U.S. patent application number 12/403568 was filed with the patent office on 2009-09-17 for exhaust purification control device and exhaust purification system.
This patent application is currently assigned to DENSO CORPORATION. Invention is credited to Chika KADOWAKI.
Application Number | 20090229251 12/403568 |
Document ID | / |
Family ID | 40953311 |
Filed Date | 2009-09-17 |
United States Patent
Application |
20090229251 |
Kind Code |
A1 |
KADOWAKI; Chika |
September 17, 2009 |
EXHAUST PURIFICATION CONTROL DEVICE AND EXHAUST PURIFICATION
SYSTEM
Abstract
An exhaust purification control device is provided for an
exhaust purification system that includes an exhaust treatment
device located in an outlet passage of an internal combustion
engine and a fuel addition valve. The control device includes an
actual air-fuel (A/F) ratio detecting means for detecting an actual
A/F ratio based on an output signal of an A/F ratio sensor, an
estimated A/F ratio calculating means for calculating an estimated
A/F ratio, an addition valve controlling means for instructing the
fuel addition valve to add fuel into the outlet passage, and an
addition valve abnormality determining means for determining
whether the fuel addition valve is abnormal based on the actual A/F
ratio and the estimated A/F ratio. The exhaust purification control
device can thereby determine normal and abnormal operation of the
fuel addition valve.
Inventors: |
KADOWAKI; Chika;
(Nagoya-city, JP) |
Correspondence
Address: |
NIXON & VANDERHYE, PC
901 NORTH GLEBE ROAD, 11TH FLOOR
ARLINGTON
VA
22203
US
|
Assignee: |
DENSO CORPORATION
Kariya-city
JP
|
Family ID: |
40953311 |
Appl. No.: |
12/403568 |
Filed: |
March 13, 2009 |
Current U.S.
Class: |
60/276 ;
60/286 |
Current CPC
Class: |
F01N 2900/14 20130101;
F01N 3/0814 20130101; F01N 2550/05 20130101; Y02T 10/47 20130101;
Y02T 10/40 20130101; F01N 2900/08 20130101; F02D 41/029 20130101;
F01N 3/0871 20130101; F01N 3/0253 20130101; F02D 41/1495 20130101;
F01N 13/009 20140601; F01N 3/106 20130101; F01N 11/007 20130101;
F02D 41/405 20130101; F01N 2560/025 20130101 |
Class at
Publication: |
60/276 ;
60/286 |
International
Class: |
F01N 11/00 20060101
F01N011/00; F01N 9/00 20060101 F01N009/00 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 14, 2008 |
JP |
2008-66536 |
Claims
1. An exhaust purification control device capable of placement in
an exhaust purification system that includes an exhaust treatment
device located in an outlet passage of an internal combustion
engine and a fuel addition valve, the exhaust purification control
device comprising: an actual air-fuel (A/F) ratio detecting means
for detecting an actual A/F ratio based on an output signal from an
A/F ratio sensor located downstream of the fuel addition valve; an
estimated A/F ratio calculating means for calculating an estimated
A/F ratio based on a fuel injection amount of fuel injected into
the internal combustion engine from a fuel injection valve, a fuel
addition amount of the fuel to be added into the outlet passage
from the fuel addition valve, and an inlet air amount supplied into
the internal combustion engine; an addition valve controlling means
for instructing the fuel addition valve to add the fuel addition
amount into the outlet passage; and an addition valve abnormality
determining means for determining whether the fuel addition valve
is abnormal based on the actual A/F ratio and the estimated A/F
ratio.
2. The exhaust purification control device according to claim 1,
wherein the addition valve abnormality determining means determines
whether the fuel addition valve is abnormal based on the actual A/F
ratio and the estimated A/F ratio in a non-driven state in which
the addition valve controlling means does not instruct the fuel
addition valve to add the fuel addition amount.
3. The exhaust purification control device according to claim 1,
wherein the addition valve abnormality determining means determines
whether the fuel addition valve is abnormal based on the actual A/F
ratio and the estimated A/F ratio in a driven state in which the
addition valve controlling means instructs the fuel addition valve
to add the fuel addition amount.
4. The exhaust purification control device according to claim 1,
further comprising: an A/F ratio sensor abnormality determining
means for determining whether the A/F ratio sensor is abnormal,
wherein the addition valve abnormality determining means stops an
abnormality determination with respect to the fuel addition valve
when the A/F ratio sensor is determined to be abnormal.
5. The exhaust purification control device according to claim 1,
wherein the exhaust treatment device includes a NO.sub.x catalyst
configured to reduce NO.sub.x removed from the exhaust by the fuel
addition amount added from the fuel addition valve.
6. The exhaust purification control device according to claim 5,
wherein the exhaust treatment device further includes a filter
configured to remove a particulate from the exhaust.
7. The exhaust purification control device according to claim 6,
wherein the particulate removed by the filter is burned by a second
fuel injection amount of the fuel from of a post injection
performed by the fuel injection valve, and the addition valve
abnormality determining means stops an abnormality determination
with respect to the fuel addition valve in the post injection.
8. The exhaust purification control device according to claim 6,
wherein the particulate removed from the exhaust is burned by the
fuel addition amount added from the fuel addition valve so that the
filter is regenerated.
9. An exhaust purification system comprising: an exhaust treatment
device provided in an outlet passage of an internal combustion
engine and configured to remove a component in an exhaust
discharged from the internal combustion engine; a fuel addition
valve configured to purify the harmful component removed by the
exhaust treatment device by adding an fuel addition amount of fuel
into the outlet passage; an A/F ratio sensor located downstream of
the fuel addition valve; and the exhaust purification control
device including: an actual air-fuel (A/F) ratio detecting means
for detecting an actual A/F ratio based on an output signal from an
A/F ratio sensor located downstream of the fuel addition valve; an
estimated A/F ratio calculating means for calculating an estimated
A/F ratio based on a fuel injection amount of the fuel injected
into the internal combustion engine from a fuel injection valve,
the fuel addition amount of fuel to be added into the outlet
passage from the fuel addition valve, and an inlet air amount
supplied into the internal combustion engine; an addition valve
controlling means for instructing the fuel addition valve to add
the fuel addition amount of the fuel into the outlet passage; and
an addition valve abnormality determining means for determining
whether the fuel addition valve is abnormal based on the actual A/F
ratio and the estimated A/F ratio.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] The present application is based on and claims priority to
Japanese Patent Application No. 2008-066536 filed on Mar. 14, 2008,
the disclosure of which is incorporated herein by reference.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates to an exhaust purification
control device and an exhaust purification system that determines
abnormalities of a fuel addition valve.
[0004] 2. Description of the Related Art
[0005] Exhaust purification systems are known. For example,
JP-A-2003-172185 describes an exhaust purification system where
harmful components in an exhaust discharged from an internal
combustion engine are removed by an exhaust treatment device
provided in an exhaust passage. The harmful components are purified
by a fuel added into the exhaust passage from a fuel addition
valve.
[0006] A NO.sub.x catalyst, a diesel particulate filter (DPF), or
the like are provided as the exhaust treatment device. The NO.sub.x
catalyst removes NO.sub.x from the exhaust, and the DPF removes
particulates from the exhaust.
[0007] In a conventional exhaust purification system, foreign
materials can become attached to or trapped in a slide portion of
the fuel addition valve so that stoppage or defective sliding of
the slide portion may occur. Alternatively, electrical malfunctions
of the fuel addition valve can result in an always open state or
always closed state and a proper fuel amount cannot be added into
the exhaust passage from the fuel addition valve.
[0008] For example, when the fuel addition valve is not instructed
to add fuel and is not driven to open, the fuel may be added into
the exhaust passage from the fuel addition valve when stuck in an
open or partially open state. In contrast, when the fuel addition
valve is instructed to add fuel at a predetermined time so as to
purify the harmful components removed by the exhaust treatment
device, the fuel may not be added into the exhaust passage from the
fuel addition valve, the fuel addition amount may be much less than
the instructed fuel addition amount, or the fuel addition amount
may be much more than the instructed fuel addition amount when the
valve is stuck in a closed or partially closed state.
[0009] If the proper fuel amount cannot be added into the exhaust
passage, the harmful components that cannot be removed by the
exhaust treatment device may be discharged without the
purification, or an unburned fuel may be discharged together with
the exhaust.
SUMMARY OF THE INVENTION
[0010] In view of the above-described difficulty, an object is to
provide an exhaust purification control device and an exhaust
purification system using the same that determines presence or
absence of abnormalities of the fuel addition valve configured to
add fuel into the exhaust passage.
[0011] According to one aspect, an exhaust purification control
device for an exhaust purification system having an exhaust
treatment device located in an outlet passage of an internal
combustion engine and a fuel addition valve, includes an actual A/F
ratio detecting means for detecting an actual A/F ratio based on an
output signal of an A/F ratio sensor located downstream of the fuel
addition valve; an estimated A/F ratio calculating means for
calculating an estimated A/F ratio based on a fuel amount injected
into the internal combustion engine from a fuel injection valve, a
fuel amount added into the outlet passage from the fuel addition
valve, and an inlet air amount supplied into the internal
combustion engine; an addition valve controlling means for
instructing the fuel addition valve to add fuel into the outlet
passage; and an addition valve abnormality determining means for
determining whether the fuel addition valve is abnormal based on
the actual A/F ratio and the estimated A/F ratio.
[0012] In the above configuration, the exhaust purification control
device can determine presence or absence of abnormalities of the
fuel addition valve.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] The above and other objects, features and advantages of the
present invention will become more apparent from the following
detailed description made with reference to the accompanying
drawings. In the drawings:
[0014] FIG. 1 is a block diagram illustrating an exhaust
purification system according to an embodiment;
[0015] FIG. 2 is a diagram illustrating an abnormality
determination routine 1 in a non-driven state of a fuel addition
valve;
[0016] FIG. 3 is a diagram illustrating an abnormality
determination routine 1 in a driven state of the fuel addition
valve;
[0017] FIG. 4 is a diagram illustrating an abnormality
determination routine 2 in the non-driven state of the fuel
addition valve;
[0018] FIG. 5 is a diagram illustrating an abnormality
determination routine 2 in the driven state of the fuel addition
valve;
[0019] FIG. 6 is a diagram illustrating an abnormality
determination routine 3 in the non-driven state of the fuel
addition valve;
[0020] FIG. 7 is a diagram illustrating an abnormality
determination routine 3 in the driven state of the fuel addition
valve;
[0021] FIG. 8 is a diagram illustrating an abnormality
determination routine 4 in the non-driven state of the fuel
addition valve; and
[0022] FIG. 9 is a diagram illustrating an abnormality
determination routine 4 in the driven state of the fuel addition
valve.
DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS
[0023] Hereinafter, an embodiment will be described with reference
to the drawings. An exhaust purification system according to a
present embodiment is shown in FIG. 1. An exhaust purification
system 100 of an embodiment is a system for purifying exhaust
discharged from a diesel engine 10 into an outlet passage 200.
Hereinafter, the diesel engine is also referred to as an engine.
The detailed explanation of the exhaust purification system 100
will be described below.
[0024] An inlet filter 12, a supercharger 14, an intercooler 18, a
throttle valve 20, an exhaust gas recirculation (EGR) valve 22 are
provided in an inlet passage 202 for introducing air into a
combustion chamber 204 of the engine 10. The introduction of a
charge from the supercharger 14 is controlled by a bypass valve
16.
[0025] A high-pressure pump 30 as a fuel supply pump pressurizes a
fuel drawn into a pressurizing chamber from a fuel tank 32 by a
reciprocating motion of a plunger. The fuel amount discharged from
the high-pressure pump 30 is controlled by a metering valve that
controls the fuel amount drawn into the high-pressure pump 30. The
metering valve is not shown in the drawing.
[0026] Pressurized fuel output by the high-pressure pump 30 is
stored in a common-rail 34 at a predetermined high pressure
depending on operating condition of the engine 10. Pressure in a
control chamber is controlled so that a fuel injection valve 36
controls opening and closing of an ejection hole by a nozzle
needle. Plural fuel injection valves 36 are located in each of
cylinders and injects the fuel stored at the high pressure in the
common-rail 34 into each of the cylinders. In one combustion cycle
of the diesel engine 10, the fuel injection valve 36 performs
multistage injections including a pilot injection and a post
injection or the like before or after a main injection that
generates main torque.
[0027] An inlet air amount sensor 40, an inlet air temperature
sensor 42 and an inlet air pressure sensor 44 detect the amount,
the temperature and the pressure of the air drawn into the
combustion chamber 204 from the inlet passage 202, respectively. A
pressure sensor 46 detects the pressure of the fuel in the
common-rail 34.
[0028] The exhaust purification system 100 includes an oxidation
catalyst 110, a NO.sub.x catalyst 112, a DPF 114, a fuel addition
valve 120, outlet air temperature sensors 130, 132, 134, an A/F
(A/F) ratio sensor 136, a differential pressure sensor 138 and an
electronic control unit (ECU) 140.
[0029] A honeycomb structural body is configured to provide support
for an oxidation catalyst 110 such as platinum. The oxidation
catalyst 110 oxidizes harmful components in the exhaust such as
hydrocarbon and carbon monoxide so that the exhaust is purified.
The honeycomb structural body further provides support for a
NO.sub.x absorption material for NO.sub.x catalyst 112. The
NO.sub.x catalyst 112 absorbs NO.sub.x in the exhaust and removes
NO.sub.x from the exhaust. The NO.sub.x absorbed in the NO.sub.x
catalyst 112 is reduced by the fuel added from the fuel addition
valve 120 to purify the exhaust.
[0030] The DPF 114 holds a honeycomb structural body made of porous
ceramics. Inlet portions and outlet portions of exhaust passages
formed along a flowing direction of the outlet air in the honeycomb
structural body of the DPF 114 are sealed alternately. Particulates
in the exhaust are drawn from the exhaust passages in which the
inlet portions are not sealed and the outlet portions are sealed.
Then, the particulates are captured in fine pores of bulkheads of
the honeycomb structural body configuring the exhaust passages when
the exhaust passes through the bulkheads. The exhaust flows out
from the exhaust passages, in which the inlet portions are sealed
and the outlet portions are not sealed.
[0031] The fuel addition valve 120 is a solenoid valve, and is
located upstream of the oxidation catalyst 110. The fuel addition
valve 120 adds fuel pressurized by the high-pressure pump 30 into
the outlet passage 200 located upstream of the oxidation catalyst
110 by injecting. The fuel added by the fuel addition valve 120
reduces NO.sub.x absorbed in the NO.sub.x catalyst 112.
[0032] The outlet air temperature sensor 130 is located between the
supercharger 14 and the oxidation catalyst 110, the outlet air
temperature sensor 132 is located between the oxidation catalyst
110 and the NO.sub.x catalyst 112, and the outlet air temperature
sensor 134 is located downstream of the DPF 114. The outlet air
temperature sensors 130, 132, 134 detect the temperature of the
outlet air in the outlet passage 200. The A/F sensor 136 outputs a
linear signal corresponding to oxygen concentration in the exhaust,
and is located downstream of the DPF 114. The differential pressure
sensor 138 detects the pressure difference between the upstream
side and the downstream side of the DPF 114.
[0033] As will be appreciated, the ECU 140 as an exhaust
purification control device is configured with a CPU, a RAM, a ROM
and a flash memory, none of which are shown in the drawings. The
ECU 140 determines the operating condition of the engine 10
depending on the output signals of the above-described sensors, and
controls operations of the bypass valve 16 of the supercharger 14,
the throttle valve 20, the EGR valve 22, the metering valve of the
high-pressure pump 30, the fuel injection valve 36 and the fuel
addition valve 120 depending on the operating condition of the
engine 10.
[0034] For example, the ECU 140 controls the injection timing and
the injection amount of the fuel injection valve 36 and the
injection pattern of the multistage injections depending on the
operating condition of the engine 10. The ECU 140 drives the fuel
addition valve 120 to control the fuel addition into the outlet
passage 200 from the fuel addition valve 120.
[0035] The ECU 140 can function as several means described below
based on control programs stored in a memory device such as the ROM
and the flash memory of the ECU 140.
[0036] When functioning as an addition timing detecting means, the
ECU 140 estimates the NO.sub.x amount absorbed in the NO.sub.x
catalyst 112 depending on an operating history of the engine 10 or
a running distance of a vehicle. When the NO.sub.x amount reaches a
predetermined value, such as be reaching or approaching an
acceptable value, the ECU 140 determines a timing associated with
adding the fuel from the fuel addition valve 120 to reduce NO.sub.x
absorbed in the NO.sub.x catalyst 112.
[0037] When functioning as an addition valve controlling means,
when the addition timing detecting means determines as the timing
to reduce NO.sub.x absorbed in the NO.sub.x catalyst 112, the ECU
140 drives the fuel addition valve 120 in connection with an
instruction to add fuel into the outlet passage 200.
[0038] The amount of fuel to be added by operation of the fuel
addition valve 120 in connection with the instruction of the ECU
140, may be a constant fixed amount or may be changed depending on
the NO.sub.x amount absorbed in the NO.sub.x catalyst 112.
[0039] When functioning as an actual A/F ratio detecting means, the
ECU 140 detects an actual A/F ratio that can be determined by the
inlet air amount drawn into the engine 10, the fuel amount injected
from the fuel injection valve 36 and the fuel amount added from the
fuel addition valve 120, depending on the output signal of the A/F
sensor 136.
[0040] When functioning as an estimated A/F ratio calculating
means, the ECU 140 calculates an estimated A/F ratio based on the
inlet air amount detected from the output signal of the inlet air
amount sensor 40, the fuel injection amount instructed to be
injected by the fuel injection valve 36, and the fuel addition
amount instructed be added by the fuel addition valve 120. If the
fuel addition valve 120 is not instructed to add fuel, the fuel
addition amount instructed to be added becomes zero for the purpose
of calculating the estimated A/F ratio.
[0041] When functioning as an A/F sensor abnormality determining
means, the ECU 140 determines that the A/F sensor 136 is abnormal
when the output signal of the A/F sensor 136 does not change, and,
for example, is fixed to a High or Low level.
[0042] When functioning as an addition valve abnormality
determining means, the ECU 140 determines whether the amount of
fuel to be added based on the instruction is actually added to the
outlet passage 200 from the fuel addition valve 120 based on the
difference between the actual A/F ratio detected by the actual A/F
ratio detecting means and the estimated A/F ratio calculated by the
estimated A/F ratio calculating means, and determines whether the
fuel addition valve 120 is abnormal.
[0043] Hereinafter, the abnormality determination by the ECU 140
with respect to the fuel addition valve 120 in non-driven state and
driven state of the fuel addition valve 120 will be described. The
non-driven state means that the ECU 140 does not provide an
instruction to the fuel addition valve 120 to add fuel, and the
driven state means that the ECU 140 provides an instruction to the
fuel addition valve 120 to add fuel.
[0044] In the non-driven state of the fuel addition valve 120, when
the fuel addition valve 120 is normal, the fuel is not added into
the exhaust passage 200 from the fuel addition valve 120. Thus, as
described above, the instructed fuel addition amount with respect
to the fuel addition valve 120 becomes zero in calculating the
estimated A/F ratio.
[0045] Thereby, when the fuel addition valve 120 is normal and is
closed in the non-driven state, the actual A/F ratio detected by
the ECU 140 based on the output signal of the A/F sensor 136,
becomes a value corresponding to the case that the fuel addition
amount is zero. Therefore, considering errors in the inlet air
amount sensor 40, the A/F sensor 136, or other sensors, the actual
A/F ratio falls within a predetermined range with respect to the
estimated A/F ratio.
[0046] Despite the non-driven state, when the mechanical
abnormality such as the fixation or the electrical abnormality may
occur, the fuel addition valve 120 opens and adds fuel. Thereby,
the actual A/F ratio detected by the ECU 140 based on the output
signal of the A/F sensor 136, becomes out of the predetermined
range.
[0047] Therefore, in the non-driven state of the fuel addition
valve 120, the ECU 140 can determine whether opening abnormality,
in which the fuel addition valve 120 opens and adds fuel despite
the non-driven state, occurs based on the actual A/F ratio and the
estimated A/F ratio.
[0048] During normal functioning, in the driven state of the fuel
addition valve 120, the amount of fuel associated with the
instruction is added into the exhaust passage 200 from the fuel
addition valve 120 so as to reduce NO.sub.x absorbed in the
NO.sub.x catalyst 112.
[0049] Thereby when the fuel addition valve 120 is normal and adds
fuel of the instructed addition amount in the driven state, the
value of the actual A/F ratio detected by the ECU 140 based on the
output signal of the A/F sensor 136, corresponds to a fuel addition
amount from the fuel addition valve 120 equal to the instructed
fuel addition amount. Therefore, considering errors or the like,
the value of the actual A/F ratio falls within a predetermined
range with respect to the estimated A/F ratio.
[0050] However, when a mechanical abnormality occurs that, for
example, causes the valve to stick leading to defective sliding or
an electrical abnormality occurs in the fuel addition valve 120, a
fuel addition abnormality occurs in which the fuel addition valve
120 is stuck in a closed position and does not add fuel despite the
driven state or the fuel addition valve 120 partially opens and
adds fuel but the fuel addition amount is too little. Thereby, the
actual A/F ratio detected by the ECU 140 based on the output signal
of the A/F sensor 136, falls outside of the predetermined range
with respect to the estimated A/F ratio.
[0051] In addition, when a mechanical abnormality such as sticking
or an electrical abnormality occurs in the fuel addition valve 120,
the fuel addition valve 120 opens and adds fuel by in connection
with an instruction to add fuel, but the fuel addition amount is
too much because of the opening abnormality. Thereby, the actual
A/F ratio detected by the ECU 140 based on the output signal of the
A/F sensor 136, falls outside of the predetermined range with
respect to the estimated A/F ratio.
[0052] Therefore, in the driven state of the fuel addition valve
120, the ECU 140 can determine whether a closing abnormality exists
in which the fuel addition valve 120 closes and does not add fuel
despite the driven state and the fuel addition amount is too
little, or whether an opening abnormality exists in which the fuel
addition valve 120 adds fuel but the fuel addition amount is too
much.
[0053] In case that particulates trapped in the DPF 114 are burned
by the post injection of the fuel injection valve 36 so as to
regenerate the DPF 114, it is difficult to determine whether the
abnormality that causes the actual A/F ratio to fall outside of the
predetermined range results from the post injection or the fuel
addition valve 120 during the post injection.
[0054] Thus, when the fuel injection valve 36 performs the post
injection so as to regenerate the DPF 114, the ECU 140 stops the
abnormality determination with respect to the fuel addition valve
120. Thereby, the ECU 140 can be prevented from making an incorrect
determination of whether the fuel addition valve 120 is abnormal
based on the actual A/F ratio and the estimated A/F ratio during
the post injection by the fuel injection valve 36.
[0055] Furthermore, the ECU 140 stops the abnormality determination
with respect to the fuel addition valve 120 when the A/F sensor 136
is abnormal. Thereby, the ECU 140 can be prevented from making an
incorrect determination of whether the fuel addition valve 120 is
abnormal based on the actual A/F ratio detected based on an
incorrect output signal of the A/F sensor 136, and the estimated
A/F ratio.
[0056] When the A/F sensor 136 is normal, the ECU 140 controls the
instructed fuel addition amount with respect to the fuel addition
valve 120 based on the actual A/F ratio detected from the output
signal of the A/F sensor 136.
[0057] Next, the abnormality determination with respect to the fuel
addition valve 120 in the exhaust purification system 100 will be
described with reference to the abnormality determination routines
shown in FIG. 2 to FIG. 9.
[0058] In the routines in FIG. 2 to FIG. 9, a routine for the
non-driven state is regularly executed at a predetermined running
distance. Alternatively, the routine is executed before the fuel
addition valve 120 is instructed to add fuel when the ECU 140
determines that the NO.sub.x amount absorbed in the NO.sub.x
catalyst 112 reaches a predetermined value based on the running
distance or the operating history.
[0059] In the routines in FIG. 2 to FIG. 9, a routine for the
driven state is executed when the fuel addition valve 120 is
instructed to add fuel, such as when the ECU 140 determines that
the NO.sub.x amount absorbed in the NO.sub.x catalyst 112 reaches a
predetermined value based on the running distance or the operating
history.
[0060] FIG. 2 shows abnormality determination routine 1 in the
non-driven state of the fuel addition valve 120. The ECU 140
determines at S300 whether the fuel addition valve 120 is driven.
When the fuel addition valve 120 is driven, corresponding to "YES"
at S300, the ECU 140 finishes the routine.
[0061] When the fuel addition valve 120 is not driven,
corresponding to "NO" at S300, the ECU 140 calculates the estimated
A/F ratio at S302 based on the amount of inlet air detected from
the output signal of the inlet air amount sensor 40, the fuel
injection amount associated with an instruction to the fuel
injection valve 36, and the fuel addition amount associated with an
instruction to the fuel addition valve 120.
[0062] The ECU 140 detects the actual A/F ratio based on the output
signal of the A/F sensor 136 at S304. The ECU 140 determines at
S306 whether a difference D1 between the estimated A/F ratio and
the actual A/F ratio is larger than an applied constant A set in
advance in consideration of errors of each of sensors.
[0063] When the difference D1 is equal to or less than the applied
constant A, corresponding to "NO" at S306, the ECU 140 determines
that the fuel addition valve 120 does not add fuel in the
non-driven state and the fuel addition valve 120 is normal.
[0064] If the fuel addition valve 120 is normal, the ECU 140 drives
the fuel addition valve 120 at a predetermined time to add fuel
into the outlet passage 200. Then, the fuel reduces NO.sub.x
absorbed in the NO.sub.x catalyst 112 so that NO.sub.x is
purified.
[0065] When the difference D1 is larger than the applied constant
A, corresponding to "YES" at S306, the actual A/F ratio is less
than the estimated A/F ratio, that is, the fuel amount shown by the
actual A/F ratio is more than the fuel amount shown by the
estimated A/F ratio. Therefore, the ECU 140 determines at S310 that
the fuel addition valve 120 is experiencing an opening abnormality
in that the fuel addition valve 120 continues to add fuel despite
being in the non-driven state.
[0066] When the fuel addition valve 120 is determined to be
abnormal, the ECU 140 stops driving the fuel addition valve 120
even at the predetermined time, and provides information regarding
the presence of the abnormality of the fuel addition valve 120 by
operation of a warning light, a warning beep, a warning display or
the like.
[0067] FIG. 3 shows abnormality determination routine 1 in the
driven state of the fuel addition valve 120. The ECU 140 determines
at S320 whether the fuel addition valve 120 is not driven. When the
fuel addition valve 120 is not driven, corresponding to "YES" at
S320, the ECU 140 finishes the routine.
[0068] When the fuel addition valve 120 is driven, corresponding to
"NO" at S320, the ECU 140 calculates the estimated A/F ratio at
S322 based on the inlet air amount detected from the output signal
of the inlet air amount sensor 40, the fuel injection amount
provided in connection with an instruction to the fuel injection
valve 36, and the fuel addition amount provided in connection with
an instruction to the fuel addition valve 120.
[0069] The ECU 140 detects the actual A/F ratio based on the output
signal of the A/F sensor 136 at S324. The ECU 140 determines at
S326 whether a difference D2 between the actual A/F ratio and the
estimated A/F ratio is larger than an applied constant B set in
advance based on consideration of errors of each of sensors.
[0070] When the difference D2 is larger than the applied constant
B, corresponding to "YES" at S326, the actual A/F ratio is larger
than the estimated A/F ratio, that is, the fuel amount shown by the
actual A/F ratio is less than the fuel amount shown by the
estimated A/F ratio. As a result, the ECU 140 determines at S328
that the fuel addition valve 120 is experiencing a closing
abnormality in that the fuel addition valve 120 closes and does not
add fuel despite being in the driven state or the fuel addition
valve 120 partially opens and adds fuel but the fuel addition
amount is too little.
[0071] When the difference D2 is equal to or less than the applied
constant B, corresponding to "NO" at S326, the ECU 140 determines
at S330 whether the difference D1 between the estimated A/F ratio
and the actual A/F ratio is larger than an applied constant C.
[0072] When the difference D1 is equal to or less than the applied
constant C, corresponding to "NO" at S330, the ECU 140 determines
at S332 that the fuel addition valve 120 adds the instructed fuel
addition amount in the driven state and the fuel addition valve 120
is normal.
[0073] When the difference D1 is larger than the applied constant
C, corresponding to "YES" at S330, the actual A/F ratio is less
than the estimated A/F ratio, that is, the fuel amount shown by the
actual A/F ratio is greater than the fuel amount shown by the
estimated A/F ratio. Therefore, the ECU 140 determines at S334 that
the fuel addition valve 120 is experiencing an opening abnormality
in that the fuel addition amount added by the fuel addition valve
120 is larger than the instructed fuel addition amount.
[0074] When the fuel addition valve 120 is experiencing the opening
abnormality or the closing abnormality, the ECU 140 stops driving
the fuel addition valve 120 even at the predetermined time, and
provides information regarding the presence of the abnormality of
the fuel addition valve 120 by operation of a warning light, a
warning beep, a warning display or the like.
[0075] FIG. 4 shows abnormality determination routine 2 in the
non-driven state of the fuel addition valve 120. The ECU 140
determines at S340 whether the A/F sensor 136 is abnormal or
whether the fuel addition valve 120 is driven.
[0076] When the A/F sensor 136 is abnormal or the fuel addition
valve 120 is driven, corresponding to "YES" at S340, the ECU 140
finishes the routine. When the A/F sensor 136 is normal and the
fuel addition valve 120 is not driven, corresponding to "NO" at
S340, the ECU 140 performs S342 to S350. Because S342 to S350 are
substantially same as S302 to S310 in FIG. 2, the description
thereof is omitted for simplicity.
[0077] However, an applied constant D used when the difference D1
is determined at S346, is desirably set to be smaller than the
applied constant A at S306 in FIG. 2 because of enhanced
reliability. For example, by setting the constant D smaller than A,
in the routine that does not determine the abnormality of the A/F
sensor 136 in FIG. 2 and the routine that determines the
abnormality of the A/F sensor 136 in FIG. 4, reliability of the
value of the actual A/F ratio in the routine of FIG. 4 is higher
than that of FIG. 2.
[0078] FIG. 5 shows abnormality determination routine 2 for a
driven state of the fuel addition valve 120. The ECU 140 determines
at S360 whether the A/F sensor 136 is abnormal or whether the fuel
addition valve 120 is not driven.
[0079] When the A/F sensor 136 is abnormal or the fuel addition
valve 120 is not driven, corresponding to "YES" at S360, the ECU
140 finishes the routine. When the A/F sensor 136 is normal and the
fuel addition valve 120 is driven, corresponding to "NO" at S360,
the ECU 140 performs S362 to S374. Because S362 to S374 are
substantially same with S322 to S334 in FIG. 3, the description
thereof is omitted for simplicity.
[0080] However, an applied constant E used when the difference D2
is determined at S366, is desirably set to be smaller than the
applied constant B at S326 in FIG. 3. In addition, an applied
constant F used when the difference D1 is determined at S370, is
desirably set to be smaller than the applied constant C at S330 in
FIG. 3 because of reliability. By setting the constants as noted
above, in the routine that does not determine the abnormality of
the A/F sensor 136 in FIG. 3 and in the routine that determines the
abnormality of the A/F sensor 136 in FIG. 5, reliability of the
value of the actual A/F ratio in the routine of FIG. 5 is higher
than that of FIG. 3.
[0081] FIG. 6 shows abnormality determination routine 3 in the
non-driven state of the fuel addition valve 120. The ECU 140
determines at S380 whether the DPF 114 is regenerated by the post
injection or whether the fuel addition valve 120 is driven.
[0082] When the DPF 114 is regenerated by the post injection or the
fuel addition valve 120 is driven, corresponding to "YES" at S380,
the ECU 140 finishes the routine. When the DPF 114 is not
regenerated and the fuel addition valve 120 is not driven,
corresponding to "NO" at S380, the ECU 140 performs S382 to S390.
Because S382 to S390 are substantially same with S302 to S310 in
FIG. 2, the description thereof is omitted for simplicity.
[0083] However, an applied constant G used when the difference D1
is determined at S386, is desirably set to be smaller than the
applied constant A at S306 in FIG. 2 because of reliability. For
example, by setting the constants as noted, in the routine that
does not determine whether the DPF 114 is regenerated in FIG. 2 and
in the routine that determines whether the DPF 114 is regenerated
in FIG. 4, reliability of the value of the estimated A/F ratio in
the routine of FIG. 6 is higher than that of FIG. 4 due to
variability of the injection amount of the post injection for
regenerating the DPF 114.
[0084] FIG. 7 shows abnormality determination routine 3 in the
driven state of the fuel addition valve 120. The ECU 140 determines
at S400 whether the DPF 114 is regenerated by the post injection or
whether the fuel addition valve 120 is not driven.
[0085] When the DPF 114 is regenerated by the post injection or the
fuel addition valve 120 is not driven, corresponding to "YES" at
S400, the ECU 140 finishes the routine. When the DPF 114 is not
regenerated and the fuel addition valve 120 is driven,
corresponding to "NO" at S400, the ECU 140 performs S402 to S414.
Because S402 to S414 are substantially same with S322 to S334 in
FIG. 3, the description thereof is omitted for simplicity.
[0086] However, an applied constant H used when the difference D2
is determined at S406, is desirably set to be smaller than the
applied constant B at S326 in FIG. 3. In addition, an applied
constant I used when the difference D1 is determined at S410, is
desirably set to be smaller than the applied constant C at S330 in
FIG. 3 because of reliability. For example, in the routine that
does not determine whether the DPF 114 is regenerated in FIG. 3 and
in the routine that determines whether the DPF 114 is regenerated
in FIG. 7 reliability of the value of the estimated A/F ratio in
the routine of FIG. 7 is higher than that of FIG. 3.
[0087] FIG. 8 shows abnormality determination routine 4 in the
non-driven state of the fuel addition valve 120. The ECU 140
determines at S420 whether the A/F sensor 136 is abnormal or
whether the fuel addition valve 120 is driven.
[0088] When the A/F sensor 136 is abnormal or the fuel addition
valve 120 is driven, corresponding to "YES" at S420, the ECU 140
finishes the routine. When the A/F sensor 136 is normal and the
fuel addition valve 120 is not driven, corresponding to "NO" at
S420, the ECU 140 determines at S422 whether the DPF 114 is
regenerated by the post injection. When the DPF 114 is regenerated
by the post injection, corresponding to "YES" at S422, the ECU 140
finishes the routine.
[0089] When the DPF 114 is not regenerated, corresponding to "NO"
at S422, the ECU 140 performs S424 to S432. Because S424 to S432
are substantially same with S302 to S310 in FIG. 2, the description
thereof is omitted for simplicity.
[0090] However, an applied constant J used when the difference D1
is determined at S428, is desirably set to be smaller than the
applied constant A at S306 in FIG. 2 because of reliability. For
example, in the routine that does not determine the abnormality of
the A/F sensor 136 and whether the DPF 114 is regenerated in FIG. 2
and in the routine that determines the abnormality of the A/F
sensor 136 and whether the DPF 114 is regenerated in FIG. 8,
reliability of the value of the actual A/F ratio and the estimated
A/F ratio in the routine of FIG. 8 is higher than that of FIG.
2.
[0091] FIG. 9 shows abnormality determination routine 4 in the
driven state of the fuel addition valve 120. The ECU 140 determines
at S440 whether the A/F sensor 136 is abnormal or whether the fuel
addition valve 120 is not driven.
[0092] When the A/F sensor 136 is abnormal or the fuel addition
valve 120 is not driven, corresponding to "YES" at S440, the ECU
140 finishes the routine. When the A/F sensor 136 is normal and the
fuel addition valve 120 is driven, corresponding to "NO" at S440,
the ECU 140 determines at S442 whether the DPF 114 is regenerated
by the post injection. When the DPF 114 is regenerated by the post
injection, corresponding to "YES" at S422, the ECU 140 finishes the
routine.
[0093] When the DPF 114 is not regenerated, corresponding to "NO"
at S442, the ECU 140 performs S444 to S456. Because S444 to S456
are substantially same with S322 to S334 in FIG. 3, the description
thereof is omitted for simplicity.
[0094] However, an applied constant K used when the difference D2
is determined at S448, is desirably set to be smaller than the
applied constant B at S326 in FIG. 3. In addition, an applied
constant L used when the difference D1 is determined at S452, is
desirably set to be smaller than the applied constant C at S330 in
FIG. 3 because of simplicity. In the routine that does not
determine the abnormality of the A/F sensor 136 and whether the DPF
114 is regenerated in FIG. 3 and in the routine that determines the
abnormality of the A/F sensor 136 and whether the DPF 114 is
regenerated in FIG. 9, reliability of the value of the actual A/F
ratio and the estimated A/F ratio in the routine of FIG. 9 is
higher than that of FIG. 3.
[0095] According to the above described embodiment, in the driven
state and the non-driven state of the fuel addition valve 120, the
ECU 140 detects the actual A/F ratio from the output signal of the
A/F sensor 136, calculates the estimated A/F ratio based on the
inlet air amount detected from the output signal of the inlet air
amount sensor 40, the fuel injection amount provided by instruction
to the fuel injection valve 36, and the fuel addition amount
provided by instruction to the fuel addition valve 120, and
determines whether the fuel addition valve 120 is abnormal based on
the actual A/F ratio and the estimated A/F ratio.
[0096] Thereby, when the fuel addition valve 120 is abnormal,
proper treatments such as stopping to drive the fuel addition valve
120, alerting the abnormality of the fuel addition valve 120 or the
like can be performed.
OTHER EMBODIMENTS
[0097] In the above embodiment, the oxidation catalyst 110, the
NO.sub.x catalyst 112 and the DPF 114 are used as the exhaust
treatment device for removing the harmful components in the exhaust
discharged from the engine 10, and the fuel is injected from the
fuel addition valve 120 to reduce NO.sub.x absorbed in the NO.sub.x
catalyst 112.
[0098] In addition, the fuel may be injected from the fuel addition
valve 120 to regenerate the DPF 114. At least one of the NO.sub.x
catalyst 112 and the DPF 114 may be provided, and the fuel may be
injected from the fuel addition valve 120 to reduce NO.sub.x
absorbed in the NO.sub.x catalyst 112 and/or to regenerate the DPF
114.
[0099] In the above-described case, the abnormality determination
routines shown in FIG. 2 to FIG. 5 can be applied.
[0100] The exhaust treatment device may be any configuration as
long as the exhaust treatment device removes the harmful components
in the exhaust and the removed harmful components that are purified
by the fuel injected from the fuel addition valve 120.
[0101] The located position of the A/F sensor 136 is not limited to
the downstream of the NO.sub.x catalyst 112 and the DPF 114 as the
exhaust treatment device as long as the A/F sensor 136 is located
downstream of the fuel addition valve 120. For example, the A/F
sensor 136 may be located upstream of the NO.sub.x catalyst
112.
[0102] In the above embodiment, functions of the addition timing
detecting means, the addition valve controlling means, the actual
A/F ratio detecting means, the estimated A/F ratio calculating
means, the addition valve abnormality determining means and the A/F
sensor abnormality determining means are accomplished by the ECU
140, in which the functions are specified by the control programs.
By contrast, at least a part of the functions of the
above-described means may be accomplished by hardware, in which the
function is specified by a circuit configuration in itself.
[0103] Furthermore, the internal combustion engine is not limited
to the diesel engine A gasoline engine, an internal combustion
engine using another fuel or the like may be used.
[0104] While the invention has been described with reference to
various exemplary embodiments, it is to be understood that the
invention is not limited to the embodiments and constructions
discussed and described herein. The invention is intended to cover
various modifications and equivalent arrangements.
* * * * *