JP2011099451A - Internal combustion engine control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine control device which favorably avoids the occurrence of the excessive temperature rise of a PM filter in a stoichiometric burn engine with the PM filter in an exhaust passage. <P>SOLUTION: The internal combustion engine 10 is provided which performs stoichiometric burn operation using control to actualize a theoretical air-fuel ratio, as basic control of an air-fuel ratio. In the exhaust passage 12 of the internal combustion engine 10, a particulate filter (the PM filter) 18 is provided for trapping particulate matters PM in exhaust gas. When the excessive temperature rise of the PM filter 18 is determined, fuel cut during deceleration is prohibited. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an internal combustion engine control apparatus, and more particularly, to an internal combustion engine control apparatus suitable for controlling an internal combustion engine having a particulate filter for collecting particulate matter PM in an exhaust passage of the internal combustion engine. .

  Conventionally, for example, Patent Document 1 discloses an exhaust gas purification system for a diesel engine that includes a particulate filter (hereinafter, “PM filter”) for collecting particulate matter PM in an exhaust passage. In this conventional system, the intake air throttling is performed only when it is determined that the temperature of the PM filter does not excessively increase in the deceleration operation state in which fuel supply is stopped (fuel cut) during the regeneration process of the PM filter. The opening degree of the EGR valve is increased while the opening degree of the valve is decreased.

  By performing the above-described control, the above conventional system suppresses the temperature drop of the PM filter and the PM filter is excessive when the operation state of the diesel engine becomes a deceleration operation state during the regeneration process of the PM filter. Suppressing the temperature rise. As a result, the conventional system attempts to continue the regeneration process of the PM filter satisfactorily.

JP 2005-201210 A JP-A-8-326524 JP 2003-129835 A Japanese Utility Model Publication No. 64-3017

  The conventional control described above is temperature control of the inflow gas to the PM filter assuming an internal combustion engine that performs lean burn operation such as a diesel engine. This is not intended for an internal combustion engine that performs a stoichiometric burn operation such as a gasoline engine.

  The present invention has been made in order to solve the above-described problems, and in a stoichiometric engine having a PM filter in an exhaust passage, an internal combustion engine capable of satisfactorily avoiding an excessive temperature rise of the PM filter. An object is to provide a control device.

The first aspect of the present invention is an internal combustion engine in which a particulate filter that collects particulate matter contained in exhaust gas is provided in an exhaust passage, and a stoichiometric burn operation is performed with basic control of the air-fuel ratio being controlled to achieve the stoichiometric air-fuel ratio. An engine control device,
Fuel cut control means for performing fuel cut at the time of deceleration of the internal combustion engine;
A filter OT determination means for determining whether or not the particulate filter is overheated by executing the fuel cut;
A fuel cut prohibiting means for prohibiting the fuel cut from being executed during deceleration when it is determined that the particulate filter is overheated;
It is characterized by providing.

In a second aspect based on the first aspect, the control device for the internal combustion engine further comprises air-fuel ratio control means for controlling the air-fuel ratio of the exhaust gas discharged from the internal combustion engine,
The air-fuel ratio control means, when the filter OT determination means determines that the particulate filter is overheated, prior to prohibiting the fuel cut during deceleration by the fuel cut prohibiting means, the atmosphere of the particulate filter Is characterized in that the air-fuel ratio of the exhaust gas is subjected to weak lean control so that the atmosphere becomes weaker than the stoichiometric air-fuel ratio.

  In a third aspect based on the second aspect, the air-fuel ratio control means determines that the particulate filter does not overheat by the filter OT determination means after starting the weak lean control. Until this happens, the execution of the weak lean control is continued.

In a fourth aspect based on the first aspect, the filter OT determination means includes an OT degree determination means for determining a degree of excessive temperature rise assumed for the particulate filter.
The control device for the internal combustion engine includes:
Air-fuel ratio control means for performing lean lean control on the air-fuel ratio of the exhaust gas so that the atmosphere of the particulate filter becomes an atmosphere that is weaker than the stoichiometric air-fuel ratio;
When the filter OT determination means determines that the degree of excessive temperature rise of the particulate filter is relatively high, the filter OT determination means selects the prohibition of fuel cut during deceleration by the fuel cut prohibition means. Filter OT avoidance control selection means for selecting execution of the weak lean control by the air-fuel ratio control means when it is determined that the degree of overheating of the particulate filter is relatively low by
Is further provided.

In a fifth aspect based on any one of the second to fourth aspects, the control device for the internal combustion engine includes:
A catalyst disposed in the exhaust passage and capable of purifying exhaust gas;
An upstream air-fuel ratio sensor that is disposed in the exhaust passage upstream of the catalyst and acquires information on the air-fuel ratio of the exhaust gas discharged from the cylinder;
A downstream air-fuel ratio sensor that is disposed in the exhaust passage downstream of the catalyst and acquires information on the air-fuel ratio of the exhaust gas discharged downstream of the catalyst;
The particulate filter is disposed in the exhaust passage upstream of the downstream air-fuel ratio sensor,
The air-fuel ratio control means controls the atmosphere of the particulate filter to a weak lean atmosphere based on the output of the downstream air-fuel ratio sensor when the weak lean control is executed.

  According to the first invention, it is possible to suppress a rapid increase in the amount of oxygen supplied to the high-temperature particulate filter in which the particulate matter PM is sufficiently deposited. For this reason, in an internal combustion engine that performs stoichiometric burn operation, it is possible to avoid the particulate filter from becoming abnormally hot due to the execution of fuel cut, and it is possible to suitably prevent the filter from being melted.

  According to the second aspect of the invention, when it is determined that there is a concern about overheating of the particulate filter, weak lean control is executed prior to prohibiting fuel cut. That is, according to the present invention, the particulate matter PM is quickly burned and removed by the weak lean control at an early stage when the excessive temperature rise of the particulate filter starts to be concerned. For this reason, according to the present invention, it is possible to suitably achieve both prevention of excessive temperature rise of the particulate filter (and accompanying filter erosion) and improvement of fuel consumption by securing a fuel cut execution time. In addition, in this way, in the system including the internal combustion engine that basically performs the stoichiometric burn operation, it is possible to satisfactorily avoid the occurrence of the excessive temperature rise of the particulate filter (and the accompanying melt damage of the filter), It is possible to easily continue the continuous regeneration process of the particulate matter PM collected by the filter without any harmful effects.

  According to the third aspect of the present invention, it is possible to avoid the accumulation of particulate matter PM on the particulate filter to such an extent that the occurrence of melting damage due to the abnormally high temperature accompanying the execution of the fuel cut is concerned.

  According to the fourth invention, either one of prohibition of fuel cut and execution of weak lean control is selected according to the degree of excessive temperature rise assumed for the particulate filter. For this reason, according to the present invention, it is possible to suitably achieve both prevention of excessive temperature rise of the particulate filter (and accompanying filter erosion) and improvement of fuel consumption by securing a fuel cut execution time. In addition, in this way, in the system including the internal combustion engine that basically performs the stoichiometric burn operation, it is possible to satisfactorily avoid the occurrence of the excessive temperature rise of the particulate filter (and the accompanying melt damage of the filter), It is possible to easily continue the continuous regeneration process of the particulate matter PM collected by the filter without any harmful effects.

  According to the fifth aspect of the invention, the downstream side air-fuel ratio sensor disposed in the exhaust passage downstream of the catalyst is used to obtain information on the air-fuel ratio of the exhaust gas discharged downstream of the catalyst. It becomes possible to accurately control the oxygen concentration of the exhaust gas passing through the curate filter. Thus, the weak lean control can be performed with high accuracy while minimizing the deterioration of the NOx purification ability.

Embodiment 1 FIG.
[Description of system configuration]
FIG. 1 is a schematic diagram for explaining an internal combustion engine system according to Embodiment 1 of the present invention. The system shown in FIG. 1 includes an internal combustion engine 10. The internal combustion engine 10 is a stoichiometric burn engine that performs combustion based on air-fuel ratio control that is performed so as to achieve a stoichiometric air-fuel ratio (stoichiometric). Here, the internal combustion engine 10 is an internal combustion engine that performs such stoichiometric burn operation. An example of the engine is a gasoline engine.

  The internal combustion engine 10 is provided with an exhaust passage 12. A main linear A / F sensor (hereinafter simply referred to as “A / F sensor”) 14 for detecting an air-fuel ratio of exhaust gas discharged from the cylinder is disposed in the exhaust passage 12. The A / F sensor 14 is a sensor that emits a substantially linear output with respect to the air-fuel ratio of the exhaust gas.

  An upstream three-way catalyst 16 capable of purifying the three-way components ((NOx, HC, CO) contained in the exhaust gas is disposed in the exhaust passage 12 downstream of the A / F sensor 14. A particulate filter (hereinafter referred to as “PM filter”) 18 capable of collecting and removing particulate matter PM contained in the exhaust gas is disposed in the exhaust passage 12 downstream of the side three-way catalyst 16. Has been.

  In the exhaust passage 12 downstream of the PM filter 18, a sub O2 sensor 20 that emits a signal corresponding to whether the air-fuel ratio at that position is rich or lean is disposed. Further, a downstream side three-way catalyst 22 capable of purifying the three-way component contained in the exhaust gas is disposed in the exhaust passage 12 downstream of the sub O2 sensor 20. The air-fuel ratio sensor arranged on the upstream side of the upstream side three-way catalyst 16 may not be the main linear A / F sensor 14 but may be an oxygen sensor having the same configuration as the sub O2 sensor 20. .

  The system shown in FIG. 1 includes an ECU (Electronic Control Unit) 24. In the ECU 24, various information for controlling the internal combustion engine 10 together with the A / F sensor 14 and the sub-O2 sensor 20 (engine coolant temperature, intake air amount, engine speed, throttle opening, accelerator opening, etc.). Various sensors (not shown in the figure) for measuring are connected. The ECU 24 is connected to various actuators (not shown) such as a throttle valve, a fuel injection valve, and a spark plug.

(Air-fuel ratio feedback control)
As described above, the internal combustion engine 10 of the present embodiment is an internal combustion engine that performs a stoichiometric burn operation with the basic control of the air-fuel ratio control that is performed to achieve the stoichiometric air-fuel ratio. More specifically, in the present embodiment, the air-fuel ratio is set to a value close to the theoretical air-fuel ratio by executing the following air-fuel ratio feedback control using the outputs of the A / F sensor 14 and the sub O2 sensor 20. I try to control it. That is, in the system of the present embodiment, main feedback control is executed based on the output of the upstream A / F sensor 14. Then, the sub feedback control is executed based on the output of the sub O 2 sensor 20 on the downstream side. In the main feedback control, the fuel injection amount is controlled so that the air-fuel ratio of the exhaust gas flowing into the upstream side three-way catalyst 16 matches the control target air-fuel ratio. In the sub-feedback control, the content of the main feedback control is corrected so that the air-fuel ratio of the exhaust gas flowing out downstream of the upstream side three-way catalyst 16 becomes the stoichiometric air-fuel ratio.

(PM collection and regeneration by PM filter)
According to the PM filter 18 shown in FIG. 1, PM contained in exhaust gas can be collected and suppressed from being released into the atmosphere. In a system including such a PM filter 18, in order to continuously collect PM, a regeneration process is necessary to remove the collected PM and regenerate the collection ability of the PM filter 18. Become. As such a PM regeneration process, a process of burning and removing the collected PM by placing the PM filter 18 in a high-temperature and lean atmosphere can be considered. More specifically, in the system of the present embodiment including a stoichiometric engine, a structure for supplying oxygen from the outside to the PM filter 18 is provided as a steady regeneration process of the PM filter 18. Thus, a continuous regeneration process for continuously regenerating the PM filter 18 is performed.

[Characteristics of Embodiment 1]
(Problems peculiar to stoichiometric engine due to regeneration of PM filter)
By the way, a stoichiometric burn engine that performs combustion with the air-fuel ratio controlled to the stoichiometric air-fuel ratio, like the internal combustion engine 10 of the present embodiment, is different from a lean burn engine that performs a lean combustion operation such as a diesel engine. As a result, the combustion temperature tends to increase. As a result, in the stoichiometric burn engine, the ambient temperature of the PM filter 18 is likely to be higher than in the lean burn engine. On the other hand, in the case of a stoichiometric burn engine, the atmosphere of the PM filter 18 is basically a stoichiometric atmosphere, so that it is difficult to secure a sufficient amount of oxygen in the atmosphere of the PM filter 18 as compared with the lean burn engine. .

  In such a stoichiometric burn engine, when a fuel cut is executed by issuing a deceleration request during the operation of the internal combustion engine 10, the oxygen concentration in the PM filter 18 atmosphere that was in the stoichiometric atmosphere rapidly increases. Will do. At this time, if the PM filter 18 is in a high temperature state, a large amount of oxygen is suddenly supplied to the PM filter 18 so that the PM deposited on the PM filter 18 is burned at once.

  When the combustion of PM is performed, the reaction rate of the oxidation reaction (that is, the combustion rate of PM) increases as the amount of oxygen input to PM, which is fuel, increases. The degree of temperature rise of the PM filter 18 accompanying PM combustion increases as the amount of PM deposited on the PM filter 18 increases and as the reaction rate (PM combustion rate) increases.

  Therefore, when the amount of PM deposited on the PM filter 18 is large and the temperature of the PM filter 18 is high, when a deceleration request is issued and fuel cut is executed, the PM filter 18 is rapidly heated. As a result, there is a concern that the PM filter 18 may be melted when the temperature of the PM filter 18 exceeds the upper limit temperature.

(Outline of characteristic control of Embodiment 1)
Therefore, in the present embodiment, the amount of PM deposited on the PM filter 18 is relatively large, and the temperature of the PM filter 18 is relatively high. If it can be determined that it is in a stage, the air-fuel ratio of the exhaust gas is subjected to weak lean control so that the atmosphere of the PM filter 18 is slightly leaner than the stoichiometric air-fuel ratio. At the time of this weak lean control, the PM filter 18 using the output of the sub O2 sensor 20 is controlled so that the PM filter 18 does not exceed the filter upper limit temperature and become abnormally high temperature due to combustion of the accumulated PM. The PM combustion rate (that is, the PM regeneration rate) is controlled by adjusting the lean degree.

  Furthermore, in this embodiment, when the amount of PM deposited on the PM filter 18 is sufficiently large and the temperature of the PM filter 18 is sufficiently high, a fuel cut is executed during deceleration. When it can be determined that the PM filter 18 is in the second stage where the filter upper limit temperature is exceeded and becomes an abnormally high temperature, execution of fuel cut is prohibited during deceleration.

(Specific processing in Embodiment 1)
FIG. 2 is a flowchart showing a routine executed by the ECU 24 in order to realize the above function.
In the routine shown in FIG. 2, it is first determined whether or not the feedback control of the air-fuel ratio (A / F) for the internal combustion engine 10 to perform the stoichiometric burn operation is being performed (step 100).

  As a result, when it is determined that the feedback control is being performed, it is determined whether or not the PM accumulation amount spm on the PM filter 18 is equal to or greater than a predetermined value spm1 (step 102). The predetermined value spm1 is such that the PM accumulation amount spm on the PM filter 18 is concerned that the PM filter 18 exceeds the filter upper limit temperature and becomes abnormally high when the fuel cut is executed during deceleration. This is a threshold value for determining whether or not the amount is the accumulation amount.

  In this step 102, the PM accumulation amount spm is the operating history of the internal combustion engine 10 (cooling water temperature, air-fuel ratio, intake air amount), the temperature of the PM filter 18, and the oxygen concentration history of the atmosphere of the PM filter 18. Is determined based on The temperature of the PM filter 18 can be estimated based on the operating conditions (engine speed and load factor) of the internal combustion engine 10, and the oxygen concentration history in the atmosphere of the PM filter 18 is downstream of the PM filter 18. It can be acquired based on the output of the sub O2 sensor 20 arranged on the side.

  If it is determined in step 102 that the filter accumulation PM amount spm> predetermined value spm1, then it is determined whether the temperature tempflt of the PM filter 18 is equal to or higher than the predetermined value tempflt1 (step 104). . The predetermined value tempflt1 is a threshold value for determining whether or not the temperature tempflt of the PM filter 18 is a temperature at which melting of the PM filter 18 is caused when fuel cut is performed during deceleration.

  If it is determined in step 104 that the filter temperature tempflt> predetermined value tempflt1, that is, if the determinations in steps 102 and 104 are both established, the fuel is maintained in the state where the PM filter 18 is currently placed. When it can be determined that the PM filter 18 may be melted when the cut is executed (in the second stage), the fuel cut (F / C) is prohibited during the deceleration. Prohibition control is started (step 106).

  On the other hand, if the determination in step 102 or 104 is not established, the F / C prohibition control is terminated (step 108). That is, the execution of the normal fuel cut control is permitted. In this case, it is then determined whether or not the PM deposition amount spm on the PM filter 18 is greater than or equal to a predetermined value spm2 (step 110). The predetermined value spm2 is a threshold value for determining whether or not the good regeneration process can be continued without excessive temperature rise of the PM filter 18. The predetermined value spm2 is set to a value smaller than the predetermined value spm1.

If it is determined in step 110 that the filter accumulation PM amount spm> predetermined value spm2, then it is determined whether the temperature tempflt of the PM filter 18 is equal to or higher than the predetermined value tempflt2 (step 112). . The predetermined value tempflt2 is a threshold value for determining whether or not good regeneration processing can be continued without excessive temperature rise of the PM filter 18. The predetermined value tempflt2 is set to a value smaller than the predetermined value tempflt1.

  If it is determined in step 112 that the filter temperature tempflt> predetermined value tempflt2, that is, the determinations in steps 110 and 112 are both established, the PM filter 18 is currently placed in a large amount. If it can be determined that there is a concern that the PM filter 18 will overheat when it is inadvertently supplied to the PM filter 18 (when it is in the first stage), the F / C inhibition control is performed. Prior to implementation, first, weak lean control is performed to make the atmosphere of the PM filter 18 have a lean air / fuel ratio that is weaker than the stoichiometric air / fuel ratio (step 114).

  In the weak lean control at step 114, the combustion rate of PM (regeneration rate of the PM filter) is controlled by controlling the lean degree of the atmosphere of the PM filter 18 using the output of the sub O2 sensor 20. As described above, as the amount of oxygen supplied to the PM filter 18 increases, the PM combustion speed increases, and as a result, the PM combustion temperature increases. Therefore, in this step 114, in accordance with the current state of the filter deposition PM amount spm and the filter temperature tempflt within a range in which the excessive temperature rise of the PM filter 18 does not occur due to the supply of oxygen to the PM filter 18 by weak lean control. Thus, the lean degree of the atmosphere of the PM filter 18 is adjusted.

  Further, the adjustment of the lean degree in the weak lean control as described above may be performed by leaning the control target air-fuel ratio of the A / F sensor 14 disposed on the upstream side of the PM filter 18. Alternatively, the control target air-fuel ratio of the sub O2 sensor 20 disposed on the downstream side of the PM filter 18 may be made lean.

  On the other hand, if the determination in step 110 or 112 is not established, the weak lean control is terminated (step 116). That is, the control of the air-fuel ratio is returned to the normal air-fuel ratio feedback control that targets the stoichiometric air-fuel ratio.

  According to the routine shown in FIG. 2 described above, the PM deposition amount spm on the PM filter 18 is sufficiently larger than the predetermined value spm1, and the temperature tempflt of the PM filter 18 exceeds the predetermined value tempflt1. If it is determined that the PM filter 18 is in the second stage in which the temperature exceeds the filter upper limit temperature and becomes an abnormally high temperature when the fuel cut is executed at the time of deceleration because the fuel cut is executed at the time of deceleration, the fuel at the time of deceleration is reduced. Cut execution is prohibited. According to such control, it is possible to suppress a rapid increase in the amount of oxygen supplied to the high-temperature PM filter 18 in which PM is sufficiently deposited by prohibiting fuel cut. For this reason, it can avoid that PM filter 18 becomes abnormally high temperature, and it can prevent melting damage of PM filter 18 suitably.

  Further, according to the routine shown in FIG. 2, the PM deposition amount spm on the PM filter 18 becomes relatively large exceeding the predetermined value spm2 (<spm1), and the temperature tempflt of the PM filter 18 is set to the predetermined value tempflt2 ( If the temperature is higher than <tempflt1) and it can be determined that the PM filter 18 is in the first stage in which overheating is a concern, the atmosphere of the PM filter 18 is prohibited prior to prohibition of fuel cut. The above-described weak lean control is executed so as to obtain a lean atmosphere. In other words, according to the above routine, either the fuel cut inhibition control or the weak lean control during deceleration is selected according to the degree of excessive temperature rise assumed for the PM filter 18. . Further, according to the above routine, once the weak lean control performed to avoid overheating of the PM filter 18 is started, it is determined in step 110 that the PM filter 18 does not overheat. It continues to run until

  According to such weak lean control, when PM is deposited to such an extent that overheating of the PM filter 18 is a concern, it depends on the PM deposition amount spm on the PM filter 18 and the temperature tempflt of the PM filter 18. Thus, the PM combustion rate (PM regeneration rate) is controlled by adjusting the oxygen supply amount (lean degree). Thereby, PM combustion removal can be executed within a range where the combustion temperature of PM deposited on the PM filter 18 does not become an abnormally high temperature, and promptly reaches an appropriate level where there is no concern about overheating of the PM filter 18. Filter deposition PM amount spm can be reduced. For this reason, it is possible to avoid the accumulation of PM on the PM filter 18 to the extent that there is a concern about the occurrence of melting damage due to the abnormally high temperature accompanying the execution of the fuel cut.

  Further, according to such weak lean control, even if fuel cut is executed at the time of deceleration, the filter accumulation PM amount spm is set to an appropriate amount so that the temperature tempflt of the PM filter 18 does not exceed the upper limit temperature. You will be able to reduce it. For this reason, prohibition of fuel cut during deceleration can be avoided as much as possible. That is, it is possible to suitably achieve both the prevention of the excessive temperature rise of the PM filter 18 and the improvement of fuel consumption by securing the fuel cut execution time.

  As described above, in the present embodiment, the weak lean control is executed so that the atmosphere of the PM filter 18 becomes a lean atmosphere when the first stage at which the PM filter 18 is overheated is reached. The Therefore, in a system including the internal combustion engine 10 that basically performs stoichiometric burn operation, the PM filter 18 is excessively heated (and to it) by maintaining the filter accumulated PM amount spm at an appropriate level without fear of excessive temperature increase. Therefore, the continuous regeneration process of PM collected by the PM filter 18 can be easily continued without any harmful effects.

  Further, according to the processing of the above routine, even when the filter accumulation PM amount spm exceeds the predetermined value spm1 that is to be prohibited from performing the fuel cut, the temperature tempflt of the PM filter 18 is changed from the predetermined value tempflt1 to the predetermined value. When it is between tempflt2, the deposited PM is burned and removed by weak lean control according to the filter accumulation PM amount spm.

  Further, when such weak lean control is performed, lean gas is supplied to the upstream side three-way catalyst 16 as a result. For this reason, if the weak lean control is continued for a long time, the NOx purification ability may be deteriorated. However, in the weak lean control of the present embodiment, the output of the sub O2 sensor 20 is used to control the atmosphere of the PM filter 18 to be a weak lean atmosphere. According to such control, the oxygen concentration of the exhaust gas passing through the PM filter 18 can be accurately controlled using the sensor provided for the sub feedback control for the upstream side three-way catalyst 16. It becomes like this. Thus, the weak lean control can be performed with high accuracy while minimizing the deterioration of the NOx purification ability.

In the first embodiment described above, the “filter OT determination means” according to the first aspect of the present invention is realized by the ECU 24 executing the processes of steps 102 and 104 or steps 110 and 112 described above.
Further, the ECU 24 controls the execution of the fuel cut based on a predetermined condition when the internal combustion engine 10 is decelerated, so that the “fuel cut control means” in the first invention executes the process of step 106. Thus, the “fuel cut prohibiting means” according to the first aspect of the present invention is realized.
Further, the “air-fuel ratio control means” in the second or fourth aspect of the present invention is realized by the ECU 24 executing the processing of steps 114 and 116 described above.
Further, when the ECU 24 executes the processes of steps 102, 104, 110, and 112, the “OT degree determination means” in the fourth aspect of the present invention executes the series of processes shown in FIG. The “filter OT avoidance control selection means” according to the fourth aspect of the invention is realized.
Further, the upstream side three-way catalyst 16, the main linear A / F sensor 14, and the sub O2 sensor 20 are the "catalyst", "upstream side air-fuel ratio sensor", and "downstream side air-fuel ratio" in the fifth aspect of the invention. Corresponds to “sensor”.

It is the schematic for demonstrating the internal combustion engine system in Embodiment 1 of this invention. It is a flowchart of the routine performed in Embodiment 1 of the present invention.

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Exhaust passage 14 Main linear A / F sensor 16 Upstream side three-way catalyst 18 Particulate filter (PM filter)
20 Sub O2 sensor 22 Downstream three-way catalyst 24 ECU (Electronic Control Unit)
spm Amount of particulate matter PM deposited on particulate filter
tempflt Particulate filter temperature

Claims (5)

A control device for an internal combustion engine, which includes a particulate filter for collecting particulate matter contained in exhaust gas in an exhaust passage, and performs stoichiometric burn operation with basic control of the air-fuel ratio being performed to achieve a stoichiometric air-fuel ratio. And
Fuel cut control means for performing fuel cut at the time of deceleration of the internal combustion engine;
A filter OT determination means for determining whether or not the particulate filter is overheated by executing the fuel cut;
A fuel cut prohibiting means for prohibiting the fuel cut from being executed during deceleration when it is determined that the particulate filter is overheated;
A control device for an internal combustion engine, comprising: The control device for an internal combustion engine further includes air-fuel ratio control means for controlling an air-fuel ratio of exhaust gas discharged from the internal combustion engine,
The air-fuel ratio control means, when the filter OT determination means determines that the particulate filter is overheated, prior to prohibiting the fuel cut during deceleration by the fuel cut prohibiting means, the atmosphere of the particulate filter 2. The control apparatus for an internal combustion engine according to claim 1, wherein the air-fuel ratio of the exhaust gas is subjected to weak lean control so that the atmosphere becomes weaker than the stoichiometric air-fuel ratio.   The air-fuel ratio control means executes the weak lean control after the weak lean control is started until the filter OT determination means determines that the particulate filter does not overheat. 3. The control apparatus for an internal combustion engine according to claim 2, wherein the control apparatus continues. The filter OT determination means includes an OT degree determination means for determining a degree of excessive temperature rise assumed for the particulate filter,
The control device for the internal combustion engine includes:
Air-fuel ratio control means for performing lean lean control on the air-fuel ratio of the exhaust gas so that the atmosphere of the particulate filter becomes an atmosphere that is weaker than the stoichiometric air-fuel ratio;
When the filter OT determination means determines that the degree of excessive temperature rise of the particulate filter is relatively high, the filter OT determination means selects the prohibition of fuel cut during deceleration by the fuel cut prohibition means. Filter OT avoidance control selection means for selecting execution of the weak lean control by the air-fuel ratio control means when it is determined that the degree of overheating of the particulate filter is relatively low by
The control apparatus for an internal combustion engine according to claim 1, further comprising: The control device for the internal combustion engine includes:
A catalyst disposed in the exhaust passage and capable of purifying exhaust gas;
An upstream air-fuel ratio sensor that is disposed in the exhaust passage upstream of the catalyst and acquires information on the air-fuel ratio of the exhaust gas discharged from the cylinder;
A downstream air-fuel ratio sensor that is disposed in the exhaust passage downstream of the catalyst and acquires information on the air-fuel ratio of the exhaust gas discharged downstream of the catalyst;
The particulate filter is disposed in the exhaust passage upstream of the downstream air-fuel ratio sensor,
The air-fuel ratio control means controls the atmosphere of the particulate filter to a weak lean atmosphere based on the output of the downstream air-fuel ratio sensor when the weak lean control is executed. The control apparatus for an internal combustion engine according to any one of claims 4 to 4.

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