mode 2, and wherein each all comprises four injection phases.Fig. 6 B has shown that fuel sprays the relation between total amount and the delivery temperature.Jet mode 1 is corresponding to jet mode B.With regard to jet mode 1, when the fuel injection amount of n injection phase (also can be called injection phase n) is expressed by Qn, should establish down relation of plane: Q1≤Q2≤Q3≤Q4.With regard to jet mode 2, should satisfy Q3＞Q4 or Q2＞Q4 or Q1＞Q4.With regard to Fig. 6 A, satisfy Q3＞Q4.In jet mode 1,2, when fuel injection amount and output power kept identical, when the fuel of each heat cycle sprayed the total amount increase, delivery temperature improved.Yet the delivery temperature of jet mode 1 is higher than the delivery temperature of jet mode 2.That is, with regard to jet mode B, improve delivery temperature effectively thereby increase continuously from initial injection stage injection phase fuel injection amount to the end.
Therefore, in DPF41 regeneration, improve delivery temperature if desired and just choose jet mode B.In addition, choose jet mode B-1 corresponding pattern in the B-3 and realize suitable injection, this pattern is corresponding to the present behavior of motor.
Jet mode C is intended to DPF41 supply unburned fuel.In addition, when at dpf regeneration, need should choose jet mode C when improving dpf temperature by supplying with unburned hydrocarbons (HC).Fig. 7 is the time diagram that is used for comparison jet mode C and jet mode B.In jet mode C, the fuel of carrying out in second injection phase after the fuel with first injection phase sprays the time enough interval that is separated by sprays, and wherein carries out first injection phase when vicinity compression TDC.Because this injection interval, the most of fuel that spray at second injection phase are discharged with the form of the HC of combustion not from cylinder.
Fig. 8 has shown the control routine of being carried out by the microcomputer of ECU61.This program is carried out with predetermined gap periods ground by ECU61.At first in step S100, calculate PM cumulant MPM.This calculating is based on pressure reduction that the upstream side of DPF41 and the differential pressure transducer between the downstream side 55 measure and is carried out by the air inflow that Air flow meter 51 is measured.Perhaps, the PM amount that time per unit is discharged can be calculated based on the working condition of motor 1, and the PM of accumulation amount MPM can estimate that this accumulated value obtains by the accumulation of the PM amount that time per unit is discharged based on accumulated value.
At step S200, determine whether the initiation threshold amount MPMH of current accumulation PM amount MPM greater than the PM of accumulation, wherein this initiation threshold amount MPMH is the threshold value that DPF41 begins to regenerate.PM in being accumulated in DPF41 amount relatively hour, just as under the situation of a brand-new DPF41 of use, perhaps when the regeneration of DPF41 had just been finished, S200 returned NO in step.When returning N0 in step S200, control proceeds to step S400.At step S400, determine whether to enable and promptly be provided with dpf regeneration mark XRGN.Dpf regeneration mark XRGN from the DPF41 regenerative operation begin to finishing keeping opening always.When returning NO in step S400, control proceeds to step S800.In step S800, jet mode A and control are set turn back to step S100.
When the PM of the accumulation of carrying out PM in DPF41 and current accumulation amount MPM surpasses the initiation threshold amount MPMH of accumulation PM, in step S200, return YES.Therefore, be necessary with regard to the regeneration of having determined DPF41 and control proceeds to step S300.In step S300, enable dpf regeneration mark XRGN and control and proceed to step S500.In step S500, the temperature that is identified for improving the temperature of DPF41 improves the cycle jet mode and uses the jet mode of determining to carry out fuel and spray.
In step S600, determine whether the end threshold quantity MPML of current accumulation PM amount MPM less than the PM of accumulation, wherein this end threshold quantity MPML is the threshold value that stops DPF41 regeneration.The end threshold quantity MPML of the PM of accumulation is arranged to the initiation threshold amount MPMH less than accumulation PM.After the regeneration of DPF41 begins a bit of time, NO is returned in the inquiry among the step S600.When returning NO in step S600, control turns back to step S100.
In step S200, when returning NO, control just proceeds to step S400, wherein in step S600 when returning NO execution in step S100, and after execution in step S100, carry out this step S200.In this case, dpf regeneration mark XRGN has been arranged to enable, and therefore returns YES and control and proceed to definite temperature rising cycle jet mode step S500 in step S400.
Then, when the current amount MPM of PM of accumulation becomes end threshold quantity MPML (being YES promptly) less than the PM of accumulation in step S600, determine finish the regeneration of DPF41.Therefore, control proceeds to the step S700 that dpf regeneration mark XRGN closes.Like this, NO is returned in the inquiry of step S400.Therefore, in step S800, choose jet mode A, and therefore can not carry out temperature rising cycle jet mode.
Next, the process of the step S500 that is used for definite temperature rising cycle jet mode is described with reference to Fig. 9.At first, should be understood that step S501 to S509 serves as jet mode selection approach of the present invention.In step S501, read and promptly obtain delivery temperature THIN.Among the step S502 below, determine whether be equal to or less than first predetermined value of serving as with reference to delivery temperature via the delivery temperature THIN that upstream side exhaust gas temperature sensor 53 detects.First predetermined value is arranged to the regeneration temperature (allowing the temperature of DPF41 regeneration) of contiguous DPF41.As delivery temperature THIN during, and therefore when step S502 returns YES, choose one of jet mode B-1 to B-3 via step S504 to S509 less than first predetermined value.Thereby this is the temperature to the exhaust rising DPF41 of DPF41 supplying temperature rising, avoids the catalyst poisoning of DPF41 simultaneously.When definite delivery temperature THIN is equal to, or greater than first predetermined value and therefore returns NO in step S502, just can not make catalyst poisoning.Therefore, control proceeds to the step S503 that chooses jet mode C, and control proceeds to step S510.As mentioned above, jet mode C provides the not HC of combustion by the back injection phase in the angle of the abundant delay that can not cause combustion of fuel injected to DPF41.
At this, should be understood that step S504 to S509 serves as total injection phase number of the present invention means are set.At first in step S504, choose jet mode B-2.Then, in step S505, the amount (not Ran discharge portion component) of calculating the unburned part of discharging from motor 1 based on the output signal of the output signal of A/F sensor 52 and Air flow meter 51 is HC discharge capacity MHC.A/F sensor 52 and Air flow meter 51 constitute the detection device that does not fire the discharge portion component of the present invention.
In step S506, determine whether the amount MHC of the HC of discharge surpasses second predetermined value.When step S506 returns YES, determined that the HC that does not fire is excessive, therefore control proceeds to step S507.In step S507, choose jet mode B-3, this pattern and jet mode B-2 more also comprise an additional injection phase.Then, control proceeds to step S510.Jet mode B-3 comprises the injection phase of maximum number and realizes that in the angle that postpones most fuel sprays, so that elevated exhaust temperature most effectively.
Figure 10 A has shown three stage jet modes, and they differ from one another for the injection interval of last injection phase.Figure 10 B has shown relation between the HC amount of injection interval and discharge and the relation between injection interval and the delivery temperature.When injection interval increased, the fuel injection retardation of last injection phase so delivery temperature raise.Yet when fuel injection retardation, the possibility that lacks fire increases.Therefore, when the injection of the fuel in the last injection phase too postponed, the burner oil in the last injection phase just can not burn, and had therefore increased the not exhaust HC of combustion.In addition, because fuel can not burn, so delivery temperature reduces.
Therefore, when the amount MHC that discharges HC surpasses second predetermined value, just determine to have surpassed to be used for the restriction of elevated exhaust temperature effectively.Therefore, provide additional injection phase to make the limit that lacks fire move on to the side that more postpones, therefore limited the not output of the HC of combustion.
When returning NO in step S506, control proceeds to step S508.At step S508, whether the fuel injection amount of last injection phase of determining to be arranged in delay-angle is less than the 3rd predetermined value.When step S508 returns YES, choose jet mode B-1.Jet mode B-1 has the injection phase than peanut, and it lacks an injection phase than jet mode B-2.When in step S508, returning NO, remain on jet mode B-2 and the control chosen among the step S504 and proceed to step S510.
As mentioned above, minimum thereby second predetermined value is reduced to the number of injection phase as the reference quantity of the HC that discharges, the amount MHC of the HC that restriction is simultaneously discharged.Choose the proper number of injection phase like this.
In step S510, determine whether motor 1 is in idling mode.When step S510 returns YES, control proceeds to step S511 to S523, wherein carries out idle speed control (ISC) and operates the fuel injection amount of regulating in each injection phase.When definite motor 1 was not in idling mode, control was skipped S511 to S523 and is returned.
At this, step S511-S515 serves as the emitted dose relevant with engine power of the present invention means is set.In step S511, read engine speed (rpm) NE.Then, in step S512, the deviation ERRNE between calculating measurement engine speed NE and the rotating speed of target NETRG (=NE-NETRG), wherein rotating speed of target NETRG is a target engine power.Then, in step S513, determine whether deviation ERRNE is negative.When not returning NO in step S513, promptly when engine speed NE was higher than rotating speed of target NETRG, control proceeded to step S514.In step S514, the fuel injection amount in the one or more injection phases in front reduces, and promptly reduce, thereby reduce engine power, and control proceeds to step S516.This reduces just to become the minimizing that big mode is provided with fuel injection amount when increasing by the absolute value as deviation ERRNE based on deviation ERRNE.In this case, to spray be the minimum threshold amount to the fuel that minimum flow is set for each injection phase.Hereinafter, the minimum flow of spraying at n stage fuel is expressed as the minimum flow n that fuel sprays.Therefore, since first injection phase, under the prerequisite that is not lower than the minimum flow that fuel sprays, reduce the fuel injection amount in one or more injection phases of front.More particularly, when the fuel injection amount in first injection phase is equal to, or greater than the minimum flow 1 of fuel injection, just reduce the fuel injection amount in first injection phase.When the fuel injection amount in first injection phase became the minimum flow 1 of fuel injection, the fuel injection amount in second injection phase then reduced under the prerequisite of the minimum flow 2 that is not less than the fuel injection.As mentioned above, one or more injection phase fuel injection amounts reduce to back subsequently from first injection phase.
When fuel injection amount reduced, the fuel injection amount in each injection phase was restricted to the minimum flow that is equal to, or greater than the fuel injection of distributing to the particular spray stage.Therefore, fuel injection amount remains and is equal to, or greater than corresponding fuel injection minimum flow.
When return YES in step S513, promptly when engine speed NE is lower than rotating speed of target NETRG, thereby one or more injection phase fuel injection amounts increase and improve engine powers in the front of step S515.Then, control proceeds to step S516.This increase just becomes the increase that big mode is provided with fuel injection amount when increasing by the absolute value as deviation ERRNE based on deviation ERRNE.In this case, to spray be the upper threshold value of fuel injection amount to the fuel that maximum flow is set for each injection phase.Hereinafter, the maximum flow of spraying at n stage fuel is expressed as the maximum flow n that fuel sprays.Therefore, since first injection phase, the fuel injection amount in the one or more injection phases in front increases under the prerequisite of the maximum flow that does not surpass the fuel injection.More particularly, when the fuel injection amount in first injection phase is equal to or less than the maximum flow 1 of fuel injection, just increase the fuel injection amount in first injection phase.When the fuel injection amount in first injection phase became the maximum flow 1 of fuel injection, the fuel injection amount in second injection phase just increased under the prerequisite of the maximum flow 2 that does not surpass the fuel injection.As mentioned above, increase from first injection phase to subsequently one or more injection phase fuel injection amounts.
At this, should be pointed out that step S516 to S519 serves as the emitted dose relevant with delivery temperature of the present invention means are set.In step S516, the deviation ERRTH between calculating delivery temperature THIN and the target exhaust temperature THTRG (=THIN-THTRG).Then, in step S517, determine whether deviation ERRNE is negative.When delivery temperature THIN was higher than target exhaust temperature NETRG, control proceeded to step S518 when returning NO in step S517.In step S518, the fuel injection amount of back in one or more stages reduces promptly to reduce.Then, control proceeds to step S520.This reduces just to become the minimizing that big mode is provided with fuel injection amount when increasing by the absolute value as deviation ERRNE based on deviation ERRNE.In this case, be similar to step S514, each injection phase is provided with the minimum flow that fuel sprays, the i.e. lower threshold value of fuel injection amount.Therefore, from penetrating the stage of last spray, the fuel injection amount in one or more injection phases of back reduces under the prerequisite of the minimum flow that is not less than the fuel injection.More particularly, at first, when the fuel injection amount in the last injection phase (n0 stage) is equal to, or greater than the minimum flow n0 of fuel injection, just reduce fuel injection amount.Then, when the fuel injection amount in the last injection phase became the minimum flow n0 of fuel injection, the fuel injection amount in the previous injection phase (n0-1) just then reduced under the prerequisite of the minimum flow (n0-1) that is not less than the fuel injection of particular spray in the stage.As mentioned above, the one or more injection phase fuel injection amounts from last injection phase to the front reduce.
When return YES in step S517, promptly when delivery temperature THIN is lower than target exhaust temperature NETRG, thereby one or more injection phase fuel injection amounts increase and improve engine powers in the back of step S515.Then, control proceeds to step S516.This increase just becomes the increase that big mode is provided with fuel injection amount when increasing by the absolute value as deviation ERRTH based on deviation ERRTH.In this case, to spray be the upper threshold value of fuel injection amount to the fuel that maximum flow is set for each injection phase.Therefore, from last injection phase, the fuel injection amount in one or more in the back injection phases increases and surpasses the maximum flow of fuel injection.More particularly, at first, when the fuel injection amount in the last injection phase (n0 stage) was equal to or less than the maximum flow n0 of predetermined fuel injection, just in the end injection phase increased fuel injection amount.Then, when the fuel injection amount in the last injection phase became the maximum flow n0 of fuel injection, the fuel injection amount in the previous injection phase (n0-1) is then increase under the prerequisite of the maximum flow (n0-1) that can not surpass the fuel injection of particular spray in the stage just.As mentioned above, injection phase from behind increases to one or more injection phase fuel injection amounts of front.
When fuel injection amount reduced, the fuel injection amount in each injection phase was restricted to the minimum flow that is equal to, or greater than the fuel injection of distributing to the particular spray stage.Therefore, fuel injection amount remains and is equal to, or greater than corresponding fuel injection minimum flow.
Now, with reference to Figure 11 A-12C, different between step S513 to S515 and the step S517 to S519 are described, wherein in step S513 to S515, regulate one or more injection phases with respect to the fuel injection amount of engine power, and in step S517 to S519, regulate one or more injection phases with respect to the fuel injection amount of delivery temperature from last injection phase to the front from first injection phase to the back.Figure 11 A to 11C has shown under jet mode B the situation that injection phase (injection phase of side the most in advance) fuel injection amount in front increases or reduces.More particularly, Figure 11 A has shown that injection phase in front (injection phase of front or first injection phase) jet mode when fuel injection amount increases or reduces changes.Figure 11 B has shown the variation of delivery temperature when injection phase fuel injection amount in front increases or reduces.Figure 11 C has shown the variation of engine power when injection phase fuel injection amount in front increases or reduces.Figure 12 A to 12C has shown the situation that injection phase (injection phase that the postpones side most) fuel injection amount in the back increases or reduces under jet mode B.More particularly, Figure 12 A has shown the variation of jet mode when the injection phase fuel injection amount of back increases or reduces.Figure 12 B shown in the injection phase of back fuel injection amount increase or reduce in the variation of delivery temperature.Figure 12 C shown in the injection phase of back fuel injection amount increase or reduce in the variation of engine power.
Can be expressly understood that under the situation that fuel injection amount increases or reduces in the injection phase in front, though exhaust gas temperature change is less relatively, engine power changes relatively large from accompanying drawing.On the contrary, under the situation that fuel injection amount increases or reduces in the injection phase of back, though exhaust gas temperature change is relatively large, engine power changes but less relatively.This is owing to following reason.That is, injection timing is at the front injection phase that shifts to an earlier date side therein, and the energy efficient that is generated by fuel combustion converts engine power to.On the contrary, injection timing is in the injection phase of the back that postpones side therein, and the energy that is generated by fuel combustion can not convert engine power effectively to and therefore export as used heat.As mentioned above, delivery temperature and engine power have shown the increase of fuel injection amount in the injection phase in front or minimizing time and the increase of fuel injection amount or the reverse result between the minimizing time in the injection phase of back.Therefore, with regard to the power of regulating motor, the adjusting of fuel injection amount proceeds to the injection phase of back from the injection phase of front, can not cause delivery temperature is produced considerable influence so that can regulate engine power.In addition, with regard to regulating delivery temperature, the adjusting of fuel injection amount injection phase from behind proceeds to the injection phase of front, can not cause so that can regulate delivery temperature engine power is produced considerable influence.
Step S520 to S523 serves as emitted dose correction means of the present invention.In step S520, the accumulated value IENE of the deviation ERRNE of calculation engine rotating speed.This calculates by following execution.Be current deviation ERRNE (i) add to before accumulated value IENE (i-1) on obtain current accumulated value IENE (i).Then, in step S521, determine whether accumulated value IENE is what bear.When returning NO in step S521, promptly when engine power excessive (promptly surpass threshold power), the fuel injection amount in one or more injection phases of front reduces promptly to proofread and correct decreasingly in step S522 and control to enter and return.This mode that reduces just to become big is provided with reducing of fuel injection amount based on accumulated value IENE when increasing by the absolute value as accumulated value IENE.Be similar to step S514, carry out reducing of fuel injection amount from rearwards injection phase of the injection phase of front (for example from first injection phase to last injection phase).When fuel injection amount when the injection phase of front reduces continuously, for example the excessive engine power that is caused by the variation in the motor (for example make and change) can be corrected, and can not reduce delivery temperature basically.
In addition, when when step S521 returns YES, promptly when engine power was low, control proceeded to step S523.In step S523, fuel injection amount increases, and promptly one or more injection phases from behind begin to proofread and correct cumulatively, and controls to enter and return.This increase just becomes big mode is provided with fuel injection amount based on accumulated value IENE increase when increasing by the absolute value as accumulated value IENE.Be similar to step S519, injection phase is from behind carried out the increase of fuel injection amount to the injection phase of front (for example from last injection phase to first injection phase).When fuel injection amount injection phase from behind increased continuously, for example the deficiency of the engine power that is caused by the variation in the motor can be corrected, and realizes higher delivery temperature simultaneously.
Figure 13 is the figure that present embodiment and the technology (related-art technology) that formerly proposes are compared.In the technology that formerly proposes, jet mode forwards another kind of jet mode (corresponding to the jet mode C of present embodiment) to from conventional jet mode (corresponding to the jet mode A of present embodiment) thereby improves the temperature of DPF by the HC that supplies with not combustion to DPF41.In the technology that proposes before this, when engine power relatively hour, delivery temperature can not increase substantially.In addition, in the technology that proposes before this, even when the HC that does not fire supplies with DPF41, the temperature of DPF41 can not improve fully yet.In the present embodiment, jet mode B is optional.Therefore, can promptly improve delivery temperature by selected jet mode B before carrying out jet mode C, this jet mode C provides the not HC of combustion.Like this, the temperature of DPF41 has just surpassed the regeneration temperature of DPF41.Therefore, can provide advantageous environment for the HC that burning in DPF41 is not fired.
Under the situation of choosing jet mode B, C,, can the ratio of a part of amount of fuel injected that converts exhaust heat to and another part amount of fuel injected that becomes unburned fuel be optimized by regulating the injection interval of last injection phase.For example, with regard to jet mode B, thereby when delivery temperature is equal to, or greater than activation that predetermined temperature makes the catalyzer of DPF41 front end and quickens, just can not change if surpassed required amount ignition heat.Therefore, there is best ratio in the appropriate section of burner oil, and this part converts exhaust heat to and can realize the optimum value of exhaust heat.In addition, with regard to jet mode C, 22 discharge the energy loss cause by heat and are reduced to minimumly from the exhaust passage, and the DPF41 front end catalyst can obtain required delivery temperature, and this required delivery temperature is essential for the minimum level that keeps activating.Therefore, with regard to jet mode C, there is the ratio that is used to realize best exhaust heat.The best of jet mode B, C is than changing based on serviceability (for example engine speed and the torque that needs).Thereby the fuel metering injection timing is realized best ratio in advance.Yet because variation in the sparger (for example make and change) or flammable variation, actual specific can depart from best ratio.
Regulate actual specific based on the relation between the amount of the HC of the injection interval shown in Figure 10 B and delivery temperature and discharge.In jet mode B,, injection interval do not cause lacking the ratio that fire has increased used heat thereby postponing fully.Yet under the situation of the ignition heat that can not obtain to expect in the too delay of spraying owing to fuel, thereby injection interval shortens the ratio that converts the corresponding part of exhaust heat in the increase burner oil to.In jet mode C, thereby injection interval prolongs the not HC of combustion of output fully.Yet when the amount of the discharge HC that can not obtain to expect, thereby injection interval should further prolong the amount that increases the HC that discharges.
Figure 14 has shown the control flow chart that is used to regulate injection interval.Can know actual specific by the heat that calculates actual generation in the cylinder.Therefore, in each cylinder of motor 1, provide pressure in the firing chamber that cylinder pressure sensor measures cylinder.And the angular sensor of motor is used to measure the crank angle of swing near being arranged in crankshaft.At first in step S531, use the engine revolution angle transducer to measure crank angle Dcl.Then, in step S532, use cylinder pressure sensor to measure the cylinder pressure Pcl that sprays cylinder.Figure 15 has shown the waveform that expression uses the actual cylinder pressure of cylinder identification sensor measurement to change.In Figure 15, transverse axis is represented the crank angle.In addition, in Figure 15, " t1 " represents compression top dead center (DTC).Compression stroke at the beginning, cylinder pressure will increase owing to the compression that the motion of piston in cylinder produces, and fuel burns in cylinder.
The energy of the gas that exists in the special time t2 place cylinder in the burning cycle is represented by the product PcylV of cylinder pressure Pcyl and cylinder volume V.Cylinder volume V is determined by crank angle Dcl.This energy is energy and the energy sum by burning and producing that produces by compression.When dividing energy using gases equation of state to represent by the burning generation, the calorific value that can obtain burning based on the energy changing of per unit crank angle.That is, when measuring the cylinder pressure Pcyl of every crank angle Dcl, the heat Qcyl that produces in cylinder in each burning cycle can calculate based on the cylinder pressure Pcyl that measures among the step S533.
Step S534 to S536 serves as ratio detection means of the present invention.In step S534, in choosing jet mode B or C, calculate the heat Qtotal_cyl that when this fuel that sprays is finished burning, produces based on the total amount of fuel Qtotal that sprays in the single cylinder.Next, in step S535, calculate this fuel of injection based on fuel injection total amount QA and finish the heat QA_cyl that produces when burning corresponding to jet mode A.Fuel injection amount among jet mode B or the C is to be used to realize the fuel injection amount of identical with jet mode A substantially power and to be used to improve delivery temperature or to be used to supply with the fuel injection amount sum of unburned fuel.Therefore, before entering step S536, obtained the heat corresponding with jet mode A.
In step S536, based on the heat QA_cyl of the heat Qtotal_cyl of the heat Qcyl that produces in the cylinder that in step S533, calculates and the generation of in step S534, calculating and the generation of in step S535, calculating according to as calculate the living ratio of specific heat R of jet mode B or C down:
R＝(Qcyl-QA_cyl)/(Qtotal_cyl-QA_cyl)
Wherein, (Qcyl-QA_cyl) expression that fuel sprays is corresponding to the calorific value under the situation of the fuel injection amount perfect combustion of jet mode B that chooses or C, and (Qtotal_cyl-QA_cyl) the expression burning produces the calorific value of that part of fuel quantity of exhaust heat.
Step S537 to S542 serves as correction means of the present invention.In step S537, determine whether the jet mode of choosing is jet mode B.In step S538, whether the living ratio of specific heat R that calculates among the determining step S536 is less than the 4th predetermined value.The 4th predetermined value is set under jet mode B is used to realize exhaust heat desired when fuel sprays.Ideal situation is, should be for each working condition (for example engine speed, required torque) record or Storage Mapping value, because the optimum value of a kind of working condition and another kind of working condition is inequality.
When step S538 returns YES, the heat of just having determined to produce is less than required heat, thereby and control proceed to step S539 and improve exhaust gas heat.In step S539, the fuel under the jet mode B is injected in last injection phase to have shifted to an earlier date.Like this, injection interval reduces and owing to the output that lacks the unburned fuel that fire causes reduces.Therefore, convert the ratio increase of the appropriate section of exhaust heat in the fuel of injection to.At this moment, correcting value should be set in such a way, i.e. the mode that injection interval just reduces when deviation becomes big between ratio that calculates and the 4th predetermined value.When in step S538, returning NO, be equal to, or greater than required heat and this EOP end of program with regard to having determined the heat that produces.
In step S537, when the jet mode of determining to choose was not jet mode B, control proceeded to step S540.Then, in step S540, determine that the jet mode of choosing is not jet mode C.When returning YES in step S540, control proceeds to step S541.In step S541, whether the living ratio of specific heat R that determines to calculate in step S536 is greater than the 5th predetermined value.The amount that the 5th predetermined value is used to realize exhaust HC desired when fuel sprays is set under jet mode C.Ideal situation is, should be for each working condition (for example engine speed, required torque) record or Storage Mapping value, because the optimum value of a kind of working condition and another kind of working condition is inequality.
When step S541 returns YES, be equal to or less than required amount with regard to the amount of having determined exhaust HC, thereby and control proceed to the amount that step S542 increases exhaust HC.In step S542, the fuel under the jet mode C is injected in last injection phase to have postponed.Like this, injection interval increases and does not have the output of the unburned fuel of burning to increase.Therefore, the ratio that converts the appropriate section of exhaust heat in the fuel of injection to reduces.At this moment, correcting value should be set in such a way, i.e. the injection interval mode of increase just when ratio that calculates and the deviation between the 5th predetermined value become big.When returning NO in step S540 or step S541, present procedure stops.
By this program, convert that part of fuel quantity of exhaust heat in the fuel that sprays with the another part that becomes unburned fuel between ratio, thereby the manufacturing variation by regulating injection interval correction sparger and/or the flammable variation of sparger are regulated.
At the regeneration period of the DPF41 of present embodiment, choose jet mode B or jet mode C.Yet in the certain operations scope (for example high load operating range) of motor, delivery temperature is fully high, thereby does not need further to improve delivery temperature or supply with the not HC of combustion.Under this this situation, except that jet mode B, C, can choose jet mode A.
In addition, in the above-described embodiment, can choose one of three jet modes (B-1 to B-3) as jet mode B.Yet the present invention is not limited thereto.That is, can select jet mode B more than or be less than three kinds of jet modes, promptly the number of the optional jet mode of jet mode B can be greater than or less than three.For example, the number of the optional one or more jet modes of jet mode B can be made as one.
In addition, in the above-described embodiment, determine the activation levels of the catalyzer of DPF41 based on the temperature of exhaust, wherein the temperature of DPF41 is discharged and is considered as in this exhaust from motor 1.Perhaps, also can determine the activation levels of the catalyzer of DPF41 based on the temperature that downstream side exhaust gas temperature sensor 54 is measured, wherein this sensor is measured delivery temperature on the downstream side of DPF41.In addition, the temperature of DPF41 can be used for estimating based on making of predetermined transfer function.
In the above-described embodiment, obtain the amount of exhaust HC based on the output of the output of A/F sensor 52 and Air flow meter 51.Yet the present invention is not limited thereto.For example, the amount of exhaust HC can be estimated based on the working condition (for example cylinder displacement, delivery temperature, EGR lead) of motor.Perhaps, can set cylinder pressure sensor, and can be based on the rate of heat release in the cylinder pressure estimation cylinder of measuring.Then, the amount that can estimate exhaust HC based on the rate of heat release and the fuel injection amount of cylinder.Perhaps, can be based on the temperature difference between the measurement temperature of the upstream side exhaust gas temperature sensor 53 of DPF41 upstream side and measurement temperature at the downstream side exhaust gas temperature sensor 54 of DPF41 downstream side, measure the temperature that the catalytic reaction heat owing to the not HC of combustion among the DPF41 improves.The amount of not firing HC of discharging can obtain based on temperature difference.
For a person skilled in the art, can form other advantage at an easy rate and make amendment.Therefore broadly of the present invention, that the present invention is not limited to is concrete detailed, the illustrative example of typical equipment and demonstration and description.
Claims (13)
1. exhaust gas purification apparatus that is used for internal-combustion engine, this exhaust gas purification apparatus comprises:
Particulate filter, it comprises catalyzer is remained on filter substrate above it, be used for when catching the particulate matter of the exhaust of discharging from internal-combustion engine, the reaction heat burning that this substrate just produces by the oxidation reaction of utilizing catalyzer is also removed particulate matter and is made particulate filter regeneration;
Be used to detect the catalyst activation level detection device of catalyst activation level; And
Be used for the jet mode selection device selected to the third jet mode first, wherein:
Be used for carrying out first jet mode that single fuel sprays and be mainly used in the output power that produces internal-combustion engine in each heat cycle of internal-combustion engine;
Be used for carrying out second jet mode that a plurality of fuel spray at a plurality of injection phases respectively in each heat cycle of internal-combustion engine;
During a plurality of fuel of second jet mode spray first sprays substantially and sprays identical with the fuel of first jet mode;
A plurality of fuel of second jet mode are injected in and comprise also in each heat cycle that a plurality of follow-up fuel spray, described follow-up fuel is injected on the delay side of first injection that a plurality of fuel of second jet mode spray and carries out, and owing to the burning of spraying the fuel that is sprayed by described follow-up fuel, compare with first injection that described a plurality of fuel spray and to have higher used heat ratio, thereby improved from the temperature of the exhaust of internal-combustion engine output, and produced the internal-combustion engine output power of expectation by second jet mode;
Be used for carrying out the 3rd jet mode that a plurality of fuel spray at a plurality of injection phases respectively in each heat cycle of internal-combustion engine;
During a plurality of fuel of the 3rd jet mode spray first sprays substantially and sprays identical with the fuel of first jet mode;
The a plurality of fuel of the 3rd jet mode spray and comprise that also at least one follow-up fuel sprays, and this follow-up fuel is injected on the delay side of first injection that a plurality of fuel of the 3rd jet mode spray and carries out;
In the 3rd jet mode, injection interval between the starting point of the post-injection that at least one follow-up fuel of the terminal point of first injection that a plurality of fuel of the 3rd jet mode spray and the 3rd jet mode sprays is greater than the interval of second jet mode, thereby the ratio of the unburned fuel part of the fuel that sprays in the post-injection during at least one follow-up fuel of the 3rd jet mode sprays in the exhaust that burning produces is higher than the ratio of second jet mode, and consequent unburned fuel partly supplies to particulate filter, and has realized the desired output power of internal-combustion engine by the 3rd jet mode;
The jet mode selection device is selected one of the second and the 3rd jet mode when receiving the request that is used for particulate filter regeneration; And
Relatively low and when being equal to or less than a threshold value, the jet mode selection device is just selected second jet mode when the catalyst activation level that detects by the catalyst activation level detection device.
2. exhaust gas purification apparatus as claimed in claim 1 is characterized in that:
The catalyst activation level detection device comprises the exhaust temperature detection means that is used to detect delivery temperature; And
When the delivery temperature that is detected by exhaust temperature detection means is equal to or less than with reference to delivery temperature, just determine that the catalyst activation level is relatively low, thereby the jet mode selection device is selected second jet mode.
3. exhaust gas purification apparatus as claimed in claim 1 is characterized in that:
Last sprays towards a plurality of follow-up fuel of second jet mode sprays, and the injection interval that a plurality of follow-up fuel of second jet mode sprays one by one increases.
4. exhaust gas purification apparatus as claimed in claim 1 is characterized in that, last sprays towards a plurality of follow-up fuel of second jet mode sprays, and the fuel injection amount that a plurality of follow-up fuel of second jet mode sprays one by one increases.
5. exhaust gas purification apparatus as claimed in claim 1 also comprises:
Be used to detect the engine power detection device of the output power of internal-combustion engine; With
The emitted dose setting device relevant with engine power, be used for being provided with the emitted dose of each injection that a plurality of fuel of second jet mode spray, choosing by the jet mode selection device under the situation of second jet mode, being not less than is that during a plurality of fuel of second jet mode spray each sprayed under the prerequisite of specified minimum threshold amount, by the internal-combustion engine output power mode consistent that makes detection emitted dose is set with the target output of internal-combustion engine, wherein, relevant with engine power emitted dose setting device sprays the emitted dose of each injection a plurality of fuel injections that second jet mode is set continuously from first injection beginning that a plurality of fuel spray to last.
6. exhaust gas purification apparatus as claimed in claim 5, it is characterized in that, the emitted dose setting device relevant with engine power comprises correcting device, and this correcting device is provided with the emitted dose of each injection that a plurality of fuel that correcting value is used to proofread and correct second jet mode spray based on the deviation between the target output of internal-combustion engine output power that is detected and internal-combustion engine.
7. exhaust gas purification apparatus as claimed in claim 1 also comprises:
Be used to detect the exhaust temperature detection means of delivery temperature; With
The emitted dose setting device relevant with delivery temperature, be used for being provided with the emitted dose of each injection that a plurality of fuel of second jet mode spray, be used for choosing by the jet mode selection device under the situation of second jet mode, being not less than is that during a plurality of fuel of second jet mode spray each sprayed under the prerequisite of specified minimum threshold amount, by the delivery temperature mode consistent that makes detection emitted dose is set with target exhaust temperature, wherein, relevant with delivery temperature emitted dose setting device sprays the emitted dose of each injection a plurality of fuel injections that second jet mode is set continuously from first injection beginning that a plurality of fuel spray to last.
8. exhaust gas purification apparatus as claimed in claim 7, it is characterized in that, the emitted dose setting device relevant with delivery temperature comprises correcting device, and this correcting device is provided with the emitted dose of each injection that a plurality of fuel that correcting value is used to proofread and correct second jet mode spray based on the deviation between delivery temperature that is detected and the target temperature.
9. exhaust gas purification apparatus as claimed in claim 1 is characterized in that, also comprises:
Be used to detect not combustion discharge portion amount detecting device from the unburned part amount of internal-combustion engine discharge; With
Total injection phase number setting device, when choosing second jet mode by the jet mode selection device, total injection phase number setting device is used for being provided with based on the unburned part amount that detects the sum of the injection phase of second jet mode.
10. exhaust gas purification apparatus as claimed in claim 1 is characterized in that, also comprises:
Be used to detect the engine power detection device of the output power of internal-combustion engine; With
The emitted dose correcting device, be used for choosing by the jet mode selection device under the situation of second jet mode, when the internal-combustion engine output power that detects with respect to the target output of internal-combustion engine relatively hour, being no more than is the emitted dose that the special fuel of second jet mode sprays each injection of a plurality of fuel of proofreading and correct second jet mode under the prerequisite of specified max-thresholds amount in spraying cumulatively, wherein, the emitted dose correcting device is provided with each injection that correcting value is used for proofreading and correct continuously to last injection from first injection beginning that a plurality of fuel spray a plurality of fuel injections of second jet mode.
11. exhaust gas purification apparatus as claimed in claim 1 is characterized in that, also comprises:
Be used to detect the engine power detection device of the output power of internal-combustion engine; With
The emitted dose correcting device, be used for choosing by the jet mode selection device under the situation of second jet mode, when the internal-combustion engine output power that detects is excessive with respect to the target output of internal-combustion engine, being not less than is that the special fuel of second jet mode sprays a plurality of fuel of proofreading and correct second jet mode under the prerequisite of specified minimum threshold amount decreasingly each emitted dose in spraying, wherein, the emitted dose correcting device is provided with correcting value and is used for first injection beginning of spraying from a plurality of fuel and sprays the fuel injection amount of each injection that a plurality of fuel of proofreading and correct second jet mode continuously spray to last.
12. exhaust gas purification apparatus as claimed in claim 10, it is characterized in that the emitted dose correcting device is provided with the fuel injection amount of each injection that a plurality of fuel that correcting value is used to proofread and correct second jet mode spray based on the deviation between the target output of internal-combustion engine output power that is detected and internal-combustion engine.
13. exhaust gas purification apparatus as claimed in claim 1 also comprises:
Compare value detection device, be used for choosing under the situation of one of the second and the 3rd jet mode, enter cylinder of internal combustion engine and convert ratio between this a part of amount of fuel injected that exhaust heat improved delivery temperature and another part amount of fuel injected of spraying the cylinder that enters internal-combustion engine and exporting as unburned part from internal-combustion engine to thereby detect to spray by the jet mode selection device; And
Correcting device, be used to selected second with one of the 3rd jet mode in each performed follow-up fuel spray relevant injection interval correcting value be set, set-up mode is that the injection interval correcting value of at least one follow-up fuel injection is with consistent at the prearranging quatity of the selected setting in the second and the 3rd jet mode.
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| Application Number | Priority Date | Filing Date | Title |
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| JP141766/2004 | 2004-05-12 | ||
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| JP4910930B2 (en) * | 2007-07-27 | 2012-04-04 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
| CN107762653B (en) * | 2017-10-10 | 2020-03-17 | 中国第一汽车股份有限公司 | Temperature control system of diesel oxidation catalyst |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07259533A (en) * | 1994-03-23 | 1995-10-09 | Nippon Soken Inc | Exhaust particulate control device of internal combustion engine |
| US20010010152A1 (en) * | 2000-01-20 | 2001-08-02 | Peugeot Citroen Automobiles S.A. | System for assisting the regeneration of a particle filter integrated into an exhaust line of a motor vehicle diesel engine |
| EP1245814A2 (en) * | 2001-03-27 | 2002-10-02 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Exhaust emission control system of internal combustion engine |
| EP1387071A1 (en) * | 2002-07-31 | 2004-02-04 | Mazda Motor Corporation | Engine exhaust gas purification apparatus |
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2005
- 2005-05-11 CN CNB200510068814XA patent/CN100363599C/en not_active Expired - Fee Related
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07259533A (en) * | 1994-03-23 | 1995-10-09 | Nippon Soken Inc | Exhaust particulate control device of internal combustion engine |
| US20010010152A1 (en) * | 2000-01-20 | 2001-08-02 | Peugeot Citroen Automobiles S.A. | System for assisting the regeneration of a particle filter integrated into an exhaust line of a motor vehicle diesel engine |
| EP1245814A2 (en) * | 2001-03-27 | 2002-10-02 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Exhaust emission control system of internal combustion engine |
| EP1387071A1 (en) * | 2002-07-31 | 2004-02-04 | Mazda Motor Corporation | Engine exhaust gas purification apparatus |
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