U.S. patent application number 12/223593 was filed with the patent office on 2009-01-29 for exhaust purification device of compression ignition type internal combustion engine.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. Invention is credited to Takamitsu Asanuma, Kotaro Hayashi, Shinya Hirota, Hiromasa Nishioka, Hiroshi Otsuki, Kohei Yoshida.
Application Number | 20090025369 12/223593 |
Document ID | / |
Family ID | 39644588 |
Filed Date | 2009-01-29 |
United States Patent
Application |
20090025369 |
Kind Code |
A1 |
Yoshida; Kohei ; et
al. |
January 29, 2009 |
Exhaust Purification Device of Compression Ignition Type Internal
Combustion Engine
Abstract
In an internal combustion engine, the engine is formed so that
an output of an electric motor can be superposed on an output of
the engine. In the engine exhaust passage upstream of the NO.sub.X
storage catalyst, an SO.sub.X trap catalyst able to trap the
SO.sub.X contained in the exhaust gas is arranged. When
regenerating the SO.sub.X trap catalyst, the vehicle drive power
from the engine and the vehicle drive power from the electric motor
are adjusted so that the SO.sub.X concentration in the exhaust gas
flowing out from the SO.sub.X trap catalyst becomes less than a
predetermined SO.sub.X concentration during the regeneration
period.
Inventors: |
Yoshida; Kohei;
(Gotenba-shi, JP) ; Nishioka; Hiromasa;
(Susono-shi, JP) ; Hayashi; Kotaro; (Mishima-shi,
JP) ; Asanuma; Takamitsu; (Mishima-shi, JP) ;
Hirota; Shinya; (Susono-shi, JP) ; Otsuki;
Hiroshi; (Susono-shi, JP) |
Correspondence
Address: |
OLIFF & BERRIDGE, PLC
P.O. BOX 320850
ALEXANDRIA
VA
22320-4850
US
|
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
TOYOTA-SHI
JP
|
Family ID: |
39644588 |
Appl. No.: |
12/223593 |
Filed: |
January 24, 2008 |
PCT Filed: |
January 24, 2008 |
PCT NO: |
PCT/JP2008/051467 |
371 Date: |
August 4, 2008 |
Current U.S.
Class: |
60/285 ; 60/295;
60/299 |
Current CPC
Class: |
F01N 2570/04 20130101;
Y02A 50/2348 20180101; B60W 20/00 20130101; Y02T 10/6239 20130101;
B60W 10/06 20130101; Y02T 10/6286 20130101; F01N 3/0814 20130101;
B01D 2257/302 20130101; F02B 37/00 20130101; B60Y 2400/435
20130101; B60W 2510/0657 20130101; B01D 2258/01 20130101; Y02T
10/6221 20130101; B60W 10/08 20130101; B60K 6/445 20130101; F01N
3/085 20130101; F01N 3/0885 20130101; Y02T 10/40 20130101; Y02T
10/54 20130101; Y02T 10/62 20130101; F01N 13/0097 20140603; F02D
41/0047 20130101; B60W 20/15 20160101; F01N 2610/03 20130101; B60K
6/48 20130101 |
Class at
Publication: |
60/285 ; 60/299;
60/295 |
International
Class: |
F01N 9/00 20060101
F01N009/00 |
Foreign Application Data
Date |
Code |
Application Number |
Jan 26, 2007 |
JP |
2007-016432 |
Claims
1. An exhaust purification device of compression ignition type
internal combustion engine arranging, in an engine exhaust passage,
an SO.sub.X trap catalyst able to trap SO.sub.X contained in
exhaust gas and arranging, in the exhaust passage downstream of the
SO.sub.X trap catalyst, an NO.sub.X storage catalyst storing
NO.sub.X contained in the exhaust gas when the air-fuel ratio of an
inflowing exhaust gas is lean and releasing stored NO.sub.X when
the air-fuel ratio of the inflowing exhaust gas becomes a
stoichiometric air-fuel ratio or rich, wherein said device is
provided with an electric power device able to generate vehicle
drive power separate from the vehicle drive power from the engine
and able to generate electric power from the engine and, when the
SO.sub.X trap catalyst should be regenerated, the vehicle drive
power from the engine and the vehicle drive power from the electric
power device are adjusted so that an SO.sub.X concentration in the
exhaust gas flowing out from the SO.sub.X trap catalyst becomes
less than a predetermined SO.sub.X concentration during a
regeneration period.
2. An exhaust purification device of a compression ignition type
internal combustion engine as set forth in claim 1, wherein when
the SO.sub.X trap catalyst should be regenerated, the output torque
of the engine is controlled so that the SO.sub.X concentration in
the exhaust gas flowing out from the SO.sub.X trap catalyst becomes
less than the predetermined SO.sub.X concentration during the
regeneration period, and a shortage or excess of the torque with
respect to the required torque is adjusted by the electric power
device.
3. An exhaust purification device of a compression ignition type
internal combustion engine as set forth in claim 2, wherein the
SO.sub.X trap catalyst is regenerated under a rich air-fuel ratio
of exhaust gas flowing into the SO.sub.X trap catalyst and, at this
time, the output torque of the engine is made to increase along
with progress in a regeneration treatment.
4. An exhaust purification device of a compression ignition type
internal combustion engine as set forth in claim 2, wherein the
SO.sub.X trap catalyst is regenerated under a lean air-fuel ratio
of exhaust gas flowing into the SO.sub.X trap catalyst and, at this
time, the output torque of the engine is held substantially
constant except at an initial stage of a regeneration
treatment.
5. An exhaust purification device of a compression ignition type
internal combustion engine as set forth in claim 2, wherein the
SO.sub.X concentration in the exhaust gas flowing out from the
SO.sub.X trap catalyst is detected, and the output torque of the
engine is controlled so that a detected SO.sub.X concentration
becomes within a predetermined SO.sub.X concentration range.
Description
TECHNICAL FIELD
[0001] The present invention relates to an exhaust purification
device of a compression ignition type internal combustion
engine.
BACKGROUND ART
[0002] Known in the art is an internal combustion engine arranging
in an engine exhaust passage an NO.sub.X storage catalyst storing
NO.sub.X contained in exhaust gas when the air-fuel ratio of the
inflowing exhaust gas is lean and releasing the stored NO.sub.X
when the air-fuel ratio of the inflowing exhaust gas becomes a
stoichiometric air-fuel ratio or rich. In this internal combustion
engine, NO.sub.X formed when burning fuel under a lean air-fuel
ratio is stored in the NO.sub.X storage catalyst. On the other
hand, as the NO.sub.X storage catalyst approaches saturation of the
NO.sub.X storage ability, the air-fuel ratio of the exhaust gas is
temporarily made rich, whereby NO.sub.X is released from the
NO.sub.X storage catalyst and reduced.
[0003] However, fuel and lubrication oil contain sulfur. Therefore,
the exhaust gas also contains SO.sub.X. This SO.sub.X is stored
together with the NO.sub.X in the NO.sub.X storage catalyst. This
SO.sub.X is not released from the NO.sub.X storage catalyst by just
making the exhaust gas a rich air-fuel ratio. Therefore, the amount
of SO.sub.X stored in the NO.sub.X storage catalyst gradually
increases. As a result, the storable NO.sub.X amount ends up
gradually decreasing.
[0004] However, in this case, if raising the temperature of the
NO.sub.X storage catalyst and making the air-fuel ratio of the
exhaust gas flowing into the NO.sub.X storage catalyst rich, the
SO.sub.X stored in the NO.sub.X storage catalyst is gradually
released from the NO.sub.X storage catalyst. Therefore, there is
known a hybrid internal combustion engine provided with an electric
motor, in which when SO.sub.X should be released from the NO.sub.X
storage catalyst, the air-fuel ratio of the exhaust gas is made
rich and a speed of rotation of a crankshaft is made faster by the
electric motor at the time of the expansion stroke to make an
after-burn period longer and thereby make the exhaust gas
temperature higher (for example, see Japanese Patent Publication
(A) No. 2005-61234).
[0005] On the other hand, there is known an internal combustion
engine in which an SO.sub.X trap catalyst able to trap the SO.sub.X
in the exhaust gas is arranged in the engine exhaust passage
upstream of the NO.sub.X storage catalyst (see Japanese Patent
Publication (A) No. 2005-133610). In this internal combustion
engine, by trapping the SO.sub.X contained in the exhaust gas by
the SO.sub.X trap catalyst, the inflow of SO.sub.X into the
NO.sub.X storage catalyst is prevented.
[0006] However, even when using such an SO.sub.X trap catalyst,
when the SO.sub.X trap rate of the SO.sub.X trap catalyst falls, it
is necessary to regenerate the SO.sub.X trap catalyst. In this
case, the SO.sub.X trap catalyst can be regenerated by raising the
temperature of the SO.sub.X trap catalyst. However, the amount of
SO.sub.X trapped by this SO.sub.X trap catalyst is much greater
than the amount of SO.sub.X stored in the NO.sub.X storage
catalyst, and thus, if the SO.sub.X trap catalyst is excessively
raised in temperature even a little, the trapped SO.sub.X is
released all at once. As a result, the SO.sub.X concentration in
the exhaust gas flowing out from the SO.sub.X trap catalyst ends up
becoming extremely high.
[0007] SO.sub.X is itself harmful, and if the temperature becomes
higher, SO.sub.X sometimes changes to harmful hydrogen sulfide
H.sub.2S. Therefore, it is necessary to avoid the concentration of
SO.sub.X in the exhaust gas, which is exhausted into the outside
air, from becoming high. That is, when using an SO.sub.X trap
catalyst, it is necessary to hold the concentration of SO.sub.X in
the exhaust gas flowing out from the SO.sub.X trap catalyst within
a constant limit.
DISCLOSURE OF THE INVENTION
[0008] An object of the present invention is to provide a
compression ignition type internal combustion engine able to hold
the SO.sub.X concentration in the exhaust gas flowing out from the
SO.sub.X trap catalyst at a certain limit or lower.
[0009] According to the present invention, there is provided an
exhaust purification device of compression ignition type internal
combustion engine arranging, in an engine exhaust passage, an
SO.sub.X trap catalyst able to trap SO.sub.X contained in exhaust
gas and arranging, in the exhaust passage downstream of the
SO.sub.X trap catalyst, an NO.sub.X storage catalyst storing
NO.sub.X contained in the exhaust gas when the air-fuel ratio of an
inflowing exhaust gas is lean and releasing stored NO.sub.X when
the air-fuel ratio of the inflowing exhaust gas becomes a
stoichiometric air-fuel ratio or rich, wherein the device is
provided with an electric power device able to generate vehicle
drive power separate from the vehicle drive power from the engine
and able to generate electric power from the engine and, when the
SO.sub.X trap catalyst should be regenerated, the vehicle drive
power from the engine and the vehicle drive power from the electric
power device are adjusted so that an SO.sub.X concentration in the
exhaust gas flowing out from the SO.sub.X trap catalyst becomes
less than a predetermined SO.sub.X concentration during a
regeneration period.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is an overview of a compression ignition type
internal combustion engine, FIG. 2 is a cross-sectional view of the
surface part of a catalyst carrier of an NO.sub.X storage catalyst,
FIG. 3 is a cross-sectional view of the surface part of a substrate
of an SO.sub.X trap catalyst, FIG. 4 is a view showing the SO.sub.X
trap rate, FIG. 5 is a view showing a map of stored SO.sub.X
amounts SOXA, SOXB, FIG. 6 is a view showing the relationship of
the stored SO.sub.X amount .SIGMA.SOX and the stored SO.sub.X
amount SO(n) for regeneration control, FIG. 7 is a flow chart for
determining the timing of regeneration, FIG. 8 is a view showing
the SO.sub.X release temperature, FIG. 9 is a time chart showing
regeneration control, FIG. 10 is a view showing the output torque
of the engine, FIG. 11 is a flow chart for regeneration control,
FIG. 12 is a flow chart showing another embodiment for regeneration
control, FIG. 13 is a time chart showing regeneration control, and
FIG. 14 is a view showing another embodiment of an electric power
device.
BEST MODE FOR CARRYING OUT THE INVENTION
[0011] FIG. 1 is an overview of a compression ignition type
internal combustion engine.
[0012] Referring to FIG. 1, 1 indicates an engine body, 2 a
combustion chamber of each cylinder, 3 an electronically controlled
fuel injector injecting fuel into each combustion chamber 2, 4 an
intake manifold, and 5 an exhaust manifold. The intake manifold 4
is connected through an intake duct 6 to the outlet of a compressor
7a of an exhaust turbocharger 7, while the inlet of the compressor
7a is connected through an intake air detector 8 to an air cleaner
9. Inside the intake duct 6, a throttle valve 10 driven by the step
motor is arranged. Further, around the intake duct 6, a cooling
device 11 for cooling the intake air flowing through the intake
duct 6 is arranged. In the embodiment shown in FIG. 1, the engine
cooling water is led into the cooling device 11 where the engine
cooling water is used to cool the intake air.
[0013] On the other hand, the exhaust manifold 5 is connected to
the inlet of an exhaust turbine 7b of the exhaust turbocharger 7.
The outlet of the exhaust turbine 7b is connected to the inlet of a
catalyst converter 12. Inside the catalyst converter 12, an
SO.sub.X trap catalyst 13 and NO.sub.X storage catalyst 14 are
arranged in this order from the upstream side. Inside the catalyst
converter 12 between the SO.sub.X trap catalyst 13 and the NO.sub.X
storage catalyst 14, a temperature sensor 15 for detecting the
temperature of the exhaust gas flowing out from the SO.sub.X trap
catalyst 13 and an SO.sub.X sensor 16 for detecting the SO.sub.X
concentration in the exhaust gas flowing out from the SO.sub.X trap
catalyst 13 are provided. In the embodiment according to the
present invention, the temperature of the SO.sub.X trap catalyst 13
is estimated from the detection value of this temperature sensor
15.
[0014] The exhaust manifold 5 and intake manifold 4 are connected
to each other through an exhaust gas recirculation (hereinafter
referred to as "EGR") passage 17. Inside the EGR passage 17, an
electronic control type EGR control valve 18 is arranged. Further,
around the EGR passage 17, a cooling device 19 for cooling the EGR
gas flowing through the EGR passage 17 is arranged. In the
embodiment shown in FIG. 1, engine cooling water is led to the
cooling device 19 where the engine cooling water cools the EGR gas.
On the other hand, each fuel injector 3 is connected through a fuel
tube 20 to a common rail 21. This common rail 21 is fed with fuel
from an electronically controlled variable discharge fuel pump 22.
The fuel fed into the common rail 21 is fed through each fuel tube
20 into the fuel injectors 3. Further, inside the exhaust manifold
5, a reducing agent feed valve 23 for feeding a reducing agent
comprised of for example a hydrocarbon into the exhaust manifold 5
is attached.
[0015] On the other hand, in the embodiment shown in FIG. 1, a
transmission 25 is coupled with the output shaft of the engine,
while an electric motor 27 is coupled with the output shaft 26 of
the transmission 25. In this case, as the transmission 25, it is
possible to use an ordinary gear-type automatic transmission
provided with a torque converter, a manual transmission, a
gear-type automatic transmission of a type designed to
automatically perform the clutch operation and gear shift operation
in a manual transmission provided with a clutch, etc.
[0016] Further, the electric motor 27 coupled with the output shaft
26 of the transmission 25 comprises an electric power device able
to generate vehicle drive power separate from the vehicle drive
power from the engine and able to generate electric power by the
engine. In this embodiment shown in FIG. 1, this electric motor 27
comprises an AC synchronous motor provided with a rotor 28 attached
on an output shaft 26 of the transmission 25 and attaching a
plurality of permanent magnets to the outer circumference and a
stator 29 provided with an excitation coil forming a rotary
magnetic field. The excitation coil of the stator 29 is connected
to a motor drive control circuit 30, while this motor drive control
circuit 30 is connected to a battery 31 generating a DC high
voltage.
[0017] The electronic control unit 40 is comprised of a digital
computer and is provided with a ROM (read only memory) 42, RAM
(random access memory) 43, CPU (microprocessor) 44, input port 45,
and output port 46 which are connected to each other by a
bi-directional bus 41. The output signals of the intake air
detector 8, the temperature sensor 15 and the SO.sub.X sensor 16
are input through corresponding AD converters 47 to an input port
45. Further, the input port 45 receives as input various signals
showing the gear of the transmission 25, the rotational speed of
the output shaft 26, etc.
[0018] On the other hand, the accelerator pedal 32 is connected to
a load sensor 33 generating an output voltage proportional to the
amount of depression L of an accelerator pedal 32. The output
voltage of the load sensor 33 is input through a corresponding AD
converter 47 to the input port 45. Further, the input port 45 is
connected to a crank angle sensor 34 generating an output pulse
each time the crankshaft rotates by for example 10.degree.. On the
other hand, the output port 46 is connected through a corresponding
drive circuit 48 to the fuel injector 3, EGR control valve 18, the
fuel pump 22, the reducing agent feed valve 23, transmission 25,
motor drive control circuit 30, etc.
[0019] The feed of electric power from the electric motor 27 to the
excitation coil of the stator 29 is normally stopped. At this time,
the rotor 28 rotates together with the output shaft 26 of the
transmission 25. On the other hand, when driving the electric motor
27, the DC high voltage of the battery 31 is converted at the motor
drive control circuit 30 to a three-phase alternating current of a
frequency of fm and a current value of Im, and this three-phase
alternating current is fed to the excitation coil of the stator 29.
This frequency fm is the frequency required for making the rotating
magnetic field generated by the excitation coil rotate in
synchronization with the rotation of the rotor 28. This frequency
fm is calculated by a CPU 44 based on the rotational speed of the
output shaft 26. At the motor drive control circuit 30, this
frequency fm is made the frequency of the three-phase alternating
current.
[0020] On the other hand, the output torque of the electric motor
27 is substantially proportional to the current value Im of the
three-phase alternating current. This current value Im is
calculated at the CPU 44 based on the required output torque of the
electric motor 27. In the motor drive control circuit 30, this
current value Im is made the current value of the three-phase
alternating current.
[0021] Further, if driving the electric motor 27 by external force,
the electric motor 27 operates as a generator. At this time, the
generated electric power is recovered by the battery 31. Whether to
use external force to drive the electric motor 27 is judged by the
CPU 44. When it is judged that external force should be used to
drive the electric motor 27, a motor control circuit 3 is used to
control the electric motor 27 so that the generated electric power
is recovered at the battery 31.
[0022] Next, the NO.sub.X storage catalyst 14 shown in FIG. 1 will
be explained. This NO.sub.X storage catalyst 14 is comprised of a
substrate on which for example a catalyst carrier comprised of
alumina is carried. FIG. 2 illustrates the cross-section of the
surface part of this catalyst carrier 60. As shown in FIG. 2, the
catalyst carrier 60 carries a precious metal catalyst 61 diffused
on the surface. Further, the catalyst carrier 60 is formed with a
layer of an NO.sub.X absorbent 62 on its surface.
[0023] In the embodiment according to the present invention, as the
precious metal catalyst 61, platinum Pt is used. As the ingredient
forming the NO.sub.X absorbent 62, for example, at least one
element selected from potassium K, sodium Na, cesium Cs, and other
such alkali metals, barium Ba, calcium Ca, and other such alkali
earths, lanthanum La, yttrium Y, and other rare earths is used.
[0024] If the ratio of the air and fuel (hydrocarbons) fed into the
engine intake passage, combustion chamber 2, and exhaust passage
upstream of the NO.sub.X storage catalyst 14 is called the
"air-fuel ratio of the exhaust gas", an NO.sub.X absorption and
release action such that the NO.sub.X absorbent 62 absorbs the
NO.sub.X when the air-fuel ratio of the exhaust gas is lean and
releases the absorbed NO.sub.X when the oxygen concentration in the
exhaust gas falls is performed.
[0025] That is, explaining this taking as an example the case of
using barium Ba as the ingredient forming the NO.sub.X absorbent
62, when the air-fuel ratio of the exhaust gas is lean, that is,
the oxygen concentration in the exhaust gas is high, the NO
contained in the exhaust gas, as shown in FIG. 2, is oxidized on
the platinum Pt 61 to become NO.sub.2, next is absorbed in the
NO.sub.X absorbent 62 and bonds with the barium oxide BaO to
diffuse in the form of nitrate ions NO.sub.3-- into the NO.sub.X
absorbent 52. In this way, NO.sub.X is absorbed in the NO.sub.X
absorbent 62. So long as the oxygen concentration in the exhaust
gas is high, NO.sub.2 is formed on the platinum Pt 61. So long as
the NO.sub.X absorbent 62 is not saturated in NO.sub.X absorption
ability, NO.sub.2 is absorbed in the NO.sub.X absorbent 62 and
nitrate ions NO.sub.3.sup.- are formed.
[0026] As opposed to this, for example if the reducing agent feed
valve 23 feeds the reducing agent to make the exhaust gas a rich
air-fuel ratio or stoichiometric air-fuel ratio, the oxygen
concentration in the exhaust gas falls, so the reaction proceeds in
the reverse direction (NO.sub.3.sup.-.fwdarw.NO.sub.2), therefore
the nitrate ions NO.sub.3 in the NO.sub.X absorbent 62 are released
in the form of NO.sub.2 from the NO.sub.X absorbent 62. Next, the
released NO.sub.X is reduced by the unburned HC and CO contained in
the exhaust gas.
[0027] In this way, when the air-fuel ratio of the exhaust gas is
lean, that is, when burning the fuel under a lean air-fuel ratio,
the NO.sub.X in the exhaust gas is absorbed in the NO.sub.X
absorbent 62. However, when the fuel continues to be burned under a
lean air-fuel ratio, the NO.sub.X absorbent 62 eventually ends up
becoming saturated in NO.sub.X absorption ability, therefore the
NO.sub.X absorbent 62 ends up becoming unable to absorb the
NO.sub.X. Therefore, in this embodiment of the present invention,
before the NO.sub.X absorbent 62 becomes saturated in absorption
ability, the reducing agent is fed from the reducing agent feed
valve 23 to make the exhaust gas temporarily rich air-fuel ratio
and thereby make the NO.sub.X absorbent 62 release the
NO.sub.X.
[0028] On the other hand, the exhaust gas contains SO.sub.X, that
is, SO.sub.2. If this SO.sub.2 flows into the NO.sub.X storage
catalyst 14, this SO.sub.2 is oxidized on the platinum Pt 61 and
becomes SO.sub.3. Next, this SO.sub.3 is absorbed in the NO.sub.X
absorbent 62, bonds with the barium oxide BaO, is diffused in the
form of sulfate ions SO.sub.4.sup.2- in the NO.sub.X absorbent 62,
and forms stable sulfate BaSO.sub.4. However, the NO.sub.X
absorbent 62 has a strong basicity, so this sulfate BaSO.sub.4 is
stable and hard to break down. If just making the exhaust gas rich
air-fuel ratio, the sulfate BaSO.sub.4 remains as is without
breaking down. Therefore, in the NO.sub.X absorbent 62, the sulfate
BaSO.sub.4 increases along with the elapse of time, therefore the
NO.sub.X amount which the NO.sub.X absorbent 62 can absorb falls
along with the elapse of time.
[0029] In this regard, in this case, if making the air-fuel ratio
of the exhaust gas flowing into the NO.sub.X storage catalyst 14
rich in the state where the temperature of the NO.sub.X storage
catalyst 14 is made to rise to the SO.sub.X release temperature of
600.degree. C. or more, the NO.sub.X absorbent 62 releases
SO.sub.X. However, in this case, the NO.sub.X absorbent 62 only
releases a little SO.sub.X at a time. Therefore, to make the
NO.sub.X absorbent 62 release all of the absorbed SO.sub.X, it is
necessary to make the air-fuel ratio rich over a long time,
therefore there is the problem that a large amount of fuel or
reducing agent becomes necessary.
[0030] Therefore, in an embodiment of the present invention, the
SO.sub.X trap catalyst 13 is arranged upstream of the NO.sub.X
storage catalyst 14 to trap the SO.sub.X contained in the exhaust
gas by this SO.sub.X trap catalyst 13 and thereby prevent SO.sub.X
from flowing into the NO.sub.X storage catalyst 14. Next this
SO.sub.X trap catalyst 13 will be explained.
[0031] FIG. 3 illustrates the cross-section of the surface part of
a substrate 65 of this SO.sub.X trap catalyst 13. As shown in FIG.
3, the substrate 65 is formed with a coat layer 66 on its surface.
This coat layer 66 carries a precious metal catalyst 67 diffused on
its surface. In the embodiment according to the present invention,
as the precious metal catalyst 67, platinum is used. As the
ingredient forming the coat layer 66, for example, at least one
element selected from potassium K, sodium Na, cesium Cs, and other
such alkali metals, barium Ba, calcium Ca, and other such alkali
earths, lanthanum La, yttrium Y, and other rare earths is used.
That is, the coat layer 66 of the SO.sub.X trap catalyst 13
exhibits a strong basicity.
[0032] Now, the SO.sub.X contained in the exhaust gas, that is,
SO.sub.2, is oxidized on the platinum Pt 67 as shown in FIG. 3,
then is trapped in the coat layer 66. That is, the SO.sub.2
diffuses in the form of sulfate ions SO.sub.4.sup.2- in the coat
layer 66 to form a sulfate. Note that as explained above, the coat
layer 66 exhibits a strong basicity. Therefore, as shown in FIG. 3,
part of the SO.sub.2 contained in the exhaust gas is directly
trapped in the coat layer 66.
[0033] In FIG. 3, the shading in the coat layer 66 shows the
concentration of the trapped SO.sub.X. As will be understood from
FIG. 3, the SO.sub.X concentration in the coat layer 66 is highest
near the surface of the coat layer 66. The further in, the lower it
becomes. If the SO.sub.X concentration near the surface of the coat
layer 66 increases, the surface of the coat layer 66 weakens in
basicity and the SO.sub.X trap ability weakens. Here, if the ratio
of the amount of the SO.sub.X trapped in the SO.sub.X trap catalyst
13 to the amount of the SO.sub.X in the exhaust gas is called the
"SO.sub.X trap rate", if the basicity of the surface of the coat
layer 66 is weakened, the SO.sub.X trap rate falls along with
that.
[0034] FIG. 4 shows the change along with time of the SO.sub.X trap
rate. As shown in FIG. 4, the SO.sub.X trap rate is first close to
about 100 percent, but rapidly falls as time elapses. Therefore, in
the present invention, when the SO.sub.X trap rate falls below a
predetermined rate, a temperature raising control for raising the
temperature of the SO.sub.X trap catalyst 13 under a lean or rich
exhaust gas air-fuel ratio is performed and thereby the SO.sub.X
trap rate is restored.
[0035] For example, if raising the temperature of the SO.sub.X trap
catalyst 13 when the exhaust gas air-fuel ratio is lean, the
SO.sub.X present concentrated near the surface of the coat layer 66
diffuses toward the deep part of the coat layer 66 so that the
concentration becomes uniform. That is, the nitrates formed in the
coat layer 66 change from an unstable state where they concentrate
near the surface of the coat layer 66 to the stable state where
they are diffused evenly across the entire inside of the coat layer
66. If the SO.sub.X present near the surface of the coat layer 66
diffuses toward the deep part of the coat layer 66, the SO.sub.X
concentration near the surface of the coat layer 66 falls.
Therefore, when the temperature raising control of the SO.sub.X
trap catalyst 13 has ended, the SO.sub.X trap rate is restored.
[0036] If making the temperature of the SO.sub.X trap catalyst 13
about 450.degree. C. when performing the temperature raising
control of the SO.sub.X trap catalyst 13, it is possible to make
the SO.sub.X present near the surface of the coat layer 66 diffuse
in the coat layer 66. If raising the temperature of the SO.sub.X
trap catalyst 13 to 600.degree. C. or so, the SO.sub.X
concentration in the coat layer 66 can be made considerably even.
Therefore, in this embodiment according to the present invention,
at the time of temperature raising control of the SO.sub.X trap
catalyst 13, the temperature of the SO.sub.X trap catalyst 13 is
raised to 600.degree. C. or so and is held at 600.degree. C. or
so.
[0037] On the other hand, even if making the air-fuel ratio of the
exhaust gas flowing into the SO.sub.X trap catalyst 13 rich in the
state raising the temperature of the SO.sub.X trap catalyst 13, the
SO.sub.X trap rate can be restored. That is, if making the air-fuel
ratio of the exhaust gas flowing into the SO.sub.X trap catalyst 13
in the state of raising the temperature of the SO.sub.X trap
catalyst 13 rich, the trapped SO.sub.X is released from the
SO.sub.X trap catalyst 13 and therefore the SO.sub.X trap rate is
restored. Therefore, both when making the air-fuel ratio of the
exhaust gas flowing into the SO.sub.X trap catalyst 13 lean and
rich in the state raising the temperature of the SO.sub.X trap
catalyst 13, the SO.sub.X trap rate can be restored.
[0038] Next, the timing of start of the action for regeneration of
the SO.sub.X trap catalyst 13 for restoring the SO.sub.X trap rate
will be explained.
[0039] In this embodiment according to the present invention, the
SO.sub.X amount trapped by the SO.sub.X trap catalyst 13 is
estimated. When the SO.sub.X amount trapped by the SO.sub.X trap
catalyst 13 exceeds a predetermined amount, it is judged that the
SO.sub.X trap rate has fallen below the predetermined rate. At this
time, the action for regeneration of the SO.sub.X trap catalyst 13
for restoration of the SO.sub.X trap rate is started.
[0040] That is, fuel contains sulfur in a certain ratio. Therefore,
the amount of SO.sub.X contained in the exhaust gas, that is, the
amount of SO.sub.X trapped by the SO.sub.X trap catalyst 13, is
proportional to the amount of fuel injection. The amount of fuel
injection is a function of the required torque and engine speed.
Therefore, the amount of SO.sub.X trapped by the SO.sub.X trap
catalyst 13 becomes a function of the required torque and engine
speed. In this embodiment according to the present invention, the
SO.sub.X amount SOXA trapped per unit time in the SO.sub.X trap
catalyst 13 is stored as a function of the required torque TQ and
engine speed N in the form of a map shown in FIG. 5(A) in advance
in the ROM 42.
[0041] Further, lubrication oil also includes sulfur in a certain
ratio. The amount of lubrication oil which is burned in the
combustion chamber 2, that is, the amount of SO.sub.X contained in
the exhaust gas and trapped in the SO.sub.X trap catalyst 13,
becomes a function of the required torque and engine speed. In this
embodiment according to the present invention, the SO.sub.X amount
SOXB contained in the lubrication oil and trapped per unit time in
the SO.sub.X trap catalyst 13 is stored as a function of the
required torque TQ and engine speed N in the form of a map such as
shown in FIG. 5(B) in advance in the ROM 42. The sum of the
SO.sub.X amount SOXA and SO.sub.X amount SOXB is cumulatively added
to calculate the SO.sub.X amount .SIGMA.SOX trapped by the SO.sub.X
trap catalyst 13.
[0042] Further, in this embodiment according to the present
invention, as shown in FIG. 6, the relationship between the
SO.sub.X amount .SIGMA.SOX and the predetermined SO.sub.X amount
SO(n) when the SO.sub.X trap catalyst 13 should be regenerated is
stored in advance. When the SO.sub.X amount .SIGMA.SOX has exceeded
the predetermined SO(n) (n=1, 2, 3, . . . ), the regeneration
treatment of the SO.sub.X trap catalyst 13 is performed. Note that
in FIG. 6, n shows the number of times of the regeneration
treatment. Note that, in FIG. 6, the initial regeneration treatment
is performed when the driving distance is 50,000 km or so.
[0043] FIG. 7 shows a routine for determining the timing of
regeneration of the SO.sub.X trap catalyst 13.
[0044] Referring to FIG. 7, first, at step 70, the SO.sub.X amounts
SOXA and SOXB trapped per unit time are read from FIGS. 5(A),(B).
Next at step 71, the sum of these SOXA and SOXB is added to the
SO.sub.X amount .SIGMA.SOX. Next at step 72, SO.sub.X it is judged
if the amount .SIGMA.SOX has reached the predetermined amount SO(n)
(n=1, 2, 3, . . . ) shown in FIG. 6. When the SO.sub.X amount
.SIGMA.SOX has reached the predetermined amount SO(n), the routine
proceeds to step 73 where control is performed for
regeneration.
[0045] Next, control for regeneration of the SO.sub.X trap catalyst
13 performed at step 73 of FIG. 7 will be explained.
[0046] FIG. 8 shows the relation between the SO.sub.X amount
.SIGMA.SOX trapped at the SO.sub.X trap catalyst 13, the SO.sub.X
release temperature TS from the SO.sub.X trap catalyst 13, and the
air-fuel ratio A/F of the exhaust gas flowing into the SO.sub.X
trap catalyst 13. From FIG. 8, it will be understood that the
larger the trapped SO.sub.X amount .SIGMA.SOX, the lower the
SO.sub.X release temperature TS, while the smaller the exhaust gas
air-fuel ratio, the lower the SO.sub.X release temperature TS.
[0047] Now, in FIG. 8, if the temperature of the SO.sub.X trap
catalyst 13 becomes excessively higher than the SO.sub.X release
temperature TS determined from the trapped SO.sub.X amount
.SIGMA.SOX, a large amount of SO.sub.X is rapidly released from the
SO.sub.X trap catalyst 13. As a result, the SO.sub.X concentration
in the exhaust gas flowing out from the SO.sub.X trap catalyst 13
becomes extremely high. However as mentioned previously SO.sub.X
itself is harmful. Further, if the temperature becomes higher, it
sometimes changes to harmful hydrogen sulfide H.sub.2S, so it is
necessary to avoid the SO.sub.X concentration in the exhaust gas,
exhausted into the outside air, from becoming higher. That is, it
is necessary to hold the SO.sub.X concentration in the exhaust gas
flowing out from the SO.sub.X trap catalyst 13 within a certain
limit.
[0048] In this regard, if the engine load becomes larger or
smaller, the exhaust gas temperature greatly fluctuates along with
this. Therefore, during operation of the vehicle, it is difficult
to prevent the temperature of the SO.sub.X trap catalyst 13 from
becoming excessively higher than the SO.sub.X release temperature
TS determined from the trapped SO.sub.X amount .SIGMA.NOX.
Therefore, it is difficult to prevent the SO.sub.X concentration in
the exhaust gas flowing out from the SO.sub.X trap catalyst 13 from
becoming higher by a large extent.
[0049] Therefore, in the present invention, when the power of the
electric power device is borrowed to regenerate the SO.sub.X trap
catalyst 13, the vehicle drive power from the engine and the
vehicle drive power from the electric power device are adjusted so
that the SO.sub.X concentration in the exhaust gas flowing out from
the SO.sub.X trap catalyst 13 becomes less than the predetermined
SO.sub.X concentration during the regeneration period.
[0050] Explaining this a bit more specifically, when the SO.sub.X
trap catalyst 13 should be regenerated, the output torque of the
engine is controlled so that the SO.sub.X concentration in the
exhaust gas flowing out from the SO.sub.X trap catalyst 13 becomes
less than the predetermined SO.sub.X concentration during the
regeneration period and the shortage or excess of the torque with
respect to the required torque is adjusted by the electric power
device.
[0051] However, as explained previously, the SO.sub.X trap catalyst
13 can be regenerated in either the state where the exhaust gas
air-fuel ratio A/F is made rich or the state where it is made lean.
Therefore, first, the case of regenerating the SO.sub.X trap
catalyst 13 in the state with the exhaust gas air-fuel ratio A/F
made rich will be explained.
[0052] In this case, at the time of regeneration, the temperature
of the SO.sub.X trap catalyst 13 is maintained at substantially the
SO.sub.X release temperature TS. When the regeneration treatment
progresses, the SO.sub.X release action causes the trapped SO.sub.X
amount .SIGMA.SOX to decrease, so as will be understood from FIG.
8, the SO.sub.X release temperature TS rises. Therefore, in the
present invention, to raise the exhaust gas temperature as the
trapped SO.sub.X amount .SIGMA.SOX is decreased, as shown in FIG.
9, the output torque of the engine is increased, as the
regeneration treatment progresses. Due to this, as shown in FIG. 9,
the SO.sub.X concentration in the exhaust gas flowing out from the
SO.sub.X trap catalyst 13 is maintained at a predetermined
concentration SX or less during the regeneration period. Note that
in the example shown in FIG. 9, when the SO.sub.X amount .SIGMA.SOX
has fallen to the predetermined amount SOR, the regeneration
treatment is ended.
[0053] On the other hand, during the regeneration period, the
shortage or excess of the torque with respect to the required
torque is adjusted by the generation or consumption of the torque
by the electric motor 27. To explain this, the relationship among
the equivalent depression lines d.sub.1 to di of the accelerator
pedal 32, the engine speed N, and the output torque of the engine
TQ is shown in FIG. 10. Note that in FIG. 10, the amount of
depression of the accelerator pedal 32 becomes greater from d.sub.1
to di. In FIG. 10, if the amount of depression of the accelerator
pedal 32 and the engine speed N are determined, the output torque
TQ at that time becomes the required torque.
[0054] That is, to maintain the temperature of the SO.sub.X trap
catalyst 13 at the time of regeneration at substantially the
SO.sub.X release temperature TS, assuming that the engine is made
to operate in the operating state shown by the point A of FIG. 10.
At this time, if the required torque TQ for driving the vehicle
becomes the torque shown by the point B of FIG. 10, the electric
motor 27 is driven to make up for the shortage .DELTA.TQb of the
torque. As opposed to this, if the required torque TQ for driving
the vehicle becomes the torque shown by the point C of FIG. 10, the
electric motor 27 is made to operate as a generator to consume the
excess .DELTA.TQc of the torque.
[0055] FIG. 11 shows the control for regeneration of the SO.sub.X
trap catalyst 13 executed at step 73 of FIG. 7.
[0056] Referring to FIG. 11, first, at step 80, the required torque
TQ for driving the vehicle is calculated based on the amount of
depression of the accelerator pedal 32 and the engine speed N from
FIG. 10. Next at step 81, the output torque of the engine Te
required for making the temperature of the SO.sub.X trap catalyst
13 substantially the SO.sub.X release temperature TS is calculated.
This output torque of the engine Te is stored as a function of the
SO.sub.X amount .SIGMA.SOX, exhaust gas air-fuel ratio A/F, and
engine speed N in advance in the ROM 42.
[0057] Next, at step 82, the output torque of the engine Te is
subtracted from the required torque TQ to calculate the torque Tm
which the electric motor 27 should generate or consume. Next at
step 83, the fuel injection is controlled so that the output torque
Te is obtained. Next at step 84, the electric motor 27 is
controlled in accordance with the torque Tm. That is, when the
torque Tm is positive, the electric motor 27 is driven so that the
torque Tm for driving the vehicle is generated, while when the
torque Tm is negative, the electric motor 27 is made to operate as
a generator so as to consume the torque Tm.
[0058] Next, at step 85, it is judged if the regeneration treatment
has ended. When the regeneration treatment has not ended, the
routine returns to step 80. As opposed to this, when the
regeneration treatment has ended, the routine proceeds to step 86
where the residual SO.sub.X amount SOR at the time of the end of
regeneration is made the SO.sub.X amount .SIGMA.SOX.
[0059] FIG. 12 shows another embodiment of control for regeneration
of the SO.sub.X trap catalyst 13 executed at step 73 of FIG. 7.
[0060] In this embodiment as well, basically, the output torque of
the engine Te is made the output torque stored as a function of the
SO.sub.X amount .SIGMA.SOX, exhaust gas air-fuel ratio A/F, and
engine speed N in advance in the ROM 42, but in this embodiment,
the output torque of the engine is corrected so that the SO.sub.X
concentration detected by the SO.sub.X sensor 16 becomes a
predetermined SO.sub.X concentration range.
[0061] That is, referring to FIG. 12, in this embodiment, first, at
step 90, the required torque TQ for driving the vehicle is
calculated based on the amount of depression of the accelerator
pedal 32 and the engine speed N from FIG. 10. Next, at step 91, the
output torque of the engine Te required for making the temperature
of the SO.sub.X trap catalyst 13 substantially the SO.sub.X release
temperature TS is calculated. Next at step 92, a correction amount
.DELTA.TQ is added to the output torque Te to calculate the final
output torque of the engine Teo (=Te+.DELTA.TQ).
[0062] Next at step 93, the final output torque of the engine Teo
is subtracted from the required torque TQ to calculate the torque
Tm which the electric motor 27 generates or consumes. Next at step
94, the fuel injection is controlled so that the final output
torque of the engine Teo is obtained. Next at step 95, the electric
motor 27 is controlled in accordance with the torque Tm. That is,
as mentioned previously, when the torque Tm is positive, the
electric motor 27 is driven so that the torque Tm for driving the
vehicle is generated, while when the torque Tm is negative, the
electric motor 27 is made to operate as a generator so as to
consume the torque Tm.
[0063] Next, at step 96, it is judged if the regeneration treatment
has ended. When the regeneration treatment has not ended, the
routine proceeds to step 97 where to the SO.sub.X concentration SD
in the exhaust gas flowing out from the SO.sub.X trap catalyst 13
is detected by the SO.sub.X sensor 16. Next at step 98, it is
judged if the SO.sub.X concentration SD is larger than the sum of
the reference SO.sub.X concentration SDo and a constant value
.alpha.. When SD>SDo+.alpha., the routine proceeds to step 99
where the constant value m is subtracted from the correction amount
.DELTA.TQ. As opposed to this, when SD.ltoreq.SDo+.alpha., the
routine proceeds to step 100. When it is judged at step 100 that
SD<SDo-.alpha., the routine proceeds to step 101 where the
constant value m is added to the correction amount .DELTA.TQ. That
is, the final output torque of the engine Teo is controlled so that
the SO.sub.X concentration SD becomes the
SDo-.alpha.<SD<SDo+.alpha.. On the other hand, when it is
judged at step 96 that the regeneration treatment has ended, the
routine proceeds to step 102 where the residual SO.sub.X amount SOR
at the time of completion of regeneration is made the SO.sub.X
amount .SIGMA.SOX.
[0064] Next, the case of trying to regenerate the SO.sub.X trap
catalyst 13 in the state of making the exhaust gas air-fuel ratio
A/F lean will be explained. In this case, as explained later, the
temperature of the SO.sub.X trap catalyst 13 is raised to
600.degree. C. or so and is maintained at 600.degree. C. or so.
However, in this case, as will be understood from the curve of
A/F=16 of FIG. 8, when the SO.sub.X amount .SIGMA.SOX is large, the
SO.sub.X release temperature TS becomes lower. Therefore, at this
time, if raising the temperature of the SO.sub.X trap catalyst 13
to 600.degree. C. or so, a large amount of SO.sub.X ends up being
released. That is, at this time, the temperature of the SO.sub.X
trap catalyst 13 has to be maintained at substantially the SO.sub.X
release temperature TS.
[0065] Therefore, when trying to regenerate the SO.sub.X trap
catalyst 13 in the state where the air-fuel ratio A/F of the
exhaust gas is made lean, as shown in FIG. 13, at the initial stage
of the regeneration treatment, the output torque of the engine is
gradually raised, then the output torque of the engine is held
substantially constant. That is, in this case, the output torque of
the engine is held substantially constant except at the initial
stage of the regeneration treatment.
[0066] Next, another embodiment of an electric device will be
explained with reference to FIG. 14.
[0067] Referring to FIG. 14, in this embodiment, the electric power
device comprises a pair of motor-generators 200, 201 operating as
an electric motor and generator and a planetary gear mechanism 202.
This planetary gear mechanism 202 is provided with a sun gear 203,
ring gear 204, planetary gear 205 arranged between the sun gear 203
and ring gear 204, and planetary carrier 206 carrying the planetary
gear 205. The sun gear 203 is coupled with a shaft 207 of the
motor-generator 201, while the planetary carrier 206 is coupled
with an output shaft 211 of the internal combustion engine 1.
Further, the ring gear 204 is on the one hand coupled with a shaft
208 of the motor-generator 200, while on the other hand is coupled
with an output shaft 210 coupled to the drive wheels through a belt
209. Therefore, it is learned that when the ring gear 204 turns,
the output shaft 210 is made to turn along with that.
[0068] An explanation of the detailed operation of this electric
power device will be omitted, but generally speaking, the
motor-generator 200 mainly operates as an electric motor, while the
motor-generator 201 mainly operates as a generator.
[0069] When the torque is insufficient with just the output torque
of the engine at the time of regeneration of the SO.sub.X trap
catalyst 13, the motor-generator 200 is driven and the output
torque of the motor-generator 200 is overlaid on the output torque
of the engine. At this time, the motor-generator 201 is stopped. As
opposed to this, at the time of regeneration of the SO.sub.X trap
catalyst 13, when the output torque of the engine is in excess
compared with the required torque, the power generation action of
the motor-generator 201 is performed and the excess of the torque
is consumed by the power generation action of the motor-generator
201. At this time, the motor-generator 200 is stopped.
* * * * *