WO2006004218A1 - 内燃機関の燃料供給制御装置 - Google Patents
内燃機関の燃料供給制御装置 Download PDFInfo
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- WO2006004218A1 WO2006004218A1 PCT/JP2005/012723 JP2005012723W WO2006004218A1 WO 2006004218 A1 WO2006004218 A1 WO 2006004218A1 JP 2005012723 W JP2005012723 W JP 2005012723W WO 2006004218 A1 WO2006004218 A1 WO 2006004218A1
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- exhaust
- auxiliary fuel
- fuel
- internal combustion
- combustion engine
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
- F01N3/0842—Nitrogen oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/405—Multiple injections with post injections
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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
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
- F01N2430/085—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing at least a part of the injection taking place during expansion or exhaust stroke
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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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0812—Particle filter loading
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0065—Specific aspects of external EGR control
- F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
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- 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
- Y02T10/12—Improving ICE efficiencies
-
- 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
Definitions
- the present invention relates to a fuel supply control device for an internal combustion engine.
- It has an exhaust supercharger and a fuel injection valve that directly injects fuel into the cylinder, and is supplied with main fuel when the engine operating state is in a specific operating state.
- An internal combustion engine in which auxiliary fuel is supplied from a fuel injection valve in the subsequent expansion stroke to increase exhaust energy, which is the energy of exhaust gas flowing into the exhaust supercharger (Japanese Patent Laid-Open No. 7-10). (See 3 0 1 3).
- a specific operating state is a state in which the vehicle speed, engine speed, main fuel injection amount, and accelerator pedal depression amount are not less than the respective threshold values.
- the auxiliary fuel When the auxiliary fuel is supplied to increase the exhaust energy, the supercharging pressure increases, and thus the engine output can be increased. However, if supplementary fuel is supplied, the combustion consumption rate or exhaust emission amount can increase. Therefore, if the auxiliary fuel is supplied just because the engine operating state is a specific operating state as in the internal combustion engine described above, the auxiliary fuel may not be used effectively for increasing the exhaust energy. is there. That is, for example, even when the amount of depression of the accelerator pedal is large, the actual engine output may almost match the required output. At this time, it is almost necessary to supply the auxiliary fuel to increase the exhaust energy. No. Or, even if the actual engine output is small, there is no need to supply auxiliary fuel if the required output is small. Disclosure of the invention
- an object of the present invention is to provide a fuel supply control device for an internal combustion engine that can effectively use auxiliary fuel to increase exhaust energy.
- a fuel supply control device for an internal combustion engine having an exhaust supercharger which includes a fuel injection valve that directly injects fuel into a cylinder, and a shortage of actual engine output relative to a required output.
- the fuel supply control of the internal combustion engine comprising: an increasing means for temporarily increasing the exhaust energy, which is the energy of the exhaust gas flowing into the exhaust supercharger by supplying auxiliary fuel from the fuel injection valve during the expansion stroke of An apparatus is provided.
- FIG. 1 is an overall view of an internal combustion engine
- Fig. 2 is a diagram for explaining main fuel Qm and auxiliary fuel QV
- Fig. 3 is a diagram illustrating a first embodiment according to the present invention when engine output is represented by torque.
- FIG. 4 is a diagram for explaining the first embodiment according to the present invention when the engine output is represented by the supercharging pressure
- FIG. 5 is a diagram showing the required torque TQT
- FIG. 7 is a diagram showing the required supercharging pressure PMT
- FIG. 8 is a flowchart showing the auxiliary fuel supply control routine of the first embodiment according to the present invention
- FIG. 9 is a graph showing the engine output depending on the supercharging pressure.
- FIG. 4 is a diagram for explaining main fuel Qm and auxiliary fuel QV
- Fig. 3 is a diagram illustrating a first embodiment according to the present invention when engine output is represented by torque.
- FIG. 4 is a diagram for explaining the first embodiment according to the present invention when the engine output is
- FIG. 10 is a diagram for explaining a second embodiment according to the present invention in a representative case
- FIG. 10 is a diagram showing a set value PMS 1
- FIG. 11 is a second embodiment according to the present invention.
- Fig. 12 is a flow chart showing the auxiliary fuel supply stop control routine of the second embodiment according to the present invention
- Fig. 13 is representative of the engine output depending on the boost pressure.
- FIG. 14 is a diagram showing a set value DPMA 1
- FIG. 15 is an auxiliary fuel supply stop of the third embodiment according to the present invention.
- FIG. 16 is a flowchart for explaining the fourth embodiment according to the present invention when the engine output is represented by the supercharging pressure
- FIG. 17 is a diagram showing the set value DPMS 1.
- FIG. 18 is a flowchart showing the auxiliary fuel supply stop control routine of the fourth embodiment according to the present invention
- FIG. 19 is a diagram showing the set value D 0 PS 1 of another embodiment according to the present invention
- FIG. A and 20 B are used when the exhaust energy is represented by the exhaust gas temperature.
- FIG. 21 is a flowchart for explaining an auxiliary fuel supply stop control routine of the fifth embodiment according to the present invention
- FIGS. 2 2 A, 2 2 B and 2 2 C Is a diagram showing the exhaust emission amount QEM
- FIG. 23 is a flowchart showing the auxiliary fuel supply stop control routine of the sixth embodiment according to the present invention
- FIG. 24 explains the seventh embodiment of the present invention.
- FIG. 25 is a flowchart showing the auxiliary fuel supply stop control routine of the seventh embodiment according to the present invention
- FIG. 26 is a diagram for explaining the eighth embodiment of the present invention
- FIG. It is a flowchart which shows the auxiliary fuel supply stop control routine of 8th Example by invention.
- FIG. 1 shows a case where the present invention is applied to a compression ignition type internal combustion engine.
- the present invention can also be applied to a spark ignition internal combustion engine.
- the engine body 1 has, for example, four cylinders la .
- Each cylinder 1 a is connected to a common surge tank 3 via a corresponding intake branch pipe 2, and the surge tank 3 is variable via an intake duct 4
- a nozzle-type exhaust supercharger that is, a compressor 5 of a turbocharger 5 connected to c outlet.
- An intake pipe 6 is connected to the inlet of the compressor 5c.
- a throttle valve 8 driven by an electric control type or negative pressure control type actuator 7 and further, the intake duct ⁇ 4 is surrounded by the intake duct 4.
- a cooling device 9 for cooling the flowing intake air is arranged.
- Each cylinder 1 a is connected to the inlet of the exhaust turbine 5 t of the evening charger 10 through the exhaust manifold 10 and the exhaust pipe 11, and the outlet of the exhaust evening bin 5 t is connected through the exhaust pipe 12.
- Particulate fill evening 1 3 is linked.
- an exhaust pipe 14 is connected to the outlet of the particulate fill 1 3.
- This particulate filter is used to collect fine particles mainly composed of solid carbon contained in the exhaust gas.
- a NO x absorbent can be supported on the particulate film 13.
- a fuel injection valve 15 is arranged in the cylinder of each cylinder 1a, and these fuel injection valves 15 are electrically controlled fuel pumps 1 having variable discharge amount through a common fuel accumulating chamber, that is, a common rail 16. Linked to 7.
- a fuel pressure sensor (not shown) for detecting the fuel pressure in the common rail 16 is attached to the common rail 16, and the fuel pressure in the common rail 16 is determined based on the output signal of the fuel pressure sensor. Burning to be The discharge rate of the charge pump 17 is controlled.
- the exhaust manifold 10 and the surge tank 3 are connected to each other via a recirculated exhaust gas (hereinafter referred to as EGR) passage 18, and an electrically controlled EGR is provided in the EGR passage 18.
- Control valve 19 is arranged.
- a cooling device 20 for cooling the EGR gas flowing in the EGR passage 18 is disposed around the EGR passage 18, and an oxidation catalyst is provided in the EGR passage 18 upstream of the cooling device 20. 2 1 is placed.
- the electronic control unit 30 consists of a digital computer and is connected to each other by a bidirectional bus 3 1 RM (read-only memory) 3 2, RAM (random access memory) 3 3, CPU (microphone processor) 3 4. Knock-up R AM (B-R AM) 3 5, input port 3 6 and output port 3 7 are provided.
- the intake air inlet pipe 6 is provided with an air flow mechanism 40 for detecting the amount of fresh air, and the pressure in the surge tank 3, that is, the supercharging pressure is applied to, for example, the surge tank 3 downstream of the throttle valve 8.
- a supercharging pressure sensor 41 is installed for detection.
- an exhaust temperature sensor 4 2 is installed in the exhaust pipe 14 to detect the temperature of the exhaust gas discharged from the particulate filter 1 3, and the amount of depression of the accelerator pedal 4 3 in the accelerator pedal 4 3 Depression amount sensor 4 4 is detected for detecting
- the temperature of the exhaust gas detected by the exhaust temperature sensor 4 2 represents the temperature of the particulate filter 13.
- the output voltages of these sensors 40, 4 1, 4 2, and 4 4 are respectively input to the input ports 3 6 via the corresponding AD converters 3 8.
- a crank angle sensor 45 that generates an output pulse every time the crankshaft rotates, for example, 10 ° is connected to the input port 36.
- the CPU 34 calculates the engine speed based on this output pulse.
- the output port 3 7 is connected to the corresponding drive circuit 3 9 through the actuator 7, the fuel injection valve 15, the fuel pump 1, and EGR control valve 19 connected respectively.
- the amount of fine particles collected on the particulate filter 13 increases.
- the temperature of the particulate filter 13 is maintained at, for example, 600 ° C. or higher under a lean air-fuel ratio, the particulates on the particulate filter 13 are oxidized and removed. Therefore, in the internal combustion engine shown in FIG. 1, for example, when the amount of collected fine particles on the particulate fill 1 3 exceeds a certain amount, the particulate fill 1 3 is used to remove the particulate from the particulate fill 1 3.
- the temperature rise control is performed by raising the temperature of 3 and keeping it at 600 ° C or higher. Specifically, in order to control the temperature rise, as shown in Fig.
- the main fuel Qm is supplied near the compression top dead center (TDC). Additional fuel Q a is supplied. This additional fuel Qa reaches the particulate fill 13 with little combustion in the cylinder, exhaust manifold 10 or exhaust pipe 11 and burns in the particulate fill 13. As a result, the temperature of the particulate filter 13 is increased.
- evening pocketer 5 is for supercharging fresh air with exhaust energy, which is the energy of exhaust gas, and thereby increasing engine output.
- exhaust energy to the turbocharger 5 is increased to increase the rotation speed of the compressor 5c, that is, the evening rotation speed
- the output of the evening charge charger 5 can be increased, and thus the engine output is increased. be able to.
- the fuel injection valve in order to increase the exhaust energy, as shown in FIG. 2, the fuel injection valve is supplied during the expansion stroke of the wheat that has been supplied with the main fuel Qm near the compression top dead center (TDC).
- Auxiliary fuel QV is supplied from 1-5.
- This auxiliary fuel Q v burns in the cylinder, in the exhaust manifold 10, or in the exhaust pipe 11, resulting in increased exhaust energy.
- the in this way, the exhaust energy can be increased without changing the injection parameter of the main fuel Qm, for example, the injection time.
- This auxiliary fuel QV hardly contributes to the engine output.
- the auxiliary fuel Q V is supplied only by force, for example, the amount of depression of the accelerator pedal 43 is large, the auxiliary fuel Q V cannot be used effectively. That is, the auxiliary fuel Q V should be supplied only when it is necessary to truly increase the engine output.
- a required output representative value O P T representing the required output and an actual output representative value O P A representative of the actual engine output are obtained.
- the auxiliary fuel QV is supplied when it is larger than the permissible limit value L MT corresponding to the limit.
- FIG. 3 shows the case where the engine output is represented by the torque TQ.
- the required output representative value OPT is the required torque TQT
- the actual output representative value OPA is the actual torque T QA
- the required torque TQT is also increased stepwise.
- the actual torque TQA is the required torque TQT
- the actual torque TQA deficiency for the required torque TQT is increased stepwise from almost zero.
- Fig. 4 shows the case where the engine output is represented by the boost pressure PM.
- the required output representative value ⁇ PT is the required boost pressure PMT
- the actual output representative value ⁇ PA is the actual boost pressure PMA
- the required supercharging pressure P M T is also increased in a stepped manner.
- the actual supercharging pressure PMA does not increase in the same way as the required supercharging pressure PMT.
- the actual supercharging pressure PMA is insufficient with respect to the required supercharging pressure PMT. Increase in shape.
- the supply of the auxiliary fuel Q V is started.
- the supercharging pressure shortage PMS gradually decreases, and then the supercharging pressure shortage PS becomes smaller than the permissible limit value L MT PM as shown by arrow Y in FIG.
- the supply of auxiliary fuel Q v is stopped.
- auxiliary fuel QV is temporarily supplied when the output shortage representative value OPS is greater than the permissible limit value LMT, and the exhaust energy is temporarily increased. Stopped. That is, as shown by the arrow Z in FIG. 3 or FIG. Dal 4 3 Depression amount Even when ACC is large, the actual output may almost match the required output. In this case, auxiliary fuel QV is not supplied. Therefore, the fuel consumption rate can be reduced, and the amount of exhaust emission, that is, the amount of HC, fine particles, or smoke contained in the exhaust gas can be reduced, and the auxiliary fuel QV can be effectively used. can do. This is the basic idea of the first embodiment according to the present invention.
- the above-mentioned required output representative value ⁇ P T and the actual output representative value ⁇ PA are obtained, for example, as follows. That is, in the example shown in FIG. 3, the required torque TQT is stored in advance in the ROM 3 2 in the form of the map shown in FIG. 5 as a function of the depression amount AC C of the accelerator pedal 4 3 and the engine speed NE. The amount of depression of the accelerator pedal 43 is calculated based on the ACC and engine speed NE.
- the actual torque T QA is stored in advance in the ROM 3 2 in the form of a map shown in Fig. 6 as a function of the main fuel amount Qm and the engine speed NE. These main fuel amount Qm and engine speed Calculated based on number NE.
- the required supercharging pressure PMT is stored in advance in the ROM 3 2 in the form of the map shown in FIG. 7 as a function of the required torque TQT and the engine speed NE.
- TQT is stored in ROM 3 2 in advance in the form of the map shown in Fig. 5 as a function of accelerator pedal 4 3 depression amount ACC and engine speed NE, and these accelerator pedal 4 3 depression amounts ACC
- the required supercharging pressure PMT is calculated based on the engine speed NE.
- the actual boost pressure PMA is detected by the boost pressure sensor 4 1.
- the required torque TQT or the required boost pressure PMT which is the required output representative value OPT, is ultimately calculated based on the depression amount ACC of the accelerator pedal 43. This will ensure the vehicle driver ’s will It becomes possible to grasp.
- FIG. 8 shows a supply control routine for the auxiliary fuel Q V according to the first embodiment of the present invention. This routine is executed by interruption every predetermined set time.
- step 100 the required output representative value OPT is calculated, and at step 1001, the cold output representative value 0 PA is calculated.
- step 103 it is determined whether or not the output shortage representative value O PS is larger than the allowable limit value LMT.
- O P S> L MT the routine proceeds to step 104, where auxiliary fuel Q V is supplied.
- O P S ⁇ L M T the routine proceeds to step 105, where the supply of auxiliary fuel Q V is stopped.
- the engine output is represented by one of torque and supercharging pressure.
- engine output can be represented by both torque and boost pressure.
- the auxiliary fuel Q v is supplied when the torque shortage TQS is larger than the permissible limit value L MT TQ or when the supercharging pressure is insufficient PMS is larger than the permissible limit value L MT PM.
- the fuel QV supply may be stopped, or the auxiliary fuel when the torque shortage TQS is greater than the allowable limit value LMT TQ and the boost pressure shortage PMS is greater than the allowable limit value L MT PM QV may be supplied, and supply of auxiliary fuel QV may be stopped otherwise.
- the shortage representative value OPS may be calculated in the form of a ratio (OPA / OPT) instead of the difference between the required output representative value OPT and the actual output representative value 0 PA (OPT- ⁇ PA). Good.
- the output shortage representative value Auxiliary fuel QV is supplied only when OPS is larger than the permissible limit value LMT, so that auxiliary fuel Qv can be used effectively.
- the auxiliary fuel QV is supplied, the fuel consumption rate or the amount of exhaust emissions may increase.
- the turbo rotational speed or the actual supercharging pressure PMA may exceed the respective allowable upper limit. Therefore, in the second to ninth embodiments according to the present invention, the increase effect of the exhaust energy by the auxiliary fuel QV is suppressed.
- the supply of the auxiliary fuel Q v is prohibited or stopped.
- the turbo state representative value TRB representative of the state or output of the overnight charger 5 is obtained, and whether or not the supply of the auxiliary fuel QV should be stopped is determined as the turbo state. Judgment is based on representative values.
- the evening state representative value TRB is composed of at least one of, for example, actual supercharging pressure PMA, exhaust energy, and turbo speed.
- a second embodiment according to the present invention will be described with reference to FIGS.
- a set value OPS 1 (> 0) determined according to the evening state representative value TRB is obtained, and the auxiliary value when the output shortage representative value OPS is smaller than this set value 0 PS 1 is assisted.
- the fuel QV supply is stopped.
- a second embodiment according to the present invention will be described by taking as an example a case where the engine output is represented by the supercharging pressure PM.
- the engine output can be represented by, for example, torque TQ.
- the first implementation according to the present invention is performed. Similar to example The supply of auxiliary fuel Q v is started. When the supply of auxiliary fuel QV is started, the supercharging pressure deficiency PMS gradually decreases. In addition, when the supply of the auxiliary fuel QV is started, the evening state representative value TRB, for example, the actual supercharging pressure PMA gradually increases. On the other hand, the set value PMS 1 corresponding to the set value OPS 1 increases as the turbo state representative value TRB increases, as shown in FIG.
- This set value PMS 1 is stored in advance in R 0 M 3 2 in the form of a map shown in FIG. Next, as shown by arrow W in FIG. 9, when the supercharging pressure deficiency PMS becomes smaller than the set value PMS 1, the supply of the auxiliary fuel QV is stopped or prohibited.
- a broken line I in FIG. 9 shows the case of the first embodiment according to the present invention.
- the supply of the auxiliary fuel Q V is continued until the insufficient supercharging pressure P M S becomes smaller than the allowable limit value L MT P M.
- the supply of the auxiliary fuel Q v is stopped before the supercharging pressure deficiency P M S becomes smaller than the allowable limit value L MTP M.
- the auxiliary fuel Q V can be used more effectively.
- the set value OPS 1 that increases is set, and the supply of auxiliary fuel QV is stopped when the output shortage representative value OPS is smaller than this set value OPS 1.
- the auxiliary fuel Q V is corrected to decrease to zero.
- FIG. 11 shows a supply control routine for the auxiliary fuel Qv according to the second embodiment of the present invention. This routine is executed by interruption every predetermined set time.
- step 1 1 the required output representative value ⁇ P T is calculated in step 1 1 0, and the actual output representative value ⁇ PA is calculated in the following step 1 1 1.
- step 1 1 2 the output shortage representative value 0 P S is calculated (O P S P T — O P A).
- step 1 1 3 Figure 1
- step 1 2 set value 0 PS 1 is calculated.
- step 1 1 4 it is determined whether or not the flag XST P is reset, that is, whether or not the supply of the auxiliary fuel Q V is permitted.
- X S T P 0, that is, when the supply of the auxiliary fuel Q V is permitted, the routine proceeds to step 1 15, where it is determined whether or not the output shortage O P S is larger than the allowable limit value L MT.
- O P S> L MT the routine proceeds to step 1 1 6 where auxiliary fuel Q V is supplied.
- the third embodiment according to the present invention obtains the change rate DOPA of the actual output representative value OPA and the set value DOPA 1 (> 0) determined according to the turbo state representative value TRB.
- the configuration is different from the second embodiment according to the present invention in that the supply of the auxiliary fuel Q v is stopped when the set value is larger than DOPA 1. .
- a third embodiment according to the present invention will be described taking as an example the case where the engine output is represented by the boost pressure PM.
- the amount of depression of the accelerator pedal 4 3 When the ACC is increased stepwise and the supercharging pressure deficiency PMS exceeds the allowable limit value L MT PM, the first As in the embodiment, the supply of the auxiliary fuel QV is started. When the supply of the auxiliary fuel Q v is started, the actual supercharging pressure change rate D P M A gradually increases. On the other hand, the set value D P MA 1 corresponding to the set value D O P A 1 decreases as the turbo state representative value T R B increases, as shown in FIG. This set value D PMA 1 is stored in advance in ROM 3 2 in the form of a map shown in FIG. Next, as shown by the arrow W in FIG. 13, when the actual supercharging pressure change rate DPMA becomes larger than the set value DPMA1, the supply of the auxiliary fuel QV is stopped.
- the supply of the auxiliary fuel Q V is stopped before the insufficient supercharging pressure P M S becomes smaller than the allowable limit value L MTP M, and therefore the auxiliary fuel Q V can be used more effectively.
- FIG. 15 shows the auxiliary fuel QV supply stop control routine of the third embodiment according to the present invention. This routine is for example step 1 of figure 1 1 1 is executed in 3.
- the change rate DOPS of the output shortage OPS and the set value D 0 PS 1 ( ⁇ 0) determined according to the turbo state representative value TRB are obtained, and the change rate D representative of the output shortage D O
- the configuration is different from the second embodiment according to the present invention in that the supply of the auxiliary fuel Qv is stopped when PS is smaller than the set value DOPS 1.
- the fourth embodiment according to the present invention will be described taking as an example the case where the engine output is represented by the boost pressure PM.
- the supply of the auxiliary fuel QV is started.
- the rate of change in insufficient supercharging pressure DPMS gradually increases and then decreases from zero.
- the set value DPMS 1 corresponding to the set value D 0 PS 1 has a large turbo state representative value TRB as shown in Fig. 17. It grows as you get better.
- This set value DPMS 1 is stored in advance in R0M 3 2 in the form of the map shown in Fig. 17.
- an arrow W in FIG. 16 when the change rate DPMS for insufficient supercharging pressure becomes smaller than the set value DPMS 1, the supply of the auxiliary fuel QV is stopped.
- FIG. 18 shows an auxiliary fuel Q V supply stop control routine according to the fourth embodiment of the present invention. This routine is executed, for example, in steps 1 1 3 of FIG.
- step 1 4 the output shortage representative value change rate DOPS is calculated, and in step 1 4 1, the set value DOPS 1 is calculated.
- FIG. 19 shows another embodiment of the set value D O P S 1.
- the set value D O P A 1 increases as the turbo state representative value T R B increases, and increases as the output shortage representative value O P S decreases.
- the set value DOPS 1 is set according to the turbo state representative value TRB and the output shortage representative value OPS, and the output shortage representative value change rate D ⁇ PS is the set value D ⁇ PS1. This means that the supply of the auxiliary fuel QV is stopped when the value is smaller than that.
- the set value DOPS 1 is set only according to the turbo state representative value TRB regardless of the output shortage representative value OPS. It will be.
- the exhaust energy EEXOO N when it is assumed that the auxiliary fuel QV is supplied is predicted, and the predicted exhaust energy EEX ON is larger than a predetermined set amount EEX 1. At this time, the supply of auxiliary fuel QV is stopped.
- the fifth embodiment according to the present invention differs from the second to fourth embodiments according to the present invention in configuration.
- a fifth embodiment according to the present invention will be described by taking as an example the case where the exhaust energy is represented by the temperature TEX of the exhaust gas discharged from the combustion chamber and flowing into the exhaust turbine 5t. The exhaust evening -Naturally, it is possible to represent the exhaust energy by the amount of heat of the exhaust gas flowing into the bottle 5 t.
- T E X 0 L D represents the exhaust gas temperature T E X after the previous combustion cycle is completed.
- the exhaust gas temperature T E X after the completion of the next combustion cycle becomes T E X O F F.
- the exhaust gas temperature TEX after the completion of the next combustion cycle becomes TEX ON, and this TE XON is higher than TE XO FF by ⁇ ⁇ Only ⁇ ⁇ ⁇ is getting higher.
- the exhaust gas temperature TE XO FF when it is assumed that the supply of the auxiliary fuel QV is stopped in the next combustion cycle depends on the main fuel Qm (see Fig. 2).
- the exhaust gas temperature in the previous combustion cycle Predictions can be made based on TEX ⁇ LD and injection parameters of main fuel Qm, for example, injection quantity or injection timing.
- the amount of increase ⁇ T E X depends on the auxiliary fuel Q V and can be predicted based on the injection parameter of the auxiliary fuel Q V, for example, the injection amount or the injection timing.
- the exhaust gas temperature TEXOFF and the increase ⁇ TEX when the supply of the auxiliary fuel QV is assumed to be stopped in the next combustion cycle are predicted, and the increase to the exhaust gas temperature TEXOFF is predicted.
- the exhaust gas temperature TEX ⁇ N predicted in this way is higher than a certain set temperature TEX1 corresponding to the set amount EEX1, for example, the next combustion cycle. During this period, the supply of auxiliary fuel QV is stopped.
- the auxiliary fuel Q V is supplied in the next combustion cycle. As a result, the exhaust gas temperature T EX can be prevented from rising excessively.
- the exhaust energy EE XO FF is predicted when it is assumed that the supply of the auxiliary fuel QV is stopped in the next combustion cycle, and the increase ⁇ EEX of the exhaust energy due to the auxiliary fuel QV is predicted.
- Exhaust energy EEX ON when it is assumed that auxiliary fuel QV was supplied in the next combustion cycle is predicted based on these EE XO FF and ⁇ ⁇ ⁇ ⁇ , and the predicted exhaust energy EEX ON is the set amount EEX 1 If more than that, it means that the supply of auxiliary fuel QV is stopped in the next combustion cycle.
- FIG. 21 shows a supply stop control routine for the auxiliary fuel Q V according to the fifth embodiment of the present invention. This routine is executed in steps 1 1 3 of FIG.
- step 1 5 exhaust energy EEX 0 N is calculated when it is assumed that auxiliary fuel QV was supplied in the next combustion cycle.
- the amount of exhaust emission that is, the amount of HC, fine particles, or smoke contained in the exhaust gas increases as compared with the case where the auxiliary fuel Q V is not supplied.
- the exhaust emission amount QE MON when it is assumed that the auxiliary fuel QV is supplied is predicted, and the predicted exhaust emission amount QE MON is set to a predetermined set amount QEM. When more than 1, the supply of auxiliary fuel QV is stopped.
- the sixth embodiment according to the present invention differs from the second to fifth embodiments according to the present invention in this respect.
- the exhaust emission amount QEM depends on the injection parameters of the auxiliary fuel Qv and the in-cylinder atmosphere or condition to which the auxiliary fuel QV is supplied. That is, as shown in Fig. 2 2 A, the exhaust emission amount Q EMON when the auxiliary fuel Q v is supplied is the auxiliary fuel Q v The amount of exhaust emission when QV increases and the supply of auxiliary fuel QV is stopped Increased with respect to QE MO FF
- the amount of smoke QS MO N when the auxiliary fuel QV is supplied increases as the injection timing 0 QV of the auxiliary fuel Q v is retarded, and the supply of the auxiliary fuel QV is reduced.
- Smoke amount when stopped Increased with respect to QSMOFF increases.
- the HC amount QH CON when the auxiliary fuel Q v is supplied increases as the injection timing ⁇ QV of the auxiliary fuel Q v is advanced, and the HC amount QHC 0 FF when the supply of the auxiliary fuel QV is stopped. The increase with respect to increases.
- Fig. 2 2 B the amount of smoke QS MO N when the auxiliary fuel QV is supplied increases as the injection timing 0 QV of the auxiliary fuel Q v is retarded, and the supply of the auxiliary fuel QV is reduced.
- Smoke amount when stopped Increased with respect to QSMOFF increases.
- the HC amount QH CON when the auxiliary fuel Q v is supplied increases as the injection timing ⁇ QV of the auxiliary fuel Q v is advanced
- the exhaust emission amount Q EMON when the auxiliary fuel QV is supplied increases as the actual torque TQA increases, and the exhaust emission amount when the supply of the auxiliary fuel QV is stopped.
- the amount of increase relative to QEM ⁇ FF increases.
- the actual torque is determined according to the main fuel Qm, and represents the in-cylinder atmosphere when the auxiliary fuel Q V is supplied.
- the injection timing ⁇ QV of the auxiliary fuel QV and the actual torque T QA are kept constant, and in the case of Fig. 2 2 B, the auxiliary fuel amount Q v and the actual The torque T QA is kept constant.
- the auxiliary fuel quantity QV and the injection timing ⁇ QV of the auxiliary fuel QV are kept constant.
- the exhaust emission amount QE MO FF when it is assumed that the supply of the auxiliary fuel QV is stopped in the next combustion cycle depends on the main fuel Qm, for example, the engine speed, actual torque, E GR ratio, new Predictions can be made based on air volume, fresh air temperature, etc.
- the increase ⁇ Q EM depends on the auxiliary fuel QV, and can be predicted based on the injection parameters of the auxiliary fuel QV, for example, the auxiliary fuel amount QV and the injection timing ⁇ QV.
- the supply of auxiliary fuel QV is stopped in the next combustion cycle, and the predicted exhaust emission amount QE MO N If is less than the set amount QEM 1, auxiliary fuel QV is supplied in the next combustion cycle.
- the supply of the auxiliary fuel Q V can be stopped when at least one of the amounts of HC, fine particles, or smoke described above is larger than the corresponding set amount.
- the set amount Q E M 1 may be a constant value, but in the sixth embodiment according to the present invention, the set amount Q E M 1 is set according to the engine operating state. That is, for example, the set amount Q E M 1 is set based on the engine speed, the actual torque T QA, and the fresh air amount.
- FIG. 23 shows a supply stop control routine for the auxiliary fuel Q V according to the sixth embodiment of the present invention. This routine is executed in step 1 1 3 of FIG.
- step 160 the exhaust emission amount QEMO N obtained when it is assumed that auxiliary fuel QV was supplied in the next combustion cycle is calculated.
- step 1 61 the set amount QEM 1 is calculated.
- QEM ON represents the amount of exhaust emission per combustion cycle when it is assumed that auxiliary fuel Q v is supplied
- QEMON is the exhaust amount when it is assumed that auxiliary fuel Q v is supplied. It can be seen that it represents the rate of increase or rate of change in emissions.
- the supply of the auxiliary fuel QV is stopped when the change rate of the exhaust emission amount when it is assumed that the auxiliary fuel Q v is supplied is larger than the set value.
- QD P FON assumed that the supplementary fuel Q v was supplied, and the amount of collected particulates on the particulate filter 1 3, and QDPFOFF assumed that the supply of auxiliary fuel QV was stopped.
- the increase ⁇ QD P F also increases with time.
- Supply of auxiliary fuel QV is stopped when the rate is high, and supply of auxiliary fuel QV is allowed when the rate of increase in the amount of collected particulate QDPFON is low.
- the increase rate of the collected particulate amount QDPF ON is small, if the increase in the collected particulate amount QDPFON is caused solely by the auxiliary fuel QV, the supply of the auxiliary fuel QV should be stopped. .
- the increase ⁇ Q D P F represents the effect of the auxiliary fuel Q V on the collected particulate quantity Q D P F ON. Therefore, it can be seen that the increase rate of the collected particulate quantity QD P F O N is increased due to the auxiliary fuel Q V when the increase acceleration or change rate of the increase ⁇ Q D P F is large.
- the change rate DA of the increase A QD PF is obtained, and FIG.
- the seventh embodiment according to the present invention is different in configuration from the sixth embodiment according to the present invention.
- the set value D A 1 can be a constant value, but in the seventh embodiment according to the present invention, the set amount Q EM 1 is set according to the engine operating state. That is, for example, the set value D ⁇ 1 is set based on the engine speed, the actual torque TQA, and the fresh air amount.
- FIG. 25 shows the auxiliary fuel QV supply stop control routine of the seventh embodiment according to the present invention. This routine is for example step 1 of figure 1 1 1 is executed in 3.
- step 170 the exhaust emission amount Q EMO N obtained when it is assumed that auxiliary fuel QV was supplied in the next combustion cycle is calculated.
- step 1 7 1 the set amount Q EM 1 is calculated.
- step 1 74 collect particulates when the vehicle has traveled for a reference period, for example, a certain time or a certain distance, assuming that supplementary fuel QV is supplied.
- the quantity QQDPF ON is calculated.
- step 1 75 the amount of collected particulates QQDPFOFF when the vehicle travels for the reference period when it is assumed that the supply of the auxiliary fuel QV is stopped is calculated. If the exhaust emission amount QE MO N, QE MO FF calculated in step 1 70 is a particulate amount, the accumulated particulate amount Q QD PF is obtained by integrating these QE MON, QE MO FF over the reference period.
- step 1 7 8 the set value D ⁇ 1 is calculated.
- step 1 79 it is determined whether or not the increase rate of change D ⁇ is larger than the set value D ⁇ 1.
- the temperature of the particulate filter 13 also rises. At this time, if a relatively large amount of fine particles are collected on the particulate filter 13, the large amount of fine particles may be abnormally burned and the particulate filter 13 may be damaged.
- the supply of the auxiliary fuel Q V is stopped when the amount of collected fine particles Q D P F on the particulate filter 13 is larger than a predetermined set amount QD P F 1.
- the eighth embodiment according to the present invention differs from the second to fifth embodiments according to the present invention in this respect.
- FIG. 27 shows a supply stop control routine for the auxiliary fuel Q V according to the eighth embodiment of the present invention. This routine is executed in step 1 1 3 of FIG.
- step 190 the amount of collected particulates QD PF on the patty-filled file evening 13 is calculated.
- step 1 9 1 it is determined whether or not the collected particulate amount QD PF is larger than the set amount QD PF 1.
- auxiliary fuel can be effectively used for increasing exhaust energy.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP05758021.9A EP1764497B1 (en) | 2004-07-05 | 2005-07-05 | Fuel supply control device for internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2004197972A JP4007346B2 (ja) | 2004-07-05 | 2004-07-05 | 内燃機関の燃料供給制御装置 |
JP2004-197972 | 2004-07-05 |
Publications (1)
Publication Number | Publication Date |
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WO2006004218A1 true WO2006004218A1 (ja) | 2006-01-12 |
Family
ID=35783012
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2005/012723 WO2006004218A1 (ja) | 2004-07-05 | 2005-07-05 | 内燃機関の燃料供給制御装置 |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1764497B1 (ja) |
JP (1) | JP4007346B2 (ja) |
CN (1) | CN100427744C (ja) |
WO (1) | WO2006004218A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102182573A (zh) * | 2011-03-21 | 2011-09-14 | 中国北车集团大连机车车辆有限公司 | 内燃机车电喷柴油机载荷控制方法 |
US9970424B2 (en) | 2012-03-13 | 2018-05-15 | General Electric Company | System and method having control for solids pump |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5301857B2 (ja) * | 2008-03-03 | 2013-09-25 | ヤンマー株式会社 | コモンレール式電子噴射制御系エンジン |
US9745914B2 (en) * | 2014-10-27 | 2017-08-29 | Toyota Jidosha Kabushiki Kaisha | Control apparatus for internal combustion engine |
Citations (3)
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JPH07103013A (ja) * | 1993-10-05 | 1995-04-18 | Nippondenso Co Ltd | 蓄圧式燃料噴射装置 |
JP2002364413A (ja) * | 2001-06-07 | 2002-12-18 | Mazda Motor Corp | ターボ過給機付き筒内噴射式エンジンの排気浄化装置 |
JP2003206722A (ja) * | 2002-01-16 | 2003-07-25 | Mitsubishi Fuso Truck & Bus Corp | 内燃機関の排気浄化装置 |
Family Cites Families (3)
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DE19525667A1 (de) * | 1995-07-14 | 1997-01-16 | Audi Ag | Vorrichtung an einer Brennkraftmaschine mit einem Abgasturbolader |
JP4042399B2 (ja) * | 2001-12-12 | 2008-02-06 | 三菱自動車工業株式会社 | 排気浄化装置 |
FR2840649B1 (fr) * | 2002-06-06 | 2005-05-20 | Renault Sa | Procede d'augmentation de performances d'un moteur suralimente |
-
2004
- 2004-07-05 JP JP2004197972A patent/JP4007346B2/ja not_active Expired - Fee Related
-
2005
- 2005-07-05 EP EP05758021.9A patent/EP1764497B1/en not_active Expired - Fee Related
- 2005-07-05 WO PCT/JP2005/012723 patent/WO2006004218A1/ja not_active Application Discontinuation
- 2005-07-05 CN CNB2005800012101A patent/CN100427744C/zh not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH07103013A (ja) * | 1993-10-05 | 1995-04-18 | Nippondenso Co Ltd | 蓄圧式燃料噴射装置 |
JP2002364413A (ja) * | 2001-06-07 | 2002-12-18 | Mazda Motor Corp | ターボ過給機付き筒内噴射式エンジンの排気浄化装置 |
JP2003206722A (ja) * | 2002-01-16 | 2003-07-25 | Mitsubishi Fuso Truck & Bus Corp | 内燃機関の排気浄化装置 |
Non-Patent Citations (1)
Title |
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See also references of EP1764497A4 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102182573A (zh) * | 2011-03-21 | 2011-09-14 | 中国北车集团大连机车车辆有限公司 | 内燃机车电喷柴油机载荷控制方法 |
US9970424B2 (en) | 2012-03-13 | 2018-05-15 | General Electric Company | System and method having control for solids pump |
Also Published As
Publication number | Publication date |
---|---|
EP1764497A4 (en) | 2014-08-27 |
EP1764497B1 (en) | 2016-10-19 |
EP1764497A1 (en) | 2007-03-21 |
JP2006017070A (ja) | 2006-01-19 |
CN1878942A (zh) | 2006-12-13 |
JP4007346B2 (ja) | 2007-11-14 |
CN100427744C (zh) | 2008-10-22 |
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