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WO2010013365A1 - Procédé d'estimation de température de catalyseur - Google Patents

Procédé d'estimation de température de catalyseur Download PDF

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Publication number
WO2010013365A1
WO2010013365A1 PCT/JP2008/072738 JP2008072738W WO2010013365A1 WO 2010013365 A1 WO2010013365 A1 WO 2010013365A1 JP 2008072738 W JP2008072738 W JP 2008072738W WO 2010013365 A1 WO2010013365 A1 WO 2010013365A1
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WIPO (PCT)
Prior art keywords
temperature
catalyst
internal combustion
combustion engine
calculation
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Ceased
Application number
PCT/JP2008/072738
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English (en)
Japanese (ja)
Inventor
謙一 谷岡
黒木　史宏
宮本　武司
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Bosch Corp
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Bosch Corp
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Publication of WO2010013365A1 publication Critical patent/WO2010013365A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F01N11/005—Monitoring or diagnostic devices for exhaust-gas treatment apparatus the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus the temperature or pressure being estimated, e.g. by means of a theoretical model
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—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
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • F01N3/2066—Selective catalytic reduction [SCR]
    • 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
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas apparatus
    • 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
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F02D2200/0804—Estimation of the temperature of the exhaust gas treatment apparatus
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • 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 catalyst temperature estimation method for estimating the temperature of a catalyst disposed in an exhaust passage of an internal combustion engine.
  • the present invention relates to a catalyst temperature estimation method for estimating the temperature of a catalyst disposed in an exhaust passage of an internal combustion engine having an idling stop function.
  • the exhaust gas discharged from an internal combustion engine such as a diesel engine contains nitrogen oxides (hereinafter referred to as “NO x ”) that may affect the environment.
  • NO x nitrogen oxides
  • As an exhaust gas purification apparatus used to purify the NO X additives unburned fuel and urea water solution or the like on the upstream side of the disposed in an exhaust passage catalyst injection supply, NO in the exhaust gas in the catalyst
  • An exhaust gas purification device that causes X to undergo a reduction reaction is known.
  • the supply amount of the additive is obtained by calculation so that the amount of the additive to be supplied does not become excessive or insufficient.
  • One factor in calculating the supply amount of the additive is the temperature of the catalyst.
  • the temperature of the catalyst affects the reduction efficiency of NO x in the catalyst.
  • the temperature of the catalyst also affects the amount of adsorption of ammonia produced from the aqueous urea solution to the catalyst.
  • the catalyst temperature estimation device that can accurately estimate the catalyst temperature. More specifically, the catalyst device provided in the exhaust passage of the internal combustion engine, the exhaust temperature sensor for detecting the temperature of the exhaust gas flowing into the catalyst device, and the situation of the outside air that affects the detection result of the exhaust temperature sensor Catalyst temperature estimation configured to include an outside air condition detecting means for detecting or estimating, and a catalyst temperature estimating means for estimating the temperature of the catalyst device based on the detection output of the exhaust temperature sensor and the detection output of the outside air condition detecting means.
  • An apparatus is disclosed (see Patent Document 1).
  • an idling stop device for automatically stopping the internal combustion engine during a temporary stop of the vehicle has been used in order to reduce exhaust gas from the internal combustion engine for the purpose of environmental protection and noise prevention.
  • the operation time of the internal combustion engine is restarted before the stop time of the internal combustion engine is relatively short and the temperature of the catalyst becomes equal to the exhaust temperature upstream of the catalyst.
  • the catalyst temperature estimation device as described in Patent Document 1 if this idling stop function is not taken into consideration, the catalyst temperature is reset when the internal combustion engine is automatically stopped by the idling stop control, and the operation of the internal combustion engine is performed.
  • the calculation of the catalyst temperature may be restarted with the temperature of the exhaust gas upstream of the catalyst as the initial value.
  • an error may occur between the estimated value of the catalyst temperature and the actual catalyst temperature, and the amount of additive added may be excessive or insufficient.
  • an object of the present invention is to provide a catalyst temperature estimation method capable of accurately estimating the catalyst temperature and accurately determining the supply amount of the additive even when idling stop control is performed. is there.
  • a catalyst temperature estimation method for estimating the temperature of a catalyst disposed in an exhaust passage of an internal combustion engine, wherein the catalyst temperature includes the temperature of exhaust gas discharged from the internal combustion engine, and the exhaust gas.
  • the catalyst temperature includes the temperature of exhaust gas discharged from the internal combustion engine, and the exhaust gas.
  • the calculation is continued while the internal combustion engine is stopped, and the difference between the temperature of the catalyst calculated by the calculation and the temperature of the exhaust gas upstream of the catalyst is predetermined.
  • the calculation is interrupted when the value is within the range, and the calculation is restarted when the operation of the internal combustion engine is resumed.
  • the calculation is continued while the internal combustion engine is stopped, the calculation is interrupted when a predetermined time has elapsed from the stop of the internal combustion engine, and the temperature of the catalyst is Is preferably set to the temperature of the exhaust gas upstream of the catalyst, and then the calculation is restarted.
  • the calculation is interrupted when the internal combustion engine is stopped, and the calculation is restarted after estimating the temperature change of the catalyst while the internal combustion engine is stopped when the operation of the internal combustion engine is resumed. It is preferable.
  • the calculation is interrupted when the internal combustion engine is stopped, and the measurement of the stop time is started.
  • the temperature change of the catalyst corresponding to the stop time is estimated. It is preferable to do.
  • the calculation is interrupted when the internal combustion engine is stopped and the measurement of the stop time is started.
  • the stop time exceeds a predetermined time, the measurement is stopped and the operation of the internal combustion engine is stopped.
  • restarting it is preferable to restart the calculation after setting the temperature of the catalyst to the temperature of the exhaust gas upstream of the catalyst.
  • the catalyst temperature estimation method of the present invention since the temperature change of the catalyst while the internal combustion engine is stopped by the idling stop control is also taken into consideration, the initial value of the catalyst temperature after the restart of operation may greatly deviate from the actual catalyst temperature.
  • the catalyst temperature can be accurately estimated. Therefore, the supply amount of the additive determined with the catalyst temperature as one factor is accurately calculated, and it is possible to reduce the flow of the additive or NO x to the downstream side of the catalyst.
  • the catalyst temperature estimation method of the present invention since the engine switch is on while the internal combustion engine is stopped by the idling stop control, the calculation of the catalyst temperature is continued even when the internal combustion engine is stopped. As a result, the temperature change of the catalyst can be continuously grasped, and an increase in the deviation between the estimated value of the catalyst temperature and the actual catalyst temperature can be prevented.
  • the calculation is stopped when the difference between the estimated value of the catalyst temperature and the exhaust temperature upstream of the catalyst falls within a predetermined range while the internal combustion engine is stopped.
  • the temperature of the catalyst after the stop can be predicted to match the exhaust temperature on the upstream side of the catalyst
  • the value of the exhaust gas temperature on the upstream side of the catalyst is used as the initial value of the catalyst temperature when restarting the operation of the internal combustion engine. To resume the calculation.
  • the calculation is interrupted after a predetermined time has elapsed from the stop of the internal combustion engine, and the exhaust gas temperature on the upstream side of the catalyst is set as the catalyst temperature when the internal combustion engine is restarted.
  • the catalyst temperature estimation method of the present invention After the internal combustion engine is stopped by the idling stop control, the calculation is restarted after estimating the change in the catalyst temperature during the stop of the internal combustion engine when the operation of the internal combustion engine is restarted. Thus, it is possible to prevent an increase in the difference between the estimated value of the catalyst temperature and the actual catalyst temperature.
  • the change in the catalyst temperature during the stop of the internal combustion engine is estimated in consideration of the stop time of the internal combustion engine by the idling stop control.
  • the deviation between the estimated value of the catalyst temperature and the actual catalyst temperature can be kept small.
  • the exhaust temperature on the upstream side of the catalyst is set without estimating the temperature change of the catalyst when the operation of the internal combustion engine is resumed.
  • FIG. 1 is a diagram showing an overall configuration of an exhaust purification device 10, in which an additive is injected and supplied to the upstream side of a reduction catalyst 13 disposed in an exhaust passage, and NO contained in exhaust gas in the reduction catalyst 13.
  • An exhaust purification device 10 that selectively reduces and purifies X is shown.
  • the exhaust purification device 10 is disposed in the middle of an exhaust passage connected to the internal combustion engine 5, and a reduction catalyst 13 for selectively reducing NO x contained in the exhaust gas, and an upstream side of the reduction catalyst 13.
  • the main component is an additive supply device 20 for injecting and supplying an additive into the exhaust pipe 11.
  • the additive supply device 20 provided in the exhaust purification device 10 includes an additive injection valve 31 fixed to the exhaust pipe 11 on the upstream side of the reduction catalyst 13, a storage tank 50 in which the additive is stored, and a storage tank 50.
  • the additive A control device hereinafter referred to as “DCU: Dosing Control Unit” 60 that controls the operation of the injection valve 31 and the pump is provided.
  • a control device (hereinafter referred to as “ECU: Electronic Control Unit”) 70 for controlling the operation state of the internal combustion engine 5 is connected to the DCU 60.
  • Information regarding the operating state of the internal combustion engine such as the fuel injection amount, injection timing, and rotation speed of the internal combustion engine 5, is output from the ECU 70 to the DCU 60.
  • the ECU 70 obtains the exhaust gas flow rate Ugas by calculation based on the operating state of the internal combustion engine, and the calculation result is also output to the DCU 60.
  • the flow rate Ugas of the exhaust gas may be detected by providing a known flow rate sensor in the exhaust pipe 11.
  • the ECU 70 and the DCU 60 are configured as separate control devices, but the ECU 70 and the DCU 60 may be configured as a single control device. Further, each signal input / output to / from the DCU 60 may be exchanged via the CAN.
  • An exhaust temperature sensor 15 is provided in the exhaust pipe 11 upstream of the reduction catalyst 13, and the sensor value Ts of the exhaust temperature sensor 15 is read by the DCU 60.
  • the value of the exhaust temperature sensor 15 may be sent to the DCU 60 after being read by the ECU 70.
  • the exhaust purification device 10 includes an outside air temperature sensor 21 that measures the temperature of outside air around the exhaust purification device 10 and an outside air flow rate sensor 23 that measures the flow rate of outside air.
  • the sensor values Tenv and Uenv of these sensors 21 and 23 are read by the DCU 60 and used to calculate the temperature of the reduction catalyst 13.
  • the detected value of the outside air temperature sensor normally provided in the vehicle is used as the sensor value Tenv
  • the detected value of the vehicle speed sensor that detects the speed of the vehicle is used as the sensor value Uenv, which increases the cost. Is suppressed.
  • additive injection control performed by the additive supply device 20 provided in the exhaust purification device 10 of FIG. 1 will be described.
  • the additive in the storage tank 50 is pumped toward the additive injection valve 31 by a pump.
  • feedback control of the pump is performed so that the pressure on the downstream side of the pump is maintained at a predetermined pressure value.
  • the additive injection valve 31 is opened while the pressure on the downstream side of the pump is maintained at a predetermined pressure value, the additive is injected into the exhaust passage.
  • the opening / closing control of the additive injection valve 31 is performed by performing energization control to the additive injection valve 31 based on the addition instruction value from the DCU 60.
  • the DCU 60 passes through the reduction catalyst 13 without being reduced, which is detected by the temperature of the reduction catalyst 13, the operating state of the internal combustion engine 5, the exhaust gas temperature, and the NO X sensor disposed on the downstream side of the reduction catalyst 13. based on the information of the NO X amount and the like, it calculates the required injection amount of the additive to be supplied.
  • the temperature of the reduction catalyst 13, and the amount of adsorbable additives or NO X in reducing catalyst 13, a large influence to the element to reduction efficiency of the NO X in the reduction catalyst 13, to know the exact temperature Is required.
  • the requested injection amount calculated by the DCU 60 is transmitted to the control portion of the additive injection valve 31 as an addition instruction value, and the energization control of the additive injection valve 31 is performed according to the addition instruction value, whereby a predetermined amount of addition is added.
  • the agent is injected and supplied into the exhaust passage.
  • the additive injected into the exhaust passage flows into the reduction catalyst 13 together with the exhaust gas, and is used for the reduction reaction of NO x contained in the exhaust gas.
  • the ECU 70 that controls the operating state of the internal combustion engine has an idling stop function for automatically stopping the internal combustion engine 5.
  • This idling stop function automatically stops the internal combustion engine 5 when a predetermined idling stop condition is satisfied in a state where the engine switch of the internal combustion engine is turned on, thereby preventing air pollution caused by exhaust gas and noise caused by engine noise. It is a function for.
  • the idling stop condition is, for example, the state where the engine switch is on, the speed of the internal combustion engine is equal to or lower than a predetermined threshold value, and the vehicle speed is equal to or lower than the predetermined threshold value for a predetermined time or longer.
  • the present invention is not limited to this.
  • the ECU 70 restarts the operation of the internal combustion engine when the idling stop condition is once established and the internal combustion engine is automatically stopped and then the accelerator pedal is depressed or a predetermined switch is turned on.
  • the ECU 70 outputs a signal IS to the DCU 60 when the idling stop condition is satisfied and the internal combustion engine is automatically stopped or when the operation of the internal combustion engine is resumed.
  • FIG. 2 is a functional block diagram showing a part related to the temperature estimation of the catalyst in the configuration of the DCU 60.
  • the DCU 60 is configured around a microcomputer having a known configuration, and includes an output information extraction / generation unit (denoted as “output information extraction”) and an idling stop signal reception unit (denoted as “IS reception”). And a catalyst temperature calculation unit (denoted as “catalyst temperature calculation”) for performing a calculation process of the temperature of the reduction catalyst, etc. Specifically, each of these units is realized by executing a program by a microcomputer.
  • the output information extraction and generation unit includes the sensor value Ts of the exhaust temperature sensor 15 provided in the exhaust purification device 10, the sensor value Tenv of the outside air temperature sensor 21, the sensor value Uenv of the vehicle speed sensor 23, and the exhaust gas calculated by the ECU 70. This is the part that reads the gas flow rate Ugas and outputs it to the catalyst temperature calculator.
  • the idling stop signal receiving unit is a part that receives the signal IS output from the ECU 70 when the automatic stop of the internal combustion engine by the idling stop control is turned on or off, and outputs the signal IS to the catalyst temperature calculating unit.
  • the catalyst temperature calculation unit determines the temperature of the reduction catalyst based on the sensor value Ts of the exhaust temperature sensor 15, the sensor value Tenv of the outside air temperature sensor 21, the sensor value Uenv of the vehicle speed sensor 23, the exhaust gas flow rate Ugas, and the like. Is a part obtained by calculation. An example of the calculation process performed by the catalyst temperature calculation unit will be described below.
  • the reduction catalyst 13 is evenly divided into a plurality of regions B (i) ( B (1) to B (n)), and the region B (i) is determined from the balance between the amount of heat flowing into each region B (i) (B (1) to B (n)) and the amount of heat released.
  • the temperature T (i) (T (1) to T (n)) for each (B (1) to B (n)) and the average temperature TE of the reduction catalyst 13 are calculated.
  • each region B (i) (B (1) to B (n)) of the divided reduction catalyst 13 is referred to as “brick”.
  • the number of bricks B (i) to be divided is arbitrarily set.
  • the concept of “temperature rise” includes the concept of negative temperature rise (temperature drop), and the concept of “heat inflow” includes inflow of negative heat (outflow of heat). This concept is also included.
  • the amount of heat used to increase the temperature of brick B (i) is Q (i) and brick B (i) at the i-th brick B (i) from the upstream side in the exhaust flow direction.
  • Qgas (i) is the heat quantity of the exhaust gas flowing into the wall
  • Qwall (i) is the heat quantity flowing into the brick B (i) from the exhaust pipe wall surface
  • B (i-1), B (i + 1) are adjacent bricks. If the amount of heat transferred to the brick B (i) due to the temperature difference is Qscr (i), the balance of these four amounts of heat can be expressed by the following equation (1).
  • Q (i) Qgas (i) ⁇ ⁇ + Qwall (i) + Qscr (i) (1)
  • ⁇ Coefficient due to heat transfer of brick B (i)
  • h Heat transfer coefficient between brick B (i) and the atmosphere
  • A1 Surface area of the outer periphery of the brick B (i)
  • the heat transfer coefficient h between the brick B (i) and the atmosphere is a variable depending on the vehicle speed Uenv, and the value of the vehicle speed Uenv read by the vehicle speed sensor 23 is Then, the value of the heat transfer coefficient h is selected.
  • the brick is determined by the temperature difference between two adjacent bricks B (i-1) and B (i + 1).
  • the inlet temperature of the reduction catalyst can be calculated as the temperature T (1) of the brick B (1) at the most upstream in the exhaust flow direction.
  • the outlet temperature of the reduction catalyst can be calculated as the temperature T (n) of the brick B (n) on the most downstream side in the exhaust flow direction when the reduction catalyst is divided into n bricks.
  • the temperature difference ⁇ T between the inlet temperature and the outlet temperature of the reduction catalyst can be obtained by subtracting T (n) from T (1).
  • the temperature of the reduction catalyst changes linearly from the inlet to the outlet simply calculate the average of the inlet temperature T (1) and the outlet temperature T (n) of the reduction catalyst.
  • the value can also be the average temperature TE of the reduction catalyst.
  • FIG. 4 is a diagram showing a flow of the catalyst temperature estimation method of the present embodiment.
  • the rotational speed Ne of the internal combustion engine is read in step S2
  • the process proceeds to step S4.
  • the value of the threshold value Ne0 is set to, for example, the rotational speed at the time of cranking of the internal combustion engine.
  • the reason for waiting until the rotational speed Ne of the internal combustion engine exceeds the threshold value Ne0 is because it is not necessary to consider the amount of heat flowing into the catalyst in estimating the catalyst temperature.
  • step S4 in which the rotational speed Ne of the internal combustion engine has advanced beyond the threshold value Ne0, the exhaust temperature Ts t , the outside air temperature Tenv t , the vehicle speed Uenv t , and the exhaust gas flow rate Ugas t are read, and then in step S5 Based on each value, the temperature T t (i) of each brick B (i) is calculated using the above equations (1) to (9), and the average temperature TE t of the reduction catalyst is calculated. Is done.
  • step S6 it is determined whether or not the internal combustion engine is in an automatic stop state by idling stop control. If the internal combustion engine is not in the automatic stop state, the process returns to step S4, and steps S4 to S6 are repeated until the internal combustion engine is in the automatic stop state.
  • step S6 the process proceeds to step S7 when the engine is automatically stopped, if the temperature T t of each brick B (i) (i) is the same temperature as the sensor value Ts t of the exhaust gas temperature sensor not Is determined.
  • step S4 again when the temperature T t of each brick B (i) (i) is not the same temperature as the sensor value Ts t of the exhaust gas temperature sensor, while the internal combustion engine is in the automatically stopped state, temperature T t (i) is the step S4 ⁇ S7 until the same temperature as the sensor value Ts t of the exhaust gas temperature sensor is repeated for each brick B (i).
  • step S7 when the temperature T t of each brick B (i) (i) have the same temperature as the sensor value Ts t of the exhaust gas temperature sensor, the process proceeds to step S8, operation of the catalyst temperature is interrupted .
  • the calculation of the catalyst temperature is interrupted because the catalyst temperature is estimated to be equivalent to the sensor value Ts of the exhaust temperature sensor until the operation of the internal combustion engine is resumed thereafter, and the battery power Savings.
  • step S9 After the calculation of the catalyst temperature is interrupted, in step S9, when it is detected that the automatic stop of the internal combustion engine by the idling stop control is released and the operation of the internal combustion engine is restarted, the process proceeds to step S10, and the exhaust temperature is increased.
  • the calculation is interrupted when each brick temperature becomes the same as the sensor value of the exhaust temperature sensor during the automatic stop of the internal combustion engine by the idling stop control.
  • the reference time is set so that each brick temperature becomes the same as the sensor value of the exhaust temperature sensor, and the calculation is interrupted when the elapsed time from the automatic stop exceeds the set reference time. It can also be configured as follows.
  • the calculation of the catalyst temperature is continued even during the automatic stop of the internal combustion engine by the idling stop control, an increase in the deviation between the estimated value of the catalyst temperature and the actual catalyst temperature can be suppressed.
  • the calculation is interrupted when the temperature T (i) of each brick B (i) reaches the same temperature as the sensor value Ts of the exhaust temperature sensor, There is no deviation between the estimated value of the catalyst temperature and the actual catalyst temperature, and battery power is also saved.
  • the deviation between the estimated value of the catalyst temperature and the actual catalyst temperature is extremely small, and thus the reduction efficiency according to the catalyst temperature is taken into consideration. Additive injection control can be performed with high accuracy.
  • the calculation of the catalyst temperature is not performed during the automatic stop of the internal combustion engine by the idling stop control, but the internal combustion engine is being automatically stopped when the operation of the internal combustion engine is resumed.
  • This is an estimation method in which the calculation of the catalyst temperature is restarted in consideration of the temperature change of the catalyst.
  • the basic catalyst temperature estimation logic uses the equations (1) to (9) described in the first embodiment. The difference will be mainly described.
  • FIG. 5 is a functional block diagram showing a portion related to catalyst temperature estimation in the configuration of the DCU 60 ′ of this embodiment.
  • the DCU 60 ′ is configured with a microcomputer having a known configuration as a center, and includes an output information extraction / generation unit (denoted as “output information extraction”) and an idling stop signal reception unit (denoted as “IS reception”). ),
  • a catalyst temperature calculation unit (denoted as “catalyst temperature calculation”) for calculating the temperature of the reduction catalyst, a timer counter for counting an automatic stop time of the internal combustion engine, and the like as main elements.
  • the timer counter may be provided in the ECU.
  • the sensor value extraction generation unit and the idling stop signal reception unit can have the same configuration as that provided in the DCU 60 of the first embodiment.
  • the catalyst temperature calculation unit is basically configured similarly to the DCU of the first embodiment, and the above-described catalyst temperature calculation process is performed.
  • the catalyst temperature calculation unit of the DCU 60 ′ of the present embodiment calculates the temperature change of the reduction catalyst during the automatic stop of the internal combustion engine when the operation is restarted after the internal combustion engine is automatically stopped, and the temperature of each brick B (i). The operation is restarted after initializing T (i). An example of the calculation process at the time of restarting the operation will be described below.
  • FIG. 6 is a diagram showing a flow of the catalyst temperature estimation method of the present embodiment.
  • Steps S1 to S6 are performed in the same manner as steps S1 to S6 in the first embodiment.
  • the process proceeds to step S18, and counting of the stop time Tstop of the internal combustion engine by the idling stop control is started.
  • step S19 it is determined whether or not the stop time Tstop of the internal combustion engine has passed the reference time Tstop0.
  • This reference time Tstop0 is set to such a time that the temperature T (i) of each brick B (i) becomes the same temperature as the sensor value Ts of the exhaust temperature sensor. If the stop time Tstop of the internal combustion engine has not passed the reference time Tstop0, the process proceeds to step S20, where it is determined whether or not the idling stop control is canceled and the operation of the internal combustion engine is resumed. If the internal combustion engine is in the automatic stop state, the process returns to step S19. If the operation of the internal combustion engine is resumed, the process proceeds to step S21.
  • step S22 calculation for estimating the temperature T (i) of each brick B (i) during the automatic stop of the internal combustion engine is executed according to the counter value of the stop time Tstop of the internal combustion engine.
  • the amount of heat Qscr t s (1) transferred from the upstream brick B (i-1) during operation of the internal combustion engine. )
  • T t s (n + 1)
  • the temperature gradient of the exhaust temperature is calculated by a calculation formula (curve change) that takes into account heat transfer from the reduction catalyst to the exhaust and heat transfer from the exhaust to the outside air, and the temperature gradient of the outside air temperature is linearly calculated.
  • the temperature T (i) of each brick B (i) is calculated by deriving the exhaust temperature Ts and the outside air temperature Tenv at the time of each calculation, assuming that it changes.
  • step S24 the process proceeds to step S24, and the count of the stop time Tstop is stopped.
  • the reason why the stop time Tstop is stopped is that the catalyst temperature is estimated to be equal to the sensor value Ts of the exhaust temperature sensor until the operation of the internal combustion engine is resumed thereafter.
  • step S25 After the count of the stop time Tstop of the internal combustion engine is stopped, in step S25, when it is detected that the automatic stop of the internal combustion engine by the idling stop control is canceled and the operation of the internal combustion engine is restarted, the process proceeds to step S26.
  • the automatic stop time Tstop of the internal combustion engine by the idling stop control is counted by the timer counter, but the measurement signal of the clock provided in the vehicle or the like May be used.
  • the stop time Tstop is counted during the automatic stop of the internal combustion engine by idling stop control, and the change in the temperature T (i) of each brick B (i) during the automatic stop is calculated when the operation of the internal combustion engine is resumed. By doing so, the spread of the deviation between the estimated value of the catalyst temperature and the actual catalyst temperature can be suppressed.
  • the automatic stop time Tstop of the internal combustion engine by the idling stop control exceeds the reference time Tstop0, the count of the stop time Tstop is stopped, thereby causing a deviation between the estimated value of the catalyst temperature and the actual catalyst temperature. This also saves battery power.
  • the difference between the estimated value of the catalyst temperature and the actual catalyst temperature is extremely small. Therefore, the reduction efficiency according to the catalyst temperature is considered.
  • the injection control of the additive can be performed with high accuracy.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention porte sur un procédé d'estimation de température de catalyseur qui peut estimer avec précision la température d'un catalyseur, même si une commande d'arrêt au ralenti est effectuée, pour déterminer avec précision la quantité de distribution d'un agent d'addition. L'invention porte en particulier sur un procédé d'estimation de température de catalyseur pour estimer la température d'un catalyseur placé dans un trajet de gaz d'échappement d'un moteur à combustion interne, dans lequel la température du catalyseur est estimée par un calcul effectué sur la base de la température des gaz d'échappement évacués depuis le moteur, de la vitesse d'écoulement des gaz d'échappement, de la température de l'air extérieur et de la vitesse d'écoulement de l'air extérieur. Le calcul est effectué en tenant compte d'un changement de la température du catalyseur durant un arrêt du moteur effectué par une commande d'arrêt au ralenti qui arrête automatiquement le moteur.
PCT/JP2008/072738 2008-08-01 2008-12-15 Procédé d'estimation de température de catalyseur Ceased WO2010013365A1 (fr)

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JP2008199540 2008-08-01

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WO2016152391A1 (fr) * 2015-03-25 2016-09-29 いすゞ自動車株式会社 Système de purification des gaz d'échappement, et procédé de commande de catalyseurs
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US10067005B2 (en) 2014-03-20 2018-09-04 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Apparatus for estimating temperatures of vehicle
JP2015209774A (ja) * 2014-04-24 2015-11-24 三菱自動車工業株式会社 車両のエンジン制御装置
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US11149615B2 (en) 2018-12-25 2021-10-19 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine
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US11199119B2 (en) 2018-12-25 2021-12-14 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine
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US11286837B2 (en) * 2018-12-25 2022-03-29 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine
CN114856779A (zh) * 2022-04-18 2022-08-05 东风柳州汽车有限公司 催化器温度检测方法、装置、设备及存储介质

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