JP2007154732A - Control system of internal combustion engine - Google Patents

Control system of internal combustion engine Download PDF

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Publication number
JP2007154732A
JP2007154732A JP2005349862A JP2005349862A JP2007154732A JP 2007154732 A JP2007154732 A JP 2007154732A JP 2005349862 A JP2005349862 A JP 2005349862A JP 2005349862 A JP2005349862 A JP 2005349862A JP 2007154732 A JP2007154732 A JP 2007154732A
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Japan
Prior art keywords
filter
internal combustion
combustion engine
exhaust
throttle valve
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Pending
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JP2005349862A
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Japanese (ja)
Inventor
Takekazu Ito
丈和 伊藤
Makoto Sakaino
誠 境野
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Toyota Industries Corp
Toyota Motor Corp
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Toyota Industries Corp
Toyota Motor Corp
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Priority to JP2005349862A priority Critical patent/JP2007154732A/en
Priority to PCT/IB2006/003233 priority patent/WO2007063378A2/en
Priority to EP06831574A priority patent/EP1954927A2/en
Priority to CNA2006800453734A priority patent/CN101321937A/en
Priority to US12/085,760 priority patent/US20090165443A1/en
Publication of JP2007154732A publication Critical patent/JP2007154732A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F01N11/005—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus the temperature or pressure being estimated, e.g. by means of a theoretical model
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0235—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using exhaust gas throttling means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
    • F01N2260/14—Exhaust treating devices having provisions not otherwise provided for for modifying or adapting flow area or back-pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2390/00—Arrangements for controlling or regulating exhaust apparatus
    • F01N2390/02—Arrangements for controlling or regulating exhaust apparatus using electric components only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2390/00—Arrangements for controlling or regulating exhaust apparatus
    • F01N2390/04—Arrangements for controlling or regulating exhaust apparatus using electropneumatic components
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To more stabilize a combustion state in an internal combustion engine that keeps a filter for trapping particulate substances contained in exhaust gas during its discharge process installed at its exhaust passage. <P>SOLUTION: The exhaust passage is provided with a pressure detection means at a position upstream of the filter, and an exhaust throttle valve at a position downstream of the filter. When the internal combustion engine operates in a steady state (S101), the opening of the exhaust throttle valve is controlled so that upstream-side pressure detected by the pressure detection means can be constant (S103). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、排気中の粒子状物質を捕集するフィルタが排気通路に設けられている内燃機関の制御システムに関する。   The present invention relates to a control system for an internal combustion engine in which a filter for collecting particulate matter in exhaust gas is provided in an exhaust passage.

特許文献１には、ＮＯx吸蔵剤を担持したフィルタが排気通路に設けられている内燃機
関の排気浄化装置に関する技術が開示されている。ここでは、ＮＯx吸蔵剤に吸蔵された
ＮＯxを還元すべく排気流量を低下させたときにおけるフィルタより上流側の排気通路内
の圧力の変化に基づいてフィルタが詰まっているか否かを判定する。
特開２００４−４４４４３号公報 特開２００１−３１７３３３号公報 Patent Document 1 discloses a technique related to an exhaust purification device for an internal combustion engine in which a filter carrying a NOx storage agent is provided in an exhaust passage. Here, it is determined whether or not the filter is clogged based on a change in pressure in the exhaust passage upstream of the filter when the exhaust flow rate is reduced to reduce NOx stored in the NOx storage agent.
JP 2004-44443 A JP 2001-317333 A

本発明は、排気中の粒子状物質を捕集するフィルタが排気通路に設けられている内燃機関において、燃焼状態をより安定させることが可能な技術を提供することを課題とする。   An object of the present invention is to provide a technique capable of further stabilizing the combustion state in an internal combustion engine in which a filter for collecting particulate matter in exhaust gas is provided in an exhaust passage.

本発明は、排気中の粒子状物質（Ｐａｒｔｉｃｕｌａｔｅ Ｍａｔｔｅｒ：以下、ＰＭと称する）を捕集するフィルタが排気通路に設けられている内燃機関の制御システムにおいて、フィルタにおけるＰＭ捕集量の増加に伴う、排気通路における該フィルタより上流側の圧力の上昇を、排気絞り弁の開度を大きくすることで抑えるものである。   The present invention relates to an increase in the amount of PM collected in a filter in a control system for an internal combustion engine in which a filter for collecting particulate matter (hereinafter referred to as PM) in exhaust gas is provided in an exhaust passage. An increase in pressure upstream of the filter in the exhaust passage is suppressed by increasing the opening of the exhaust throttle valve.

より詳しくは、本発明に係る内燃機関の制御システムは、
排気中の粒子状物質を捕集するフィルタが排気通路に設けられている内燃機関の制御システムであって、
前記排気通路における前記フィルタより上流側の圧力である上流側圧力を検出する圧力検出手段と、
前記排気通路における前記フィルタより下流側に設けられた排気絞り弁と、を備え、
前記内燃機関の運転状態が定常運転状態であるときは、前記圧力検出手段によって検出される上流側圧力が一定値となるように前記排気絞り弁の開度を制御することを特徴とする。 More specifically, the control system for an internal combustion engine according to the present invention is:
A control system for an internal combustion engine in which a filter for collecting particulate matter in exhaust gas is provided in an exhaust passage,
Pressure detecting means for detecting an upstream pressure which is a pressure upstream of the filter in the exhaust passage;
An exhaust throttle valve provided on the downstream side of the filter in the exhaust passage,
When the operation state of the internal combustion engine is a steady operation state, the opening degree of the exhaust throttle valve is controlled so that the upstream pressure detected by the pressure detection means becomes a constant value.

内燃機関の運転状態が定常運転状態であっても、フィルタにおけるＰＭ捕集量が増加すると上流側圧力が上昇する。このとき、フィルタにおけるＰＭ捕集量の増加に応じて排気絞り弁の開度を徐々に大きくすることで上流側圧力の上昇を抑えることが出来る。   Even if the operation state of the internal combustion engine is in a steady operation state, the upstream pressure increases as the amount of PM trapped in the filter increases. At this time, an increase in upstream pressure can be suppressed by gradually increasing the opening of the exhaust throttle valve in accordance with an increase in the amount of PM trapped in the filter.

そこで、本発明では、内燃機関の運転状態が定常運転状態であるときは、上流側圧力が一定値となるように前記排気絞り弁の開度を制御する。   Therefore, in the present invention, when the operating state of the internal combustion engine is a steady operating state, the opening degree of the exhaust throttle valve is controlled so that the upstream pressure becomes a constant value.

これにより、上流側圧力の過剰な上昇を抑制することが出来る。また、上流側圧力が内燃機関での燃焼状態に与える影響を一定に保つことが出来る。そのため、内燃機関での燃焼状態をより安定させることが出来る。   Thereby, an excessive rise in the upstream pressure can be suppressed. Further, the influence of the upstream pressure on the combustion state in the internal combustion engine can be kept constant. Therefore, the combustion state in the internal combustion engine can be further stabilized.

本発明においては、内燃機関の運転状態が定常運転状態であるときにおける排気絞り弁の開度に基づいてフィルタにおけるＰＭ捕集量を推定するＰＭ捕集量推定手段をさらに備えても良い。   In this invention, you may further provide PM collection amount estimation means which estimates PM collection amount in a filter based on the opening degree of an exhaust throttle valve when the driving | running state of an internal combustion engine is a steady operation state.

上記のように、本発明では、フィルタにおけるＰＭ捕集量の増加に応じて排気絞り弁の開度が徐々に増加されることになる。そのため、排気絞り弁の開度に基づいてフィルタにおけるＰＭ捕集量を推定することが出来る。   As described above, in the present invention, the opening degree of the exhaust throttle valve is gradually increased as the amount of PM trapped in the filter increases. Therefore, the amount of PM trapped in the filter can be estimated based on the opening of the exhaust throttle valve.

この場合、排気通路におけるフィルタの上流側と下流側との差圧を検出する差圧検出装置をさらに設けることなくフィルタにおけるＰＭ捕集量を推定することが出来る。   In this case, the amount of PM trapped in the filter can be estimated without further providing a differential pressure detection device that detects the differential pressure between the upstream side and the downstream side of the filter in the exhaust passage.

本発明においては、排気通路におけるフィルタより上流側と下流側とのそれぞれに端部が接続されたパイプ、及び、該パイプに設けられ排気通路におけるフィルタより上流側と下流側との圧力差を検出する差圧検出部、を有する差圧検出装置をさらに備えても良い。   In the present invention, a pipe having ends connected to the upstream side and the downstream side of the filter in the exhaust passage, and a pressure difference between the upstream side and the downstream side of the filter in the exhaust passage provided in the pipe are detected. A differential pressure detection device having a differential pressure detection unit for performing the above may be further provided.

さらに、排気絞り弁の開度に基づいてフィルタにおけるＰＭ捕集量を推定するＰＭ捕集量推定手段を第一ＰＭ捕集量推定手段とし、差圧検出装置の検出値に基づいてフィルタにおけるＰＭ捕集量を推定する第二ＰＭ捕集量推定手段を備えても良い。   Further, the PM collection amount estimation means for estimating the PM collection amount in the filter based on the opening of the exhaust throttle valve is used as the first PM collection amount estimation means, and the PM in the filter is determined based on the detection value of the differential pressure detection device. You may provide the 2nd PM collection amount estimation means which estimates the collection amount.

このとき、差圧検出装置のパイプのＰＭによる詰まりが発生した場合、フィルタにおけるＰＭ捕集量が増加せずとも第二ＰＭ捕集量推定手段によるＰＭ捕集量の推定値が増加する。   At this time, when the clogging of the pipe of the differential pressure detection device due to PM occurs, the estimated value of the PM collection amount by the second PM collection amount estimation means increases without increasing the PM collection amount in the filter.

そこで、上記の場合、第二ＰＭ捕集量推定手段によって推定される粒子状物質の捕集量から第一ＰＭ捕集量推定手段によって推定される粒子状物質の捕集量を減算した値が所定値以上となった場合、差圧検出装置のパイプの詰まりが発生したと判定しても良い。   Therefore, in the above case, the value obtained by subtracting the trapped amount of the particulate matter estimated by the first PM trapped amount estimating means from the trapped amount of the particulate matter estimated by the second PM trapped amount estimating means is When it becomes equal to or greater than the predetermined value, it may be determined that the pipe of the differential pressure detection device has been clogged.

ここで、所定値は、差圧検出装置のパイプの詰まりが発生することで、第二ＰＭ捕集量推定手段によって推定される粒子状物質の捕集量が増加したと判断出来る閾値となる値である。   Here, the predetermined value is a threshold value that can be used to determine that the amount of trapped particulate matter estimated by the second PM trapped amount estimating means has increased due to clogging of the pipe of the differential pressure detecting device. It is.

本発明によれば、排気中の粒子状物質を捕集するフィルタが排気通路に設けられている内燃機関において、燃焼状態をより安定させることが出来る。   ADVANTAGE OF THE INVENTION According to this invention, a combustion state can be stabilized more in the internal combustion engine in which the filter which collects the particulate matter in exhaust_gas | exhaustion is provided in the exhaust passage.

以下、本発明に係る内燃機関の制御システムの具体的な実施形態について図面に基づいて説明する。   Hereinafter, specific embodiments of a control system for an internal combustion engine according to the present invention will be described with reference to the drawings.

＜内燃機関の吸排気系の概略構成＞
ここでは、本発明を車両駆動用のディーゼル機関に適用した場合を例に挙げて説明する。図１は、本実施例に係る内燃機関の吸排気系の概略構成を示す図である。 <Schematic configuration of intake and exhaust system of internal combustion engine>
Here, the case where the present invention is applied to a diesel engine for driving a vehicle will be described as an example. FIG. 1 is a diagram showing a schematic configuration of an intake / exhaust system of an internal combustion engine according to the present embodiment.

内燃機関１は車両駆動用のディーゼル機関である。この内燃機関１には、吸気通路３および排気通路２が接続されている。排気通路２には、排気中のＰＭを捕集するパティキュレートフィルタ４（以下、単にフィルタ４と称する）が設けられている。該フィルタ４には吸蔵還元型ＮＯｘ触媒が担持されている。尚、フィルタ４に担持される触媒は吸蔵還元型ＮＯｘ触媒に限られるものではなく、例えば酸化触媒のように酸化機能を有する触媒であれば良い。   The internal combustion engine 1 is a diesel engine for driving a vehicle. An intake passage 3 and an exhaust passage 2 are connected to the internal combustion engine 1. The exhaust passage 2 is provided with a particulate filter 4 (hereinafter simply referred to as a filter 4) that collects PM in the exhaust. The filter 4 carries an NOx storage reduction catalyst. The catalyst supported on the filter 4 is not limited to the NOx storage reduction catalyst, and may be a catalyst having an oxidation function such as an oxidation catalyst.

また、排気通路２におけるフィルタ４より上流側には該排気通路２内の圧力（上流側圧力）に対応した電気信号を出力する圧力センサ５が設けられている。さらに、排気通路２
におけるフィルタ４より下流側には排気絞り弁６が設けられている。 A pressure sensor 5 that outputs an electrical signal corresponding to the pressure in the exhaust passage 2 (upstream pressure) is provided upstream of the filter 4 in the exhaust passage 2. Further, the exhaust passage 2
An exhaust throttle valve 6 is provided downstream of the filter 4 in FIG.

以上述べたように構成された内燃機関１には、この内燃機関１を制御するための電子制御ユニット（ＥＣＵ）１０が併設されている。このＥＣＵ１０は、内燃機関１の運転条件や運転者の要求に応じて内燃機関１の運転状態を制御するユニットである。   The internal combustion engine 1 configured as described above is provided with an electronic control unit (ECU) 10 for controlling the internal combustion engine 1. The ECU 10 is a unit that controls the operation state of the internal combustion engine 1 in accordance with the operation conditions of the internal combustion engine 1 and the request of the driver.

ＥＣＵ１０には、圧力センサ５や、内燃機関１のクランクシャフトの回転角に対応した電気信号を出力するクランクポジションセンサ７、および、内燃機関１を搭載した車両のアクセル開度に対応した電気信号を出力するアクセル開度センサ８が電気的に接続されている。そして、これらの出力信号がＥＣＵ１０に入力される。   The ECU 10 receives the pressure sensor 5, a crank position sensor 7 that outputs an electric signal corresponding to the rotation angle of the crankshaft of the internal combustion engine 1, and an electric signal corresponding to the accelerator opening of the vehicle on which the internal combustion engine 1 is mounted. An accelerator opening sensor 8 for output is electrically connected. These output signals are input to the ECU 10.

ＥＣＵ１０は、クランクポジションセンサ７の検出値に基づいて内燃機関１の回転数を算出し、アクセル開度センサ８の検出値に基づいて内燃機関１の負荷を算出する。   The ECU 10 calculates the rotational speed of the internal combustion engine 1 based on the detection value of the crank position sensor 7 and calculates the load of the internal combustion engine 1 based on the detection value of the accelerator opening sensor 8.

また、ＥＣＵ１０には、排気絞り弁６や内燃機関１の燃料噴射弁が電気的に接続されている。ＥＣＵ１０によってこれらが制御される。   Further, the exhaust throttle valve 6 and the fuel injection valve of the internal combustion engine 1 are electrically connected to the ECU 10. These are controlled by the ECU 10.

＜上流側圧力制御＞
ここで、本実施例に係る上流側圧力制御について説明する。本実施例においては、上流側圧力の基準値である基準圧力と排気絞り弁６の開度の基準値である基準開度が内燃機関１の運転状態に応じて予め定められている。ここで、基準圧力は、内燃機関１での燃焼状態に過剰な影響を与えることのない値である。また、基準開度は、フィルタ４が初期状態（ＰＭを捕集していない状態）にあるときに、上流側圧力が基準圧力となる排気絞り弁６の開度である。 <Upstream pressure control>
Here, the upstream pressure control according to the present embodiment will be described. In the present embodiment, a reference pressure that is a reference value of the upstream pressure and a reference opening that is a reference value of the opening of the exhaust throttle valve 6 are predetermined according to the operating state of the internal combustion engine 1. Here, the reference pressure is a value that does not excessively affect the combustion state in the internal combustion engine 1. The reference opening is the opening of the exhaust throttle valve 6 at which the upstream pressure becomes the reference pressure when the filter 4 is in the initial state (the state where PM is not collected).

つまり、フィルタ４が初期状態であって内燃機関１の運転状態が定常運転状態であれば、排気絞り弁６の開度をそのときの内燃機関１の運転状態に応じた基準開度とすることで、上流側圧力をそのときの内燃機関１の運転状態に応じた基準圧力とすることが出来る。   That is, if the filter 4 is in the initial state and the operation state of the internal combustion engine 1 is a steady operation state, the opening degree of the exhaust throttle valve 6 is set to the reference opening degree according to the operation state of the internal combustion engine 1 at that time. Thus, the upstream pressure can be set to a reference pressure corresponding to the operating state of the internal combustion engine 1 at that time.

しかしながら、フィルタ４には排気中のＰＭが捕集される。このＰＭ捕集量の増加に伴って、内燃機関１の運転状態が定常運転状態であっても、上流側圧力が徐々に上昇することになる。   However, PM in exhaust gas is collected by the filter 4. As the amount of collected PM increases, the upstream pressure gradually increases even if the operating state of the internal combustion engine 1 is a steady operating state.

上流側圧力が過剰に高くなると内燃機関１での燃焼状態に過剰な影響を与える虞がある。そこで、本実施例では、内燃機関１の運転状態が定常運転状態にあるときは、圧力センサ５の検出値が基準圧力に維持されるように排気絞り弁６の開度を制御する。つまり、フィルタ４におけるＰＭ捕集量の増加に伴う上流側圧力の上昇を、排気絞り弁６の開度を基準開度から徐々に大きくすることで抑制する。   If the upstream pressure becomes excessively high, the combustion state in the internal combustion engine 1 may be excessively affected. Therefore, in this embodiment, when the operation state of the internal combustion engine 1 is in a steady operation state, the opening degree of the exhaust throttle valve 6 is controlled so that the detection value of the pressure sensor 5 is maintained at the reference pressure. That is, an increase in upstream pressure accompanying an increase in the amount of PM trapped in the filter 4 is suppressed by gradually increasing the opening of the exhaust throttle valve 6 from the reference opening.

以下、本実施例に係る上流側圧力制御の制御ルーチンについて図２に示すフローチャートに基づいて説明する。本ルーチンはＥＣＵ１０に予め記憶されており、所定の間隔で繰り返されるルーチンである。   Hereinafter, the control routine of the upstream pressure control according to the present embodiment will be described based on the flowchart shown in FIG. This routine is stored in advance in the ECU 10, and is a routine that is repeated at a predetermined interval.

本ルーチンでは、ＥＣＵ１０は、先ずＳ１０１において、内燃機関１の運転状態が定常運転状態にあるか否かを判別する。このＳ１０１において、肯定判定された場合、ＥＣＵ１０はＳ１０２に進み、否定判定された場合、ＥＣＵ１０は本ルーチンの実行を終了する。   In this routine, the ECU 10 first determines in S101 whether or not the operating state of the internal combustion engine 1 is in a steady operating state. If an affirmative determination is made in S101, the ECU 10 proceeds to S102, and if a negative determination is made, the ECU 10 ends the execution of this routine.

Ｓ１０２において、ＥＣＵ１０は、現在の内燃機関１の運転状態に基づいて基準圧力Ｐｕｐ０を導出する。本実施例では、内燃機関１の運転状態と基準圧力Ｐｕｐ０との関係は
ＥＣＵ１０にマップとして予め記憶されている。 In S102, the ECU 10 derives the reference pressure Pup0 based on the current operating state of the internal combustion engine 1. In this embodiment, the relationship between the operating state of the internal combustion engine 1 and the reference pressure Pup0 is stored in advance in the ECU 10 as a map.

次に、ＥＣＵ１０は、Ｓ１０３に進み、圧力センサ５の検出値Ｐｕｐが基準圧力Ｐｕｐ０となるように、排気絞り弁６の開度Ｑｖを制御する。つまり、圧力センサ５の検出値Ｐｕｐが基準圧力Ｐｕｐ０より高い場合は、排気絞り弁６の開度Ｑｖをより大きくする。その後、ＥＣＵ１０は本ルーチンの実行を終了する。   Next, the ECU 10 proceeds to S103 and controls the opening Qv of the exhaust throttle valve 6 so that the detection value Pup of the pressure sensor 5 becomes the reference pressure Pup0. That is, when the detected value Pup of the pressure sensor 5 is higher than the reference pressure Pup0, the opening Qv of the exhaust throttle valve 6 is made larger. Thereafter, the ECU 10 ends the execution of this routine.

本実施例によれば、上流側圧力が過剰に上昇するのを抑制することが出来る。また、上流側圧力を一定値（基準圧力）に維持することで、該上流側圧力が内燃機関１での燃焼状態に与える影響を一定に保つことが出来る。そのため、内燃機関１での燃焼状態をより安定させることが出来る。   According to the present embodiment, it is possible to suppress the upstream pressure from rising excessively. Further, by maintaining the upstream pressure at a constant value (reference pressure), the influence of the upstream pressure on the combustion state in the internal combustion engine 1 can be kept constant. Therefore, the combustion state in the internal combustion engine 1 can be further stabilized.

尚、本実施例においては、圧力センサ５を設けずに、内燃機関の運転状態等に基づいて上流側圧力を推定しても良い。   In this embodiment, the upstream pressure may be estimated based on the operating state of the internal combustion engine without providing the pressure sensor 5.

＜ＰＭ捕集量推定方法＞
次に、本実施例に係るフィルタ４におけるＰＭ捕集量の推定方法について説明する。上述したように、本実施例では、内燃機関１の運転状態が定常運転状態にあるときは、上流側圧力が基準圧力に維持されるように排気絞り弁６の開度が制御される。 <PM collection amount estimation method>
Next, a method for estimating the amount of collected PM in the filter 4 according to this embodiment will be described. As described above, in this embodiment, when the operating state of the internal combustion engine 1 is in a steady operating state, the opening degree of the exhaust throttle valve 6 is controlled so that the upstream pressure is maintained at the reference pressure.

つまり、フィルタ４が初期状態にあるときは排気絞り弁６の開度が基準開度に制御され、フィルタ４におけるＰＭ捕集量の増加に応じて該排気絞り弁６の開度が徐々に大きくされる。そのため、排気絞り弁６の開度に基づいてフィルタ４におけるＰＭ捕集量を推定することが出来る。   That is, when the filter 4 is in the initial state, the opening degree of the exhaust throttle valve 6 is controlled to the reference opening degree, and the opening degree of the exhaust throttle valve 6 gradually increases as the amount of PM trapped in the filter 4 increases. Is done. Therefore, the amount of PM trapped in the filter 4 can be estimated based on the opening degree of the exhaust throttle valve 6.

ここで、本実施例に係る、フィルタ４におけるＰＭ捕集量を算出するときのＰＭ捕集量算出ルーチンについて図３に示すフローチャートに基づいて説明する。本ルーチンはＥＣＵ１０に予め記憶されており、所定の間隔で繰り返されるルーチンである。   Here, the PM collection amount calculation routine for calculating the PM collection amount in the filter 4 according to the present embodiment will be described based on the flowchart shown in FIG. This routine is stored in advance in the ECU 10, and is a routine that is repeated at a predetermined interval.

本ルーチンでは、ＥＣＵ１０は、先ずＳ２０１において、内燃機関１の運転状態が定常運転状態にあるか否かを判別する。このＳ２０１において、肯定判定された場合、ＥＣＵ１０はＳ２０２に進み、否定判定された場合、ＥＣＵ１０は本ルーチンの実行を終了する。   In this routine, the ECU 10 first determines in S201 whether or not the operating state of the internal combustion engine 1 is in a steady operating state. If an affirmative determination is made in S201, the ECU 10 proceeds to S202, and if a negative determination is made, the ECU 10 ends the execution of this routine.

Ｓ２０２において、ＥＣＵ１０は、現在の排気絞り弁６の開度Ｑｖから、内燃機関１の運転状態に応じた排気絞り弁６の基準開度Ｑｖ０を減算することで、該排気絞り弁６の基準開度Ｑｖ０からの開度増加分ΔＱｖを算出する。   In S202, the ECU 10 subtracts the reference opening degree Qv0 of the exhaust throttle valve 6 corresponding to the operating state of the internal combustion engine 1 from the current opening degree Qv of the exhaust throttle valve 6 to thereby open the reference opening of the exhaust throttle valve 6. A degree of opening increase ΔQv from the degree Qv0 is calculated.

次に、ＥＣＵ１０はＳ２０３に進み、排気絞り弁６の開度増加分ΔＱｖからフィルタ４におけるＰＭ捕集量Ｑｐｍを算出する。本実施例では、排気絞り弁６の開度増加分ΔＱｖとフィルタ４におけるＰＭ捕集量Ｑｐｍとの関係を実験等によって求め、これらの関係をマップとしてＥＣＵ１０に予め記憶させておいても良い。フィルタ４におけるＰＭ捕集量Ｑｐｍを算出したＥＣＵ１０は本ルーチンの実行を終了する。   Next, the ECU 10 proceeds to S203, and calculates the PM collection amount Qpm in the filter 4 from the opening degree increase ΔQv of the exhaust throttle valve 6. In the present embodiment, the relationship between the opening degree increase ΔQv of the exhaust throttle valve 6 and the PM trapping amount Qpm in the filter 4 may be obtained by experiments or the like, and these relationships may be stored in advance in the ECU 10 as a map. ECU10 which calculated PM collection amount Qpm in the filter 4 complete | finishes execution of this routine.

従来、フィルタにおけるＰＭ捕集量を推定する場合、排気通路におけるフィルタの上流側と下流側との差圧を検出する差圧センサを設け、該差圧センサの検出値に基づいてＰＭ捕集量を推定する方法が知られている。   Conventionally, when estimating the amount of PM trapped in a filter, a differential pressure sensor that detects the differential pressure between the upstream side and downstream side of the filter in the exhaust passage is provided, and the amount of PM trapped based on the detection value of the differential pressure sensor There are known methods for estimating.

しかしながら、本実施例に係るＰＭ捕集量推定方法によれば、このような差圧センサをさらに設けることなくフィルタ４におけるＰＭ捕集量を推定することが出来る。   However, according to the PM collection amount estimation method according to the present embodiment, the PM collection amount in the filter 4 can be estimated without further providing such a differential pressure sensor.

尚、上記のようなＰＭ捕集量推定方法によって推定されたＰＭ捕集量が予め定められた上限値に達したときには、フィルタ４からＰＭを除去するフィルタ再生制御の実行を開始しても良い。フィルタ再生制御としては、内燃機関１において主燃料噴射の後に副燃料噴射を実行することで、フィルタ４に担持された吸蔵還元型ＮＯｘ触媒に未燃燃料成分を供給する方法を例示することが出来る。   When the amount of collected PM estimated by the above method for estimating the amount of collected PM reaches a predetermined upper limit, execution of filter regeneration control for removing PM from the filter 4 may be started. . As the filter regeneration control, a method of supplying unburned fuel components to the NOx storage reduction catalyst supported by the filter 4 by executing sub fuel injection after main fuel injection in the internal combustion engine 1 can be exemplified. .

また、排気絞り弁６が全開状態もしくは全開状態近傍の状態となった時点以降は、フィルタ４におけるＰＭ捕集量の増加に伴う上流側圧力の増加を排気絞り弁６の開度を制御することで抑制することが困難となる。そこで、このような状態となった場合にフィルタ再生制御の実行を開始しても良い。   Further, after the exhaust throttle valve 6 is in the fully open state or in the vicinity of the fully open state, the opening degree of the exhaust throttle valve 6 is controlled so that the upstream pressure increases as the amount of PM trapped in the filter 4 increases. It becomes difficult to suppress. Therefore, execution of filter regeneration control may be started in such a state.

本実施では、内燃機関１の運転状態が定常運転状態にあるときにフィルタ４におけるＰＭ捕集量を算出するとしたが、内燃機関１の暖機終了後のアイドル運転状態のときにＰＭ捕集量の算出を実行しても良い。   In this embodiment, the PM collection amount in the filter 4 is calculated when the operation state of the internal combustion engine 1 is in the steady operation state, but the PM collection amount is in the idle operation state after the warm-up of the internal combustion engine 1 is completed. May be calculated.

また、フィルタ再生制御を実行した後であってフィルタ４の温度が通常の温度にまで低下した後のアイドル運転時に、ＰＭ捕集量の算出を実行することで、フィルタ４におけるＰＭの残留量（除去不可能分）を算出しても良い。   Further, the PM remaining amount (in the filter 4) is calculated by performing the calculation of the amount of collected PM during the idling operation after the filter regeneration control is performed and the temperature of the filter 4 is lowered to the normal temperature. The amount that cannot be removed may be calculated.

図４は、本実施例に係る内燃機関の吸排気系の概略構成を示す図である。本実施例に係る内燃機関の吸排気系の概略構成は、排気通路２に差圧センサ１１を設けた点のみが実施例１と異なる。その他の構成については、同様の構成には同様の参照番号を付してその説明を省略する。   FIG. 4 is a diagram showing a schematic configuration of an intake / exhaust system of the internal combustion engine according to the present embodiment. The schematic configuration of the intake and exhaust system of the internal combustion engine according to the present embodiment is different from that of the first embodiment only in that a differential pressure sensor 11 is provided in the exhaust passage 2. For other configurations, the same reference numerals are assigned to the same configurations, and the description thereof is omitted.

差圧センサ１１はパイプ１２および差圧検出部１３によって構成されている。パイプ１２は、排気通路２におけるフィルタ４より上流側と下流側とのそれぞれに端部が接続されている。差圧センサ１１は、該パイプの途中に設けられており、排気通路２におけるフィルタ４より上流側と下流側との圧力差（以下、フィルタ上下差圧と称する）を検出する。該差圧センサ１１はＥＣＵ１０と電気的に接続されており、その出力信号がＥＣＵ１０に入力される。   The differential pressure sensor 11 includes a pipe 12 and a differential pressure detector 13. The pipe 12 has ends connected to the upstream side and the downstream side of the filter 4 in the exhaust passage 2. The differential pressure sensor 11 is provided in the middle of the pipe, and detects a pressure difference between the upstream side and the downstream side of the filter 4 in the exhaust passage 2 (hereinafter referred to as “filter vertical differential pressure”). The differential pressure sensor 11 is electrically connected to the ECU 10, and an output signal thereof is input to the ECU 10.

フィルタ４におけるＰＭ捕集量が増加するほどフィルタ上下差圧は上昇する。そのため、本実施例においては、差圧センサ１１の検出値に基づいてもフィルタ４におけるＰＭ捕集量を推定することが出来る。   As the amount of PM trapped in the filter 4 increases, the filter differential pressure increases. Therefore, in this embodiment, the amount of PM trapped in the filter 4 can be estimated based on the detection value of the differential pressure sensor 11.

＜パイプ詰まり判定方法＞
差圧センサ１１のパイプ１２にはＰＭが流入する場合がある。ここで、パイプ１２のＰＭによる詰まりの有無を判定するパイプ詰まり判定方法について説明する。 <Pipe clogging judgment method>
PM may flow into the pipe 12 of the differential pressure sensor 11. Here, a pipe clogging determination method for determining whether or not the pipe 12 is clogged with PM will be described.

本実施例では、実施例１と同様、排気絞り弁６の開度に基づいて推定されたフィルタ４におけるＰＭ捕集量を第一ＰＭ捕集量推定値とする。一方、差圧センサ１１の検出値に基づいて推定されたフィルタ４におけるＰＭ捕集量を第二ＰＭ捕集量推定値とする。   In the present embodiment, similarly to the first embodiment, the PM collection amount in the filter 4 estimated based on the opening degree of the exhaust throttle valve 6 is set as the first PM collection amount estimated value. On the other hand, the PM collection amount in the filter 4 estimated based on the detection value of the differential pressure sensor 11 is set as a second PM collection amount estimated value.

パイプ１２がＰＭによって詰まると、フィルタ４におけるＰＭ捕集量が増加せずとも差圧センサ１１の検出値が上昇する。つまり、第二ＰＭ捕集量推定値が増加することになる。   When the pipe 12 is clogged with PM, the detection value of the differential pressure sensor 11 increases without increasing the amount of PM trapped in the filter 4. That is, the second PM collection amount estimated value increases.

そこで、第二ＰＭ捕集量推定値が第一ＰＭ捕集量推定値よりも所定値以上大きい値とな
った場合、パイプ１２のＰＭによる詰まりが発生したと判断する。ここで、所定値は、パイプ１２の詰まりが発生することで第二ＰＭ捕集量推定値が増加したと判断出来る閾値となる値である。該所定値は実験等によって予め定められた値である。 Therefore, when the second PM trapped amount estimated value becomes a value greater than the first PM trapped amount estimated value by a predetermined value or more, it is determined that clogging of the pipe 12 due to PM has occurred. Here, the predetermined value is a value that serves as a threshold value with which it is possible to determine that the second PM trapped amount estimated value has increased due to clogging of the pipe 12. The predetermined value is a value determined in advance by an experiment or the like.

以下、本実施例に係る、パイプ１２のＰＭによる詰まりの有無を判定するときのパイプ詰まり判定ルーチンについて図５に示すフローチャートに基づいて説明する。本ルーチンはＥＣＵ１０に予め記憶されており、所定の間隔で繰り返されるルーチンである。   Hereinafter, a pipe clogging determination routine for determining whether or not the pipe 12 is clogged with PM according to the present embodiment will be described with reference to a flowchart shown in FIG. This routine is stored in advance in the ECU 10, and is a routine that is repeated at a predetermined interval.

本ルーチンでは、ＥＣＵ１０は、先ずＳ３０１において、内燃機関１の運転状態が定常運転状態にあるか否かを判別する。このＳ３０１において、肯定判定された場合、ＥＣＵ１０はＳ３０２に進み、否定判定された場合、ＥＣＵ１０は本ルーチンの実行を終了する。   In this routine, the ECU 10 first determines in S301 whether or not the operating state of the internal combustion engine 1 is in a steady operating state. If an affirmative determination is made in S301, the ECU 10 proceeds to S302, and if a negative determination is made, the ECU 10 ends the execution of this routine.

Ｓ３０２において、ＥＣＵ１０は第一ＰＭ捕集量推定値Ｑｐｍ１を算出する。   In S302, the ECU 10 calculates a first PM collection amount estimated value Qpm1.

次に、ＥＣＵ１０は、Ｓ３０３に進み、第二ＰＭ捕集量推定値Ｑｐｍ２を算出する。   Next, the ECU 10 proceeds to S303 and calculates the second PM collection amount estimated value Qpm2.

次に、ＥＣＵ１０は、Ｓ３０４に進み、第二ＰＭ捕集量推定値Ｑｐｍ２から第一ＰＭ捕集量推定値Ｑｐｍ１を減算した値ΔＱｐｍが所定値ΔＱｐｍ０以上であるか否かを判別する。このＳ３０４において、肯定判定された場合、ＥＣＵ１０はＳ３０５に進み、否定判定された場合、ＥＣＵ１０は本ルーチンの実行を終了する。   Next, the ECU 10 proceeds to S304, and determines whether or not a value ΔQpm obtained by subtracting the first PM collection amount estimated value Qpm1 from the second PM collection amount estimated value Qpm2 is equal to or larger than a predetermined value ΔQpm0. If an affirmative determination is made in S304, the ECU 10 proceeds to S305, and if a negative determination is made, the ECU 10 ends the execution of this routine.

Ｓ３０５において、ＥＣＵ１０は、パイプ１２のＰＭによる詰まりが発生したと判定する。この場合、ＥＣＵ１０は、パイプ１２の詰まりが発生したことを車両の運転者に通知する。その後、ＥＣＵ１０は本ルーチンの実行を終了する。   In S305, the ECU 10 determines that the pipe 12 is clogged with PM. In this case, the ECU 10 notifies the vehicle driver that the pipe 12 is clogged. Thereafter, the ECU 10 ends the execution of this routine.

以上説明したルーチンによれば、差圧センサ１１の異常を検出することが出来る。   According to the routine described above, an abnormality of the differential pressure sensor 11 can be detected.

尚、本実施例では、第二ＰＭ捕集量推定値がフィルタ再生制御の実行開始の閾値以上となっているときに、第一ＰＭ捕集量推定値が該閾値に達していない場合、パイプ１２のＰＭによる詰まりが発生したと判定しても良い。   In this embodiment, when the second PM collection amount estimated value is equal to or greater than the threshold value for starting execution of the filter regeneration control, if the first PM collection amount estimated value does not reach the threshold value, the pipe It may be determined that clogging due to 12 PM has occurred.

実施例１に係る内燃機関の吸排気系の概略構成図。1 is a schematic configuration diagram of an intake and exhaust system of an internal combustion engine according to a first embodiment. 実施例１に係る上流側圧力制御の制御ルーチンを示すフローチャート。3 is a flowchart illustrating a control routine for upstream pressure control according to the first embodiment. 実施例１に係るＰＭ捕集量算出ルーチンを示すフローチャート。5 is a flowchart showing a PM collection amount calculation routine according to the first embodiment. 実施例２に係る内燃機関の吸排気系の概略構成図。FIG. 3 is a schematic configuration diagram of an intake / exhaust system of an internal combustion engine according to a second embodiment. 実施例２に係るパイプ詰まり判定ルーチンを示すフローチャート。10 is a flowchart illustrating a pipe clogging determination routine according to the second embodiment.

符号の説明Explanation of symbols

１・・・内燃機関
２・・・排気通路
４・・・パティキュレートフィルタ
５・・・圧力センサ
６・・・排気絞り弁
７・・・クランクポジションセンサ
８・・・アクセル開度センサ
１０・・ＥＣＵ
１１・・差圧センサ
１２・・パイプ
１３・・差圧検出部 DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 2 ... Exhaust passage 4 ... Particulate filter 5 ... Pressure sensor 6 ... Exhaust throttle valve 7 ... Crank position sensor 8 ... Accelerator opening sensor 10 ... ECU
11. ・ Differential pressure sensor 12 ・ ・ Pipe 13 ・ ・ Differential pressure detector

Claims (3)

排気中の粒子状物質を捕集するフィルタが排気通路に設けられている内燃機関の制御システムであって、
前記排気通路における前記フィルタより上流側の圧力である上流側圧力を検出する圧力検出手段と、
前記排気通路における前記フィルタより下流側に設けられた排気絞り弁と、を備え、
前記内燃機関の運転状態が定常運転状態であるときは、前記圧力検出手段によって検出される上流側圧力が一定値となるように前記排気絞り弁の開度を制御することを特徴とする内燃機関の制御システム。 A control system for an internal combustion engine in which a filter for collecting particulate matter in exhaust gas is provided in an exhaust passage,
Pressure detecting means for detecting an upstream pressure which is a pressure upstream of the filter in the exhaust passage;
An exhaust throttle valve provided on the downstream side of the filter in the exhaust passage,
When the operating state of the internal combustion engine is a steady operation state, the opening degree of the exhaust throttle valve is controlled so that the upstream pressure detected by the pressure detection means becomes a constant value. Control system. 前記内燃機関の運転状態が定常運転状態であるときにおける前記排気絞り弁の開度に基づいて前記フィルタにおける粒子状物質の捕集量を推定するＰＭ捕集量推定手段をさらに備えることを特徴とする請求項１記載の内燃機関の制御システム。   PM collection amount estimation means for estimating the collection amount of particulate matter in the filter based on the opening of the exhaust throttle valve when the operation state of the internal combustion engine is a steady operation state is further provided. The control system for an internal combustion engine according to claim 1. 前記ＰＭ捕集量推定手段を第一ＰＭ捕集量推定手段とし、
前記排気通路における前記フィルタより上流側と下流側とのそれぞれに端部が接続されたパイプ、及び、該パイプに設けられ前記排気通路における前記フィルタより上流側と下流側との圧力差を検出する差圧検出部、を有する差圧検出装置と、
該差圧検出装置の検出値に基づいて前記フィルタにおける粒子状物質の捕集量を推定する第二ＰＭ捕集量推定手段と、をさらに備え、
前記第二ＰＭ捕集量推定手段によって推定される粒子状物質の捕集量から前記第一ＰＭ捕集量推定手段によって推定される粒子状物質の捕集量を減算した値が所定値以上である場合、前記差圧検出装置の前記パイプの詰まりが発生したと判定することを特徴とする請求項２記載の内燃機関の制御システム。
The PM collection amount estimation means is the first PM collection amount estimation means,
A pipe having ends connected to the upstream side and the downstream side of the filter in the exhaust passage, and a pressure difference between the upstream side and the downstream side of the filter in the exhaust passage. A differential pressure detector having a differential pressure detector;
A second PM collection amount estimating means for estimating a collection amount of particulate matter in the filter based on a detection value of the differential pressure detection device;
The value obtained by subtracting the trapped amount of particulate matter estimated by the first PM trapped amount estimating means from the trapped amount of particulate matter estimated by the second PM trapped amount estimating means is a predetermined value or more. 3. The control system for an internal combustion engine according to claim 2, wherein if there is, it is determined that the clogging of the pipe of the differential pressure detecting device has occurred.
JP2005349862A 2005-12-02 2005-12-02 Control system of internal combustion engine Pending JP2007154732A (en)

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EP06831574A EP1954927A2 (en) 2005-12-02 2006-11-16 Control system for internal combustion engine, and control method for internal combustion engine
CNA2006800453734A CN101321937A (en) 2005-12-02 2006-11-16 Control system for internal combustion engine, and control method for internal combustion engine
US12/085,760 US20090165443A1 (en) 2005-12-02 2006-11-16 Control System for Internal Combustion Engine, and Control Method for Internal Combustion Engine

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