WO2009119165A1 - エンジン - Google Patents
エンジン Download PDFInfo
- Publication number
- WO2009119165A1 WO2009119165A1 PCT/JP2009/052141 JP2009052141W WO2009119165A1 WO 2009119165 A1 WO2009119165 A1 WO 2009119165A1 JP 2009052141 W JP2009052141 W JP 2009052141W WO 2009119165 A1 WO2009119165 A1 WO 2009119165A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- cylinder
- engine
- fuel injection
- control means
- exhaust gas
- Prior art date
Links
Images
Classifications
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
-
- 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
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
-
- 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
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
- F01N3/106—Auxiliary oxidation catalysts
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/02—Cutting-out
-
- 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
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- 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
-
- 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
- F01N2430/02—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by cutting out a part of engine cylinders
-
- 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
-
- 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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
-
- 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
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
-
- 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
- F02D2041/001—Controlling intake air for engines with variable valve actuation
- F02D2041/0012—Controlling intake air for engines with variable valve actuation with selective deactivation of cylinders
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
-
- 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 an engine that performs reduced-cylinder operation at a low temperature start.
- the reduced cylinder operation is an operation in which fuel injection is stopped for a specific cylinder in a multi-cylinder engine having a plurality of cylinders.
- An engine that performs a reduced cylinder operation at a low temperature start is known.
- the cold start is to start the engine in a state where the temperature of the combustion chamber is low, such as in a situation where the outside air temperature is low.
- the engine disclosed in Japanese Patent Application Laid-Open No. 2001-059432 is configured to perform a reduced-cylinder operation at a low temperature start, and even if the combustion chamber temperature is low, the amount of fuel injection per cylinder is large, and thus combustion is performed. Blue and white smoke is effectively reduced by raising the temperature.
- the exhaust gas temperature exceeds 200 ° C due to reduced cylinder operation.
- the activation temperature of a continuously regenerating diesel particulate filter or NOx reduction catalyst installed downstream of the oxidation catalyst is 250 to 300 ° C.
- the engine disclosed in Japanese Patent Application Laid-Open No. 2001-059432 is disadvantageous in that the exhaust gas can hardly be purified at a low temperature start.
- An object of the present invention is to provide an engine capable of activating a catalyst of an exhaust purification device at a low temperature start.
- the engine of the present invention includes an engine main body having a plurality of cylinders, a fuel injection device for injecting fuel into each cylinder, an exhaust purification device having an oxidation catalyst provided in an exhaust path of the engine main body, and the fuel injection device. And a control means for adjusting the fuel injection amount and fuel injection timing according to the engine, wherein the control means is an engine that performs a reduced-cylinder operation in which fuel injection is stopped with respect to a specific cylinder at a low temperature start.
- the control means is an engine that performs a reduced-cylinder operation in which fuel injection is stopped with respect to a specific cylinder at a low temperature start.
- exhaust gas temperature detection means for detecting an exhaust gas temperature is provided upstream or downstream of the oxidation catalyst, and the control means determines the fuel injection amount of the post injection based on the exhaust gas temperature. It is preferable to adjust.
- control means stops the post injection when the exhaust gas temperature becomes equal to or higher than a first predetermined temperature.
- control means stops the reduced-cylinder operation when the exhaust gas temperature becomes equal to or higher than a second predetermined temperature higher than the first predetermined temperature.
- the engine according to the present invention further includes a flow rate control unit that blocks or suppresses the air inflow of each cylinder, and the control unit uses the flow rate control unit to set the specific cylinder that has stopped fuel injection during the reduced-cylinder operation. On the other hand, it is preferable to block or suppress air inflow.
- control means shuts off or suppresses air inflow to the specific cylinder that has stopped fuel injection during the reduced-cylinder operation by the flow rate control means based on the equivalence ratio. .
- the fuel that does not contribute to the main combustion by the post injection is lightened by the high temperature atmosphere in the operating cylinder that has become high temperature due to the reduced cylinder operation at the time of low temperature start, and the unburned hydrocarbon becomes the oxidation catalyst. It is possible to activate the oxidation catalyst, raise the exhaust gas temperature downstream of the oxidation catalyst, and activate the catalyst of the exhaust purification device.
- FIG. 1 is a configuration diagram showing an overall configuration of an engine according to Embodiment 1 of the present invention.
- the flowchart which shows the catalyst protection control which concerns on Embodiment 2 of this invention.
- the block diagram which shows the whole structure of the engine which concerns on Embodiment 3 of this invention.
- the block diagram which shows the whole structure of the engine which concerns on Embodiment 4 of this invention.
- the time chart which similarly shows the restriction
- the engine 101 is a straight 6-cylinder diesel engine having six cylinders 6a, 6b, 6c, 6d, 6e, and 6f.
- the engine 101 includes an engine body, an intake pipe 11, an exhaust path, a fuel injection device 14, and an ECU (Engine ContrOl Unit) 70.
- the intake pipe 11 is branched from the wake of the air cleaner into an intake pipe 11w and an intake pipe 11x.
- the intake pipe 11w is branched into intake pipes 11a, 11b, and 11c, and the intake pipe 11x is branched into intake pipes 11d, 11e, and 11f. These are connected to the intake manifold 7.
- the exhaust path is configured by connecting an exhaust purification device by an exhaust pipe 12.
- the exhaust purification device includes an oxidation catalyst 31, a diesel particulate filter (hereinafter referred to as DPF) 32, and a urea SCR device 33 as a NOx reduction catalyst in order from the exhaust manifold 8 side.
- DPF diesel particulate filter
- the oxidation catalyst 31 is a catalyst that accelerates the oxidation reaction of the fuel at a low temperature start and raises the exhaust gas temperature in order to warm the DPF 32 and the urea SCR device 33 arranged in the downstream.
- the cold start is to start the engine in a state where the temperature of the combustion chamber is low, such as in a situation where the outside air temperature is low.
- the DPF 32 is a device that removes particulate matter (PM) in the exhaust gas.
- the urea SCR device 33 is a device that converts NOx to nitrogen by supplying urea from the outside to change to ammonia, and reacting the ammonia with NOx in the exhaust gas.
- the exhaust pipes 12a, 12b, and 12c connected to the exhaust manifold 8 are aggregated into the exhaust pipe 12w, the exhaust pipes 12d, 12e, and 12f are aggregated into the exhaust pipe 12x, and the exhaust pipe 12w and the exhaust pipe 12x are further aggregated.
- the exhaust temperature sensor 41 is provided between the oxidation catalyst 31 and the DPF 32 as exhaust gas temperature detection means.
- the engine body includes a cylinder head 4 and a cylinder block 5.
- the cylinder head 4 includes an intake manifold 7 that communicates with the intake pipe 11 and an exhaust manifold 8 that communicates with the exhaust pipe 12.
- the cylinder 6 includes a combustion chamber 9 and a piston 10.
- the piston 10 reciprocates by airtightly sliding on the inner peripheral surface of the cylinder forming the combustion chamber 9.
- the crankshaft 2 is a shaft connected to the piston 10 via the connecting rod 3, and performs rotational movement by reciprocating movement of the piston 10.
- the fuel injection device 14 includes a supply pump (not shown), a common rail 15, and an injector 16.
- the common rail 15 is a high-pressure container in which high-pressure fuel is accumulated by driving a supply pump.
- the injector 16 is a device that injects high-pressure fuel accumulated by the common rail 15 into the combustion chamber 9.
- the ECU 70 includes a controller 50 as control means and a storage means 60.
- the ECU 70 is connected to the solenoid valves of the injectors 16a, 16b, 16c, 16d, 16e, and 16f, and the exhaust gas temperature sensor 41.
- the controller 50 has a function of injecting fuel to the cylinders 6a, 6b, 6c, 6d, 6e, and 6f at an optimum pressure by the injectors 16a, 16b, 16c, 16d, 16e, and 16f.
- the controller 50 has a function of performing reduced cylinder-post injection control.
- the reduced-cylinder-post-injection control is a control for performing the post-injection control on the operating cylinders 6d, 6e, and 6f during the reduced-cylinder operation at the time of low temperature start. Further, the reduced cylinder-post injection control is performed based on the exhaust gas temperature T immediately after the oxidation catalyst 31 by the exhaust temperature sensor 41.
- the reduced-cylinder operation is an operation in which the fuel injection by the injectors 16a, 16b, and 16c is stopped and the cylinders 6a, 6b, and 6c are not combusted at a low temperature start.
- the fuel injection amount of the operating cylinders 6d, 6e, and 6f is increased compared to the normal operation (all cylinder operation). Therefore, even if the combustion chamber temperature is low, the combustion temperature can be raised.
- the reduced-cylinder operation is to stop the cylinders 6a, 6b, and 6c.
- Post injection control is fuel injection control in which fuel is injected at least once at a timing that does not contribute to combustion after the top dead center of one combustion cycle.
- the exhaust gas temperature during the reduced-cylinder operation exceeds 200 ° C, but the activation temperature of the DPF or NOx reduction catalyst installed downstream of the oxidation catalyst is 250 to 300 ° C. In other words, in idle operation, the exhaust gas is hardly purified by the DPF or NOx reduction catalyst.
- the oxidation catalyst 31 is further compared with that in the simple cylinder reduction operation. Can increase the outlet temperature.
- the combustion chamber 9 of the operating cylinder is in a high temperature state that cannot be realized in the normal operation.
- the fuel injected into the combustion chamber 9 in such a state is quickly lightened and mixed with the exhaust gas without adhering to the wall surface of the combustion chamber 9.
- Lightening means that hydrocarbons are not combusted and are vaporized and thermally decomposed, and this unburned hydrocarbon causes the oxidation catalyst 31 to rapidly oxidize and raise the exhaust gas temperature to 300 ° C. or higher. it can.
- the exhaust gas can be purified at an early stage by activating the oxidation catalyst 31 immediately after the low temperature start and activating the DPF 32 or the urea SCR device 33. Further, since the post-injection control at the time of reduced cylinder is performed based on the exhaust gas temperature T of the oxidation catalyst 31, the oxidation catalyst 31 can be reliably activated.
- Embodiment 2 will be described with reference to FIG.
- the controller 50 has a function of performing catalyst protection control in the reduced cylinder-post injection control in the first embodiment.
- the storage unit 60 stores preset temperatures T1 and T2 (T1 ⁇ T2).
- the controller 50 performs the reduced cylinder-post injection control (S110). Next, the controller 50 determines whether the exhaust gas temperature T is equal to or higher than the first predetermined temperature T1 (S120). If the exhaust gas temperature T is not equal to or higher than the first predetermined temperature T1 in S120, the reduced cylinder-post injection control is continued (S110).
- the controller 50 stops the post injection control. However, the reduced-cylinder operation continues (S130). Next, the controller 50 waits for a predetermined time (S140). Further, the controller 50 determines whether the exhaust gas temperature T is equal to or higher than the second predetermined temperature T2 (S150). If the exhaust gas temperature T is not equal to or higher than the second predetermined temperature T2 in S150, the process waits for a predetermined time (S140). Here, if the exhaust gas temperature T is equal to or higher than the second predetermined temperature T2, the controller 50 stops the reduced-cylinder operation and performs normal control (S160).
- the oxidation catalyst 31 can be prevented from being damaged by the high temperature. Further, since the normal control is promptly restored, an abnormal increase in the exhaust gas temperature T can be prevented.
- the engine 102 which is Embodiment 3 is demonstrated using FIG.
- the engine 102 is an engine in which flow rate adjusting valves 42w and 42x as intake amount adjusting means and an O 2 sensor 43 as equivalent ratio detecting means are added to the engine 101 of the first embodiment. For this reason, descriptions of other means are omitted.
- the engine 102 performs post-injection control at the time of reduced cylinders as in the first embodiment.
- the flow rate adjusting valve 42w is provided in the intake pipe 11w.
- the intake pipe 11w is an intake pipe before the branch of each of the intake pipes 11a, 11b, and 11c.
- the flow rate adjustment valve 42x is provided in the intake pipe 11x.
- the intake pipe 11x is an intake pipe before the branch of each of the intake pipes 11d, 11e, and 11f.
- the flow rate adjusting valves 42w and 42x have a function of adjusting the amount of air passing through the intake pipes 11w and 11x.
- the suction amount adjusting means is not limited to the flow rate adjusting valves 42w and 42x, and may be a valve having only an opening / closing mechanism.
- the O 2 sensor 43 is provided between the oxidation catalyst 31 and the DPF 32.
- the O 2 sensor 43 has a function of detecting the O 2 concentration in the exhaust gas.
- the controller 50 has a function of calculating an equivalence ratio from the O 2 concentration detected by the O 2 sensor 43.
- the equivalence ratio detection means is not limited to the O 2 sensor 43 and may be a sensor having an equivalent function.
- the controller 50 has a function of performing reduced cylinder-post injection control.
- the controller 50 has a function of adjusting the flow rate adjustment valve 42.
- the cold air of the outside air is guided to the exhaust pipes 12a, 12b, and 12c as they are in the idle cylinders 6a, 6b, and 6c, and thus the exhaust gas temperature at the inlet of the oxidation catalyst 31 is rapidly cooled. It will be. Therefore, in the third embodiment, the intake air flowing into the idle cylinders 6a, 6b, and 6c is reduced by the flow rate adjusting valve 42w. At the same time, the amount of air passing through the idle cylinders 6a, 6b, and 6c is adjusted by the flow rate adjusting valve 42w so as to provide an amount of air that is necessary and sufficient for reaction in the oxidation catalyst 31.
- the exhaust gas temperature can be further increased as compared with the post-injection control when the cylinder is reduced.
- the reduced cylinder-post injection control can reduce the post injection amount with respect to the exhaust gas temperature rise by suppressing the inflow air. Therefore, fuel consumption can be reduced. Further, since the air flowing into the idle cylinder is blocked or suppressed based on the equivalence ratio, the post injection amount can be optimized and the fuel consumption can be reduced.
- the engine 103 which is Embodiment 4 is demonstrated using FIG.
- the engine 103 is an engine in which a variable valve device 65 is added to the engine 101 of the first embodiment. For this reason, the description other than the variable valve gear 65 is omitted.
- the engine 103 performs post-injection control when the cylinder is reduced as in the first embodiment.
- variable valve operating devices 65a and 65b are devices for changing the lift amount or opening / closing timing of the intake valve 21 or the exhaust valve 22.
- a known variable valve operating device is used.
- the controller 50 has a function of performing reduced cylinder-post injection control. Further, the controller 50 has a function of performing variable valve control using the variable valve devices 65a and 65b. Below, two variable valve control is demonstrated.
- FIG. 5A is a diagram illustrating a normal valve lift amount d for comparison with the present control
- FIG. 5B is a diagram illustrating the valve lift amount d of the present control.
- the horizontal axis indicates the crank angle ⁇ in one combustion cycle
- the broken line on the right side of the graph indicates the lift amount d of the intake valve 21
- the solid line on the left side of the graph indicates the exhaust valve 22.
- the lift amount d is shown.
- the lift amount of each intake valve 21 is limited to ⁇ d with respect to the deactivated cylinders 6a, 6b, and 6c.
- the exhaust gas temperature can be further increased as compared with the post-injection control when the cylinder is reduced.
- the reduced cylinder-post injection control can reduce the post injection amount with respect to the exhaust gas temperature rise caused by suppressing the inflow air. Therefore, fuel consumption can be reduced. Further, since the air flowing into the idle cylinder is blocked or suppressed based on the equivalence ratio, the post injection amount can be optimized and the fuel consumption can be reduced. It should be noted that instead of limiting the lift amount of the intake valve 21, it is possible to limit the lift amount of the exhaust valve 22. In this case, the same effect can be obtained.
- variable operation timing change control that is variable valve control will be described with reference to FIG. 6A is a diagram showing normal valve timings (intake process a1, compression process a2, combustion process a3, exhaust process a4) for comparison with the present control, and FIG. It is a figure which shows the variable motion timing (intake process b1, compression process b2, combustion stroke b3, exhaust process b4) of control.
- FIG. 6 in this control, the timing of opening the respective exhaust valves 22 is advanced by ⁇ relative to the non-cylinder cylinders 6 a, 6 b, and 6 c. With such a configuration, the air in the idle cylinders 6a, 6b, and 6c is compressed, and high-temperature air is discharged. In this way, the exhaust temperatures of the deactivated cylinders 6a, 6b, 6c can be increased compared to the normal valve timing.
- the present invention can be used for an engine that performs a reduced-cylinder operation at a low temperature start.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Materials Engineering (AREA)
- Health & Medical Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Toxicology (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Exhaust Gas After Treatment (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
Description
また、コントローラ50は、排気ガス温度Tが第二所定温度T2以上であるかを判定する(S150)。S150において排気ガス温度Tが第二所定温度T2以上でなければ、所定時間待機する(S140)。
ここで、コントローラ50は、排気ガス温度Tが第二所定温度T2以上であれば、減筒運転を中止して、通常制御を行う(S160)。
そこで、実施形態3では、流量調整弁42wによって、休止気筒6a・6b・6cに流入する吸気空気を低下させる。同時に、酸化触媒31において反応するのに必要十分な空気量を提供するように、流量調整弁42wによって、休止気筒6a・6b・6cを通過する空気量を調整する。
このような構成とすることで、休止気筒6a・6b・6cの空気は圧縮され高温の空気が排出される。このようにして、通常の弁タイミングに比べて休止気筒6a・6b・6cの排気温度を上昇させることができる。
Claims (6)
- 複数の気筒を備えるエンジン本体と、
前記各気筒に燃料を噴射する燃料噴射装置と
前記エンジン本体の排気経路に設けられ、酸化触媒を備える排気浄化装置と、
前記燃料噴射装置による燃料噴射量及び燃料噴射時期を調整する制御手段と、を具備し、
前記制御手段は、低温始動時には、特定気筒に対して燃料噴射を休止させる減筒運転を行うエンジンにおいて、
前記制御手段は、低温始動時の前記減筒運転を行うときには、前記燃料噴射を休止した特定気筒以外の気筒に対して、該運転気筒の1燃焼サイクルの上死点以降に少なくとも1回燃料を噴射するポスト噴射を行うことを特徴とするエンジン。 - 前記酸化触媒の上流又は下流に排気ガス温度を検出する排気ガス温度検出手段を具備し、
前記制御手段は、前記排気ガス温度に基づいて前記ポスト噴射の燃料噴射量を調整することを特徴とする請求項1記載のエンジン。 - 前記制御手段は、前記排気ガス温度が第一所定温度以上となったときには、前記ポスト噴射を停止することを特徴とする請求項2に記載のエンジン。
- 前記制御手段は、前記排気ガス温度が第一所定温度以上よりも高い第二所定温度以上となったときには、前記減筒運転を中止することを特徴とする請求項3に記載のエンジン。
- 前記各気筒の空気流入を遮断又は抑制する流量制御手段を具備し、
前記制御手段は、前記流量制御手段によって、前記減筒運転中の燃料噴射を休止した特定気筒に対し、空気流入を遮断又は抑制することを特徴とする請求項1乃至4のいずれか1項に記載のエンジン。 - 前記排気経路の当量比を検出する当量比検出手段を備え、
前記制御手段は、前記当量比に基づいて、前記流量制御手段によって、前記減筒運転中の燃料噴射を休止した特定気筒に対し、空気流入を遮断又は抑制することを特徴とする請求項5記載のエンジン。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2009801099327A CN101978149A (zh) | 2008-03-24 | 2009-02-09 | 发动机 |
EP09724482A EP2275657A1 (en) | 2008-03-24 | 2009-02-09 | Engine |
US12/934,059 US20110023824A1 (en) | 2008-03-24 | 2009-02-09 | Engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2008076436A JP2009228602A (ja) | 2008-03-24 | 2008-03-24 | エンジン |
JP2008-076436 | 2008-03-24 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2009119165A1 true WO2009119165A1 (ja) | 2009-10-01 |
Family
ID=41113373
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2009/052141 WO2009119165A1 (ja) | 2008-03-24 | 2009-02-09 | エンジン |
Country Status (6)
Country | Link |
---|---|
US (1) | US20110023824A1 (ja) |
EP (1) | EP2275657A1 (ja) |
JP (1) | JP2009228602A (ja) |
KR (1) | KR20100134026A (ja) |
CN (1) | CN101978149A (ja) |
WO (1) | WO2009119165A1 (ja) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20120067032A1 (en) * | 2010-09-22 | 2012-03-22 | Winsor Richard E | Particulate filter regeneration |
US10344702B2 (en) * | 2012-07-16 | 2019-07-09 | Ford Global Technologies, Llc | Differential fuel injection |
US8931255B2 (en) | 2012-10-03 | 2015-01-13 | Cummins Inc. | Techniques for raising exhaust temperatures |
WO2014151082A1 (en) * | 2013-03-15 | 2014-09-25 | Tula Technology, Inc. | Engine diagnostics with skip fire control |
CN103742274B (zh) * | 2013-12-13 | 2017-06-27 | 潍柴动力股份有限公司 | 一种发动机节流阀的控制方法和装置 |
JP6855811B2 (ja) * | 2017-01-26 | 2021-04-07 | いすゞ自動車株式会社 | 内燃機関の排気浄化装置 |
JP6972809B2 (ja) * | 2017-09-12 | 2021-11-24 | いすゞ自動車株式会社 | 車輌 |
US11499496B2 (en) | 2018-01-16 | 2022-11-15 | Caterpillar Inc. | Engine control system and method |
JP7234996B2 (ja) * | 2020-04-10 | 2023-03-08 | トヨタ自動車株式会社 | エンジン装置およびこれを備えるハイブリッド自動車 |
US11873774B2 (en) * | 2021-10-27 | 2024-01-16 | Ford Global Technologies, Llc | Method and system for reactivating a catalyst |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001059432A (ja) | 1999-08-20 | 2001-03-06 | Toyota Motor Corp | 内燃機関の供給燃料制御装置 |
JP2002339764A (ja) * | 2001-03-13 | 2002-11-27 | Komatsu Ltd | ディーゼルエンジン |
JP2004360577A (ja) * | 2003-06-04 | 2004-12-24 | Toyota Motor Corp | 可変気筒エンジンの制御装置 |
JP2005220880A (ja) * | 2004-02-09 | 2005-08-18 | Toyota Motor Corp | 多気筒内燃機関の制御装置 |
JP2006105055A (ja) * | 2004-10-07 | 2006-04-20 | Mitsubishi Motors Corp | 内燃機関の排気浄化装置 |
JP2007239605A (ja) * | 2006-03-08 | 2007-09-20 | Nissan Motor Co Ltd | 燃料噴射装置 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3994593B2 (ja) * | 1999-08-18 | 2007-10-24 | セイコーエプソン株式会社 | 薄膜素子の転写方法 |
US20060168945A1 (en) * | 2005-02-02 | 2006-08-03 | Honeywell International Inc. | Aftertreatment for combustion engines |
US20110203258A1 (en) * | 2010-02-25 | 2011-08-25 | International Engine Intellectual Property Company , Llc | Exhaust valve actuation system for diesel particulate filter regeneration |
JP5585246B2 (ja) * | 2010-06-30 | 2014-09-10 | マツダ株式会社 | 自動車搭載用ディーゼルエンジン |
-
2008
- 2008-03-24 JP JP2008076436A patent/JP2009228602A/ja active Pending
-
2009
- 2009-02-09 CN CN2009801099327A patent/CN101978149A/zh active Pending
- 2009-02-09 KR KR1020107022675A patent/KR20100134026A/ko not_active Application Discontinuation
- 2009-02-09 US US12/934,059 patent/US20110023824A1/en not_active Abandoned
- 2009-02-09 WO PCT/JP2009/052141 patent/WO2009119165A1/ja active Application Filing
- 2009-02-09 EP EP09724482A patent/EP2275657A1/en not_active Withdrawn
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001059432A (ja) | 1999-08-20 | 2001-03-06 | Toyota Motor Corp | 内燃機関の供給燃料制御装置 |
JP2002339764A (ja) * | 2001-03-13 | 2002-11-27 | Komatsu Ltd | ディーゼルエンジン |
JP2004360577A (ja) * | 2003-06-04 | 2004-12-24 | Toyota Motor Corp | 可変気筒エンジンの制御装置 |
JP2005220880A (ja) * | 2004-02-09 | 2005-08-18 | Toyota Motor Corp | 多気筒内燃機関の制御装置 |
JP2006105055A (ja) * | 2004-10-07 | 2006-04-20 | Mitsubishi Motors Corp | 内燃機関の排気浄化装置 |
JP2007239605A (ja) * | 2006-03-08 | 2007-09-20 | Nissan Motor Co Ltd | 燃料噴射装置 |
Also Published As
Publication number | Publication date |
---|---|
US20110023824A1 (en) | 2011-02-03 |
CN101978149A (zh) | 2011-02-16 |
KR20100134026A (ko) | 2010-12-22 |
EP2275657A1 (en) | 2011-01-19 |
JP2009228602A (ja) | 2009-10-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2009119165A1 (ja) | エンジン | |
JP5585246B2 (ja) | 自動車搭載用ディーゼルエンジン | |
US9422848B2 (en) | Internal combustion engine and control method for same | |
EP3090155A1 (en) | Exhaust gas control device for internal combustion engine mounted on vehicle | |
JP2009085053A (ja) | 圧縮着火内燃機関の制御装置 | |
US20080148719A1 (en) | Engine system and a method for a combustion inhibition regeneration of an exhaust gas treatment device in a such system | |
US20190264591A1 (en) | Regeneration control device for exhaust purification device | |
US20190093571A1 (en) | Engine control device | |
JP2006152841A (ja) | 内燃機関の排気浄化装置 | |
JP5287797B2 (ja) | エンジンの制御方法及び制御装置 | |
WO2014125870A1 (ja) | エンジンの排気浄化装置 | |
EP2642102B1 (en) | Control device for internal combustion engine | |
US10392984B2 (en) | NOx reduction control method for exhaust gas aftertreatment device | |
CN109690040A (zh) | 车辆用的后处理***及车辆的后处理方法 | |
EP1936160B1 (en) | Exhaust gas treatment device regeneration inhibiting fuel combustion in an engine cylinder | |
JP2018096264A (ja) | 内燃機関の燃料噴射制御装置 | |
JP2006250029A (ja) | ディーゼルエンジン及びその燃焼制御方法 | |
JP2012167562A (ja) | ディーゼルエンジン | |
JP5811319B2 (ja) | エンジンの排気浄化装置 | |
JP4779386B2 (ja) | ディーゼルエンジン | |
JP5888149B2 (ja) | ディーゼルエンジン | |
CN110030062B (zh) | 用于在内燃机的冷启动时减少颗粒排放的方法 | |
JP2006105057A (ja) | ディーゼルエンジンの排気浄化装置 | |
JP2006300025A (ja) | ディーゼルエンジン | |
JP2017227169A (ja) | エンジンの制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 200980109932.7 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 09724482 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 12934059 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 6718/DELNP/2010 Country of ref document: IN |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2009724482 Country of ref document: EP |
|
ENP | Entry into the national phase |
Ref document number: 20107022675 Country of ref document: KR Kind code of ref document: A |