U.S. patent application number 12/512614 was filed with the patent office on 2010-02-11 for catalyst deterioration determination device and method, and engine control unit.
This patent application is currently assigned to HONDA MOTOR CO., LTD. Invention is credited to Hirofumi Hara, Jun IIDA, Daisuke Sato.
Application Number | 20100031632 12/512614 |
Document ID | / |
Family ID | 40975626 |
Filed Date | 2010-02-11 |
United States Patent
Application |
20100031632 |
Kind Code |
A1 |
IIDA; Jun ; et al. |
February 11, 2010 |
CATALYST DETERIORATION DETERMINATION DEVICE AND METHOD, AND ENGINE
CONTROL UNIT
Abstract
A catalyst deterioration determination device capable of
determining whether or not fuel is high-sulfur fuel containing much
sulfur content, and properly determining whether a catalyst is
deteriorated while suppressing the frequency of execution of
control for recovering the catalyst from the poisoned state to the
minimum. The device determines whether or not a catalyst which
purifies exhaust gases exhausted from an internal combustion engine
is deteriorated based on the capacity of the catalyst for purifying
exhaust gases. If it is determined that the catalyst is
deteriorated, first sulfur elimination control is executed for
eliminating sulfur content accumulated in the catalyst. Further,
when the first sulfur elimination control is terminated, the
deterioration determination of the catalyst is executed. Then, when
it is determined by the deterioration determination that the
catalyst is not deteriorated, it is determined that the fuel is
high-sulfur fuel containing lots of sulfur content.
Inventors: |
IIDA; Jun; (Saitama-ken,
JP) ; Sato; Daisuke; (Saitama-ken, JP) ; Hara;
Hirofumi; (Saitama-ken, JP) |
Correspondence
Address: |
ARENT FOX LLP
1050 CONNECTICUT AVENUE, N.W., SUITE 400
WASHINGTON
DC
20036
US
|
Assignee: |
HONDA MOTOR CO., LTD
Tokyo
JP
|
Family ID: |
40975626 |
Appl. No.: |
12/512614 |
Filed: |
July 30, 2009 |
Current U.S.
Class: |
60/274 ; 60/277;
701/102 |
Current CPC
Class: |
F01N 3/0885 20130101;
F01N 3/0871 20130101; F01N 3/0842 20130101 |
Class at
Publication: |
60/274 ; 701/102;
60/277 |
International
Class: |
F01N 11/00 20060101
F01N011/00 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 5, 2008 |
JP |
201475/2008 |
Mar 25, 2009 |
JP |
074631/2009 |
Claims
1. A catalyst deterioration determination device that determines
deterioration of a catalyst disposed in an exhaust passage of an
internal combustion engine, for purifying exhaust gases exhausted
from the engine, comprising: first deterioration-determining means
for determining whether or not the catalyst is deteriorated based
on a capacity of the catalyst for purifying exhaust gases; first
sulfur elimination control-executing means for executing first
sulfur elimination control for eliminating sulfur content
accumulated in the catalyst, when it is determined by said first
deterioration-determining means that the catalyst is deteriorated;
second deterioration-determining means for determining whether or
not the catalyst is deteriorated, when the first sulfur elimination
control is terminated; and high sulfur-determining means for
determining that the fuel is high-sulfur fuel containing lots of
sulfur content, when it is determined by said second
deterioration-determining means that the catalyst is not
deteriorated.
2. A catalyst deterioration determination device as claimed in
claim 1, further comprising deterioration determination-inhibiting
means for inhibiting the deterioration determination of the
catalyst by said first deterioration-determining means, when it is
determined by said high sulfur-determining means that the fuel is
high-sulfur fuel.
3. A catalyst deterioration determination device as claimed in
claim 2, further comprising fuel consumption-calculating means for
calculating consumption of fuel, and wherein said deterioration
determination-inhibiting means inhibits the deterioration
determination, when the calculated fuel consumption reaches a first
predetermined threshold.
4. A catalyst deterioration determination device as claimed in
claim 2, further comprising fuel consumption-determining means for
determining whether or not the fuel which is determined as
high-sulfur fuel is consumed; and deterioration
determination-restarting means for restarting the deterioration
determination of the catalyst by said first
deterioration-determining means, when it is determined by said fuel
consumption-determining means that the fuel is consumed during
inhibition of the deterioration determination of the catalyst.
5. A catalyst deterioration determination device as claimed in
claim 4, wherein said fuel consumption-determining means determines
that the fuel is consumed when the fuel consumption reaches a
second predetermined threshold which is larger than the first
predetermined threshold.
6. A catalyst deterioration determination device as claimed in
claim 4, further comprising refueling determining means for
determining whether or not refueling is performed, and wherein said
fuel consumption-determining means determines that fuel is consumed
when it is determined by said refueling determining means that
refueling is performed.
7. A catalyst deterioration determination device as claimed in
claim 4, wherein the first sulfur elimination control is executed
prior to restarting the deterioration determination of the catalyst
by said deterioration determination-restarting means.
8. A catalyst deterioration determination device as claimed in
claim 1, further comprising second sulfur elimination
control-executing means for executing second sulfur elimination
control separately from the first sulfur elimination control, for
eliminating sulfur content accumulated in the catalyst in
accordance with progress of operation of the engine, and wherein a
time period over which the first sulfur elimination control is
executed is longer than a time period over which the second sulfur
elimination control is executed.
9. A catalyst deterioration determination device as claimed in
claim 1, further comprising second sulfur elimination
control-executing means for executing second sulfur elimination
control separately from the first sulfur elimination control, for
eliminating sulfur content accumulated in the catalyst in
accordance with progress of operation of the engine, and wherein
said first and second sulfur elimination control-executing means
control the exhaust gases flowing into the catalyst to a reduction
atmosphere, and wherein a degree of reduction of the exhaust gases
is controlled to a higher value during execution of the first
sulfur elimination control, than during execution of the second
sulfur elimination control.
10. A catalyst deterioration determination device as claimed in
claim 1, further comprising second sulfur elimination
control-executing means for executing second sulfur elimination
control separately from the first sulfur elimination control, for
eliminating sulfur content accumulated in the catalyst in
accordance with progress of operation of the engine, and wherein
temperature of the catalyst is controlled to a higher value during
execution of the first sulfur elimination control, than during
execution of the second sulfur elimination control.
11. A catalyst deterioration determination device as claimed in
claim 8, further comprising second sulfur elimination control
period-setting means for setting a repetition period at which the
second sulfur elimination control is executed to a short time
period, when it is determined by said high sulfur-determining means
that the fuel is high-sulfur fuel.
12. A catalyst deterioration determination device as claimed in
claim 1, wherein the catalyst is configured to trap NOx in exhaust
gases under the oxidation atmosphere, the catalyst deterioration
determination device further comprising: reduction control means
for executing reduction control for controlling exhaust gases
flowing into the catalyst to the reduction atmosphere to reduce the
NOx trapped by the catalyst, and reduction control repetition
period-setting means for setting a repetition period at which the
reduction control is executed to a short time period, when it is
determined by said high sulfur-determining means that the fuel is
high-sulfur fuel.
13. A method of determining deterioration of a catalyst disposed in
an exhaust passage of an internal combustion engine, for purifying
exhaust gases exhausted from the engine, comprising: executing
first deterioration determination for determining whether or not
the catalyst is deteriorated, based on a capacity of the catalyst
for purifying exhaust gases; executing first sulfur elimination
control for eliminating sulfur content accumulated in the catalyst,
when it is determined by the first deterioration determination that
the catalyst is deteriorated; executing second deterioration
determination for determining whether or not the catalyst is
deteriorated, when the first sulfur elimination control is
terminated; and determining that the fuel is high-sulfur fuel
containing lots of sulfur content, when it is determined by the
second deterioration determination that the catalyst is not
deteriorated.
14. A method as claimed in claim 13, further comprising inhibiting
the first deterioration determination of the catalyst, when it is
determined that the fuel is high-sulfur fuel.
15. A method as claimed in claim 14, further comprising calculating
consumption of fuel, and wherein said inhibiting includes
inhibiting the first deterioration determination, when the
calculated fuel consumption reaches a first predetermined
threshold.
16. A method as claimed in claim 14, further comprising determining
whether or not the fuel which is determined as high-sulfur fuel is
consumed; and restarting the first deterioration determination,
when it is determined by said fuel consumption determining that the
fuel is consumed during inhibition of the deterioration
determination of the catalyst.
17. A method as claimed in claim 16, wherein said fuel consumption
determining includes determining that the fuel is consumed when the
fuel consumption reaches a second predetermined threshold which is
larger than the first predetermined threshold.
18. A method as claimed in claim 16, further comprising determining
whether or not refueling is performed, and wherein said fuel
consumption determining includes determining that fuel is consumed
when it is determined by said refueling determining that refueling
is performed.
19. A method as claimed in claim 16, wherein the first sulfur
elimination control is executed prior to restarting the first
deterioration determination of the catalyst.
20. A method as claimed in claim 13, further comprising executing
second sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and wherein a time period over which the first sulfur
elimination control is executed is longer than a time period over
which the second sulfur elimination control is executed.
21. A method as claimed in claim 13, further comprising executing
second sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and wherein said first and second sulfur elimination
controls control the exhaust gases flowing into the catalyst to a
reduction atmosphere, and wherein a degree of reduction of the
exhaust gases is controlled to a higher value during execution of
the first sulfur elimination control, than during execution of the
second sulfur elimination control.
22. A method as claimed in claim 13, further comprising executing
second sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and wherein temperature of the catalyst is controlled to a
higher value during execution of the first sulfur elimination
control, than during execution of the second sulfur elimination
control.
23. A method as claimed in claim 20, further comprising setting a
repetition period at which the second sulfur elimination control is
executed to a short time period, when it is determined that the
fuel is high-sulfur fuel.
24. A method as claimed in claim 13, wherein the catalyst is
configured to trap NOx in exhaust gases under the oxidation
atmosphere, the method further comprising: executing reduction
control for controlling exhaust gases flowing into the catalyst to
the reduction atmosphere to reduce the NOx trapped by the catalyst,
and setting a repetition period at which the reduction control is
executed to a short time period, when it is determined that the
fuel is high-sulfur fuel.
25. An engine control unit including a control program for causing
a computer to execute a method of determining deterioration of a
catalyst disposed in an exhaust passage of an internal combustion
engine, for purifying exhaust gases exhausted from the engine,
wherein the method comprises: executing first deterioration
determination for determining whether or not the catalyst is
deteriorated, based on a capacity of the catalyst for purifying
exhaust gases; executing first sulfur elimination control for
eliminating sulfur content accumulated in the catalyst, when it is
determined the first deterioration determination that the catalyst
is deteriorated; executing second deterioration determination for
determining whether or not the catalyst is deteriorated, when the
first sulfur elimination control is terminated; and determining
that the fuel is high-sulfur fuel containing lots of sulfur
content, when it is determined by the second deterioration
determination that the catalyst is not deteriorated.
26. An engine control unit as claimed in claim 25, wherein the
method further comprises inhibiting the first deterioration
determination of the catalyst, when it is determined that the fuel
is high-sulfur fuel.
27. An engine control unit as claimed in claim 26, wherein the
method further comprises calculating consumption of fuel, and
wherein said inhibiting includes inhibiting the first deterioration
determination, when the calculated fuel consumption reaches a first
predetermined threshold.
28. An engine control unit as claimed in claim 26, wherein the
method further comprises: determining whether or not the fuel which
is determined as high-sulfur fuel is consumed; and restarting the
first deterioration determination, when it is determined by said
fuel consumption determining that the fuel is consumed during
inhibition of the deterioration determination of the catalyst.
29. An engine control unit as claimed in claim 28, wherein said
fuel consumption determining includes determining that the fuel is
consumed when the fuel consumption reaches a second predetermined
threshold which is larger than the first predetermined
threshold.
30. An engine control unit as claimed in claim 28, wherein the
method further comprises determining whether or not refueling is
performed, and wherein said fuel consumption determining includes
determining that fuel is consumed when it is determined by said
refueling determining that refueling is performed.
31. An engine control unit as claimed in claim 28, wherein the
first sulfur elimination control is executed prior to restarting
the first deterioration determination of the catalyst.
32. An engine control unit as claimed in claim 25, wherein the
method further comprises executing second sulfur elimination
control separately from the first sulfur elimination control, for
eliminating sulfur content accumulated in the catalyst in
accordance with progress of operation of the engine, and wherein a
time period over which the first sulfur elimination control is
executed is longer than a time period over which the second sulfur
elimination control is executed.
33. An engine control unit as claimed in claim 25, wherein the
method further comprises executing second sulfur elimination
control separately from the first sulfur elimination control, for
eliminating sulfur content accumulated in the catalyst in
accordance with progress of operation of the engine, and wherein
said first and second sulfur elimination controls control the
exhaust gases flowing into the catalyst to a reduction atmosphere,
and wherein a degree of reduction of the exhaust gases is
controlled to a higher value during execution of the first sulfur
elimination control, than during execution of the second sulfur
elimination control.
34. An engine control unit as claimed in claim 25, wherein the
method further comprises executing second sulfur elimination
control separately from the first sulfur elimination control, for
eliminating sulfur content accumulated in the catalyst in
accordance with progress of operation of the engine, and wherein
temperature of the catalyst is controlled to a higher value during
execution of the first sulfur elimination control, than during
execution of the second sulfur elimination control.
35. An engine control unit as claimed in claim 32, wherein the
method further comprises setting a repetition period at which the
second sulfur elimination control is executed to a short time
period, when it is determined that the fuel is high-sulfur
fuel.
36. An engine control unit as claimed in claim 25, wherein the
catalyst is configured to trap NOx in exhaust gases under the
oxidation atmosphere, wherein the method further comprises:
executing reduction control for controlling exhaust gases flowing
into the catalyst to the reduction atmosphere to reduce the NOx
trapped by the catalyst, and setting a repetition period at which
the reduction control is executed to a short time period, when it
is determined that the fuel is high-sulfur fuel.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of the Invention
[0002] The present invention relates to a catalyst deterioration
determination device and method and an engine control unit for
determining deterioration of a catalyst that purifies exhaust gases
from an internal combustion engine.
[0003] 2. Description of the Related Art
[0004] Conventionally, there has been proposed a catalyst
deterioration determination device for determining deterioration of
a catalyst in Japanese Laid-Open Patent Publication (Kokai) No.
2002-195089. This catalyst is a NOx catalyst, and in this
deterioration determination device, the deterioration of the NOx
catalyst is determined in the following manner: First, a rate of
NOx purification by the NOx catalyst is calculated based on a ratio
between a required amount of reducing agent and a NOx trapping
amount trapped by the NOx catalyst. The required amount of reducing
agent is calculated based on the air-fuel ratio of exhaust gases in
an exhaust passage downstream of the NOx catalyst, and the NOx
trapping amount is calculated based on the amount of intake air,
rotational speed and load on an internal combustion engine. If the
calculated rate of NOx purification is less than a first
predetermined value, since there is a possibility that the rate of
NOx purification is lowered not by the deterioration of the NOx
catalyst, but by poisoning of the NOx catalyst due to accumulation
of sulfur content of fuel in the NOx catalyst, in order to check
for this, a poisoning recovery control is executed for causing
recovery of the NOx catalyst from the poisoned state. This
poisoning recovery control is carried out by raising the
temperature of the NOx catalyst higher than a predetermined
temperature and then controlling the air-fuel ratio to a richer
value than the stoichiometric air-fuel ratio, to thereby cause
reduction (reduction-oxidation reaction) of sulfur content. Then,
the rate of NOx purification is calculated again, and if the rate
of purification is not less than a second predetermined value, it
is judged that the rate of purification is lowered by poisoning of
the NOx catalyst, and hence it is determined that the NOx catalyst
is normal.
[0005] As described above, in the conventional deterioration
determination device, when the rate of purification of the NOx
catalyst is lowered, the poisoning recovery control is carried out
to check for the cause of the lowering of the rate of purification
of the NOx catalyst. Therefore, when high-sulfur fuel is used which
contains lots of sulfur content, the NOx catalyst is made more
liable to be poisoned, and hence the rate of purification is more
liable to be lowered. Therefore, it is required to frequently
perform the poisoning recovery control in which the air-fuel ratio
is controlled to a richer value. As a result, more fuel is
consumed, which causes degradation of fuel economy.
SUMMARY OF THE INVENTION
[0006] It is an object of the present invention to provide a
catalyst deterioration determination device and method and an
engine control unit which are capable of determining whether or not
fuel is high-sulfur fuel containing lots of sulfur content, and
properly determining whether a catalyst is deteriorated while
suppressing the frequency of execution of control for recovering
the catalyst from the poisoned state to the minimum.
[0007] To attain the above object, in a first aspect of the present
invention, there is provided a catalyst deterioration determination
device that determines deterioration of a catalyst disposed in an
exhaust passage of an internal combustion engine, for purifying
exhaust gases exhausted from the engine, comprising first
deterioration-determining means for determining whether or not the
catalyst is deteriorated based on a capacity of the catalyst for
purifying exhaust gases, first sulfur elimination control-executing
means for executing first sulfur elimination control for
eliminating sulfur content accumulated in the catalyst, when it is
determined by the first deterioration-determining means that the
catalyst is deteriorated, second deterioration-determining means
for determining whether or not the catalyst is deteriorated, when
the first sulfur elimination control is terminated, and high
sulfur-determining means for determining that the fuel is
high-sulfur fuel containing lots of sulfur content, when it is
determined by the second deterioration-determining means that the
catalyst is not deteriorated.
[0008] With the configuration of the catalyst deterioration
determination device according to the first aspect of the present
invention, the exhaust gases are purified by the catalyst provided
in the exhaust passage. Further, it is determined whether or not
the catalyst is deteriorated based on the capacity of the catalyst
for purifying exhaust gases, and if it is determined that the
catalyst is deteriorated, the first sulfur elimination control for
eliminating the sulfur content accumulated in the catalyst is
carried out. Thereafter, the deterioration determination of the
catalyst is executed again.
[0009] If the catalyst is not deteriorated but poisoned, the sulfur
content accumulated in the catalyst is eliminated by execution of
the first sulfur elimination control, whereby the purification
capability of the catalyst is recovered. Therefore, when it is
determined that the catalyst is not deteriorated after execution of
the first sulfur elimination control, the cause of lowering of the
purification capability is identified as not the deterioration of
the catalyst, but poisoning of the catalyst, and it is determined
that the fuel is high-sulfur fuel containing lots of sulfur
content. As described above, if it is determined that the fuel is
high-sulfur fuel, the first sulfur elimination control is executed
on this understanding, whereby it is possible to appropriately
carry out the deterioration determination of the catalyst, while
suppressing the frequency of execution of the first sulfur
elimination control to the minimum.
[0010] Preferably, the catalyst deterioration determination device
further comprises deterioration determination-inhibiting means for
inhibiting the deterioration determination of the catalyst by the
first deterioration-determining means, when it is determined by the
high sulfur-determining means that the fuel is high-sulfur
fuel.
[0011] In the case of high-sulfur fuel, the amount of sulfur
content accumulated in the catalyst becomes larger, so that a
possibility that the accuracy of the deterioration determination is
lowered becomes high. According to the present invention, if it is
determined that the fuel is high-sulfur fuel, the deterioration
determination of the catalyst is inhibited, whereby it is possible
to prevent the deterioration of the catalyst from being erroneously
determined due to poisoning.
[0012] More preferably, the catalyst deterioration determination
device further comprises fuel consumption-calculating means for
calculating consumption of fuel, and the deterioration
determination-inhibiting means inhibits the deterioration
determination, when the calculated fuel consumption reaches a first
predetermined threshold.
[0013] In the case of high-sulfur fuel, as the fuel consumption
increases, the sulfur content accumulated in the catalyst
increases, and hence the possibility that the accuracy of the
deterioration determination is lowered becomes high. According to
the present invention, if it is determined that the fuel is
high-sulfur fuel, when the calculated fuel consumption reaches the
first predetermined threshold, the deterioration determination of
the catalyst is inhibited. Therefore, when there is a high
possibility that the accuracy of the deterioration determination of
the catalyst is lowered by poisoning, the deterioration
determination is inhibited, whereby it is possible to positively
prevent the erroneous determination. Further, since execution of
the deterioration determination is permitted before the fuel
consumption reaches the first predetermined threshold, it is
possible to carry out the deterioration determination of the
catalyst as much as possible while maintaining the accuracy of the
determination.
[0014] More preferably, the catalyst deterioration determination
device further comprises fuel consumption-determining means for
determining whether or not the fuel which is determined as
high-sulfur fuel is consumed, and deterioration
determination-restarting means for restarting the deterioration
determination of the catalyst by the first
deterioration-determining means, when it is determined by the fuel
consumption-determining means that the fuel is consumed during
inhibition of the deterioration determination of the catalyst.
[0015] With the configuration of this preferred embodiment, during
inhibition of the deterioration determination, when it is
determined that the fuel determined as the high-sulfur fuel is
consumed, the deterioration determination is restarted. This makes
it possible to restart the deterioration determination in timing in
which consumption of the fuel is completed, thereby making it
possible to prevent the deterioration of the catalyst from being
erroneous determined due to poisoning.
[0016] Further preferably, the fuel consumption-determining means
determines that the fuel is consumed when the fuel consumption
reaches a second predetermined threshold which is larger than the
first predetermined threshold.
[0017] With the configuration of this preferred embodiment, during
inhibition of the deterioration determination of the catalyst, when
the fuel consumption reaches the second predetermined threshold
which is larger than the first predetermined threshold, the
deterioration determination of the catalyst is restarted.
Therefore, by using a value which is exceeded when it is expected
that the high-sulfur fuel is positively consumed as the second
predetermined threshold, it is possible to restart the
deterioration determination in timing in which the high-sulfur fuel
is positively consumed.
[0018] Further preferably, the catalyst deterioration determination
device further comprises refueling determining means for
determining whether or not refueling is performed, and the fuel
consumption-determining means determines that fuel is consumed when
it is determined by the refueling determining means that refueling
is performed.
[0019] With the configuration of this preferred embodiment, during
inhibition of the deterioration determination of the catalyst, when
it is determined that refueling is performed, the deterioration
determination of the catalyst is restarted. If refueling is
performed, it is possible to determine that the fuel used until
then has been consumed. Therefore, after refueling, it is possible
to restart the deterioration determination in timing in which the
high-sulfur fuel is positively consumed.
[0020] Further preferably, the first sulfur elimination control is
executed prior to restarting the deterioration determination of the
catalyst by the deterioration determination-restarting means.
[0021] With the configuration of this preferred embodiment, since
the first sulfur elimination control is executed prior to
restarting the deterioration determination of the catalyst, this
makes it possible to restart the deterioration determination in a
state where the catalyst has been positively recovered from
poisoning, whereby it is possible to properly carry out the
deterioration determination.
[0022] Preferably, the catalyst deterioration determination device
further comprises second sulfur elimination control-executing means
for executing second sulfur elimination control separately from the
first sulfur elimination control, for eliminating sulfur content
accumulated in the catalyst in accordance with progress of
operation of the engine, and a time period over which the first
sulfur elimination control is executed is longer than a time period
over which the second sulfur elimination control is executed.
[0023] With the configuration of this preferred embodiment, the
sulfur content accumulated in the catalyst in accordance with
progress of the operation of the engine is eliminated by executing
the second sulfur elimination control of an ordinary type. Further,
the time period over which the first sulfur elimination control
which is executed when it is determined that the catalyst is
deteriorated or before the deterioration determination of the
catalyst is restarted is set to be longer than a time period over
which the second sulfur elimination control is executed. This
causes the first sulfur elimination control to be executed for a
longer time period, whereby it is possible to positively recover
the catalyst from poisoning, and hence this makes it possible to
more properly carry out a subsequent deterioration determination of
the catalyst.
[0024] Preferably, the catalyst deterioration determination device
further comprises second sulfur elimination control-executing means
for executing second sulfur elimination control separately from the
first sulfur elimination control, for eliminating sulfur content
accumulated in the catalyst in accordance with progress of
operation of the engine, and the first and second sulfur
elimination control-executing means control the exhaust gases
flowing into the catalyst to a reduction atmosphere, a degree of
reduction of the exhaust gases being controlled to a higher value
during execution of the first sulfur elimination control, than
during execution of the second sulfur elimination control.
[0025] With the configuration of this preferred embodiment, the
exhaust gases flowing into the catalyst is controlled to the
reduction atmosphere by executing the first and second sulfur
elimination control. By this, the sulfur content accumulated in the
catalyst is reduced and eliminated. Further, during execution of
the first sulfur elimination control, the degree of reduction of
the exhaust gases is controlled to be higher than during the
execution of the second sulfur elimination control of an ordinary
type. Therefore, more sulfur content accumulated in the catalyst is
eliminated during the execution of the first sulfur elimination
control, whereby it is possible to positively recover the catalyst
from poisoning, thereby making it possible to more properly carry
out a subsequent deterioration determination of the catalyst.
[0026] Preferably, the catalyst deterioration determination device
further comprises second sulfur elimination control-executing means
for executing second sulfur elimination control separately from the
first sulfur elimination control, for eliminating sulfur content
accumulated in the catalyst in accordance with progress of
operation of the engine, and temperature of the catalyst is
controlled to a higher value during execution of the first sulfur
elimination control, than during execution of the second sulfur
elimination control.
[0027] In general, as the temperature of the catalyst is higher,
the activity thereof becomes higher, and this causes the capability
of eliminating sulfur content to be enhanced. According to the
present invention, in the execution of the first sulfur elimination
control, the temperature of the catalyst is controlled to be higher
than during the execution of the ordinary second sulfur elimination
control. This makes it possible to positively recover the catalyst
from poisoning in a state where the catalyst is more activated,
during the execution of the first sulfur elimination control, and
hence it is possible to more properly carry out a subsequent
deterioration determination of the catalyst.
[0028] Further preferably, the catalyst deterioration determination
device further comprises second sulfur elimination control
period-setting means for setting a repetition period at which the
second sulfur elimination control is executed to a short time
period, when it is determined by the high sulfur-determining means
that the fuel is high-sulfur fuel.
[0029] In the case of the high-sulfur fuel, the catalyst is liable
to be rapidly poisoned. Therefore, with the configuration of this
preferred embodiment, it is possible to recover the catalyst from
poisoning in proper timing by reducing the repetition period at
which the normal second sulfur elimination control is executed.
This makes it possible to maintain the NOx trapping capability of
the catalyst, thereby making it possible to maintain the exhaust
emission characteristics.
[0030] Preferably, the catalyst is configured to trap NOx in
exhaust gases under the oxidation atmosphere, and the catalyst
deterioration determination device further comprises reduction
control means for executing reduction control for controlling
exhaust gases flowing into the catalyst to the reduction atmosphere
to reduce the NOx trapped by the catalyst, and reduction control
repetition period-setting means for setting a repetition period at
which the reduction control is executed to a short time period,
when it is determined by the high sulfur-determining means that the
fuel is high-sulfur fuel.
[0031] With the configuration of this preferred embodiment, the NOx
in exhaust gases is trapped by the catalyst under the oxidation
atmosphere, and the trapped NOx is reduced by executing the
reduction control which controls the exhaust gases flowing into the
catalyst to the reduction atmosphere. In the case of the
high-sulfur fuel, since the amount of the sulfur content
accumulated in the catalyst becomes larger, the catalyst more
rapidly becomes saturated. According to the present invention, when
it is determined that the fuel is high-sulfur fuel, a repetition
period at which the reduction control is executed is reduced,
whereby it is possible to execute the reduction control in proper
timing before the catalyst becomes saturated. This makes it
possible to suppress flowing of NOx through the catalyst due to
saturation of the catalyst, thereby making it possible to maintain
the exhaust emission characteristics.
[0032] To attain the above object, in a second aspect of the
present invention, there is provided a method of determining
deterioration of a catalyst disposed in an exhaust passage of an
internal combustion engine, for purifying exhaust gases exhausted
from the engine, comprising executing first deterioration
determination for determining whether or not the catalyst is
deteriorated, based on a capacity of the catalyst for purifying
exhaust gases, executing first sulfur elimination control for
eliminating sulfur content accumulated in the catalyst, when it is
determined the first deterioration determination that the catalyst
is deteriorated, executing second deterioration determination for
determining whether or not the catalyst is deteriorated, when the
first sulfur elimination control is terminated, and determining
that the fuel is high-sulfur fuel containing lots of sulfur
content, when it is determined by the second deterioration
determination that the catalyst is not deteriorated.
[0033] With the configuration according to the second aspect of the
present invention, it is possible to obtain the same advantageous
effects as provided by the first aspect of the present
invention.
[0034] Preferably, the method further comprises inhibiting the
first deterioration determination of the catalyst, when it is
determined that the fuel is high-sulfur fuel.
[0035] More preferably, the method further comprises calculating
consumption of fuel, and the inhibiting includes inhibiting the
first deterioration determination, when the calculated fuel
consumption reaches a first predetermined threshold.
[0036] More preferably, the method further comprises determining
whether or not the fuel which is determined as high-sulfur fuel is
consumed, and restarting the first deterioration determination,
when it is determined by the fuel consumption determining that the
fuel is consumed during inhibition of the deterioration
determination of the catalyst.
[0037] Further preferably, the fuel consumption determining
includes determining that the fuel is consumed when the fuel
consumption reaches a second predetermined threshold which is
larger than the first predetermined threshold.
[0038] Further preferably, the method further comprises determining
whether or not refueling is performed, and wherein the fuel
consumption determining includes determining that fuel is consumed
when it is determined by the refueling determining that refueling
is performed.
[0039] Further preferably, the first sulfur elimination control is
executed prior to restarting the first deterioration determination
of the catalyst.
[0040] Preferably, the method further comprises executing second
sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and a time period over which the first sulfur elimination
control is executed is longer than a time period over which the
second sulfur elimination control is executed.
[0041] Preferably, the method further comprises executing second
sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and the first and second sulfur elimination controls
control the exhaust gases flowing into the catalyst to a reduction
atmosphere, a degree of reduction of the exhaust gases being
controlled to a higher value during execution of the first sulfur
elimination control, than during execution of the second sulfur
elimination control.
[0042] Preferably, the method further comprises executing second
sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and temperature of the catalyst is controlled to a higher
value during execution of the first sulfur elimination control,
than during execution of the second sulfur elimination control.
[0043] More preferably, the method further comprises setting a
repetition period at which the second sulfur elimination control is
executed to a short time period, when it is determined that the
fuel is high-sulfur fuel.
[0044] Preferably, the catalyst is configured to trap NOx in
exhaust gases under the oxidation atmosphere, the method further
comprising executing reduction control for controlling exhaust
gases flowing into the catalyst to the reduction atmosphere to
reduce the NOx trapped by the catalyst, and setting a repetition
period at which the reduction control is executed to a short time
period, when it is determined that the fuel is high-sulfur
fuel.
[0045] With the configurations of these preferred embodiments, it
is possible to obtain the same advantageous effects as provided by
the respective corresponding preferred embodiments of the second
aspect of the present invention.
[0046] To attain the above object, in a third aspect of the present
invention, there is provided an engine control unit including a
control program for causing a computer to execute a method of
determining deterioration of a catalyst disposed in an exhaust
passage of an internal combustion engine, for purifying exhaust
gases exhausted from the engine, wherein the method comprises
executing first deterioration determination for determining whether
or not the catalyst is deteriorated, based on a capacity of the
catalyst for purifying exhaust gases, executing first sulfur
elimination control for eliminating sulfur content accumulated in
the catalyst, when it is determined by the first deterioration
determination that the catalyst is deteriorated, executing second
deterioration determination for determining whether or not the
catalyst is deteriorated, when the first sulfur elimination control
is terminated, and determining that the fuel is high-sulfur fuel
containing lots of sulfur content, when it is determined by the
second deterioration determination that the catalyst is not
deteriorated.
[0047] With the configuration according to the third aspect of the
present invention, it is possible to obtain the same advantageous
effects as provided by the first aspect of the present
invention.
[0048] Preferably, the method further comprises inhibiting the
first deterioration determination of the catalyst, when it is
determined that the fuel is high-sulfur fuel.
[0049] More preferably, the method further comprises calculating
consumption of fuel, and the inhibiting includes inhibiting the
first deterioration determination, when the calculated fuel
consumption reaches a first predetermined threshold.
[0050] More preferably, the method further comprises determining
whether or not the fuel which is determined as high-sulfur fuel is
consumed, and restarting the first deterioration determination,
when it is determined by the fuel consumption determining that the
fuel is consumed during inhibition of the deterioration
determination of the catalyst.
[0051] Further preferably, the fuel consumption determining
includes determining that the fuel is consumed when the fuel
consumption reaches a second predetermined threshold which is
larger than the first predetermined threshold.
[0052] Further preferably, the method further comprises determining
whether or not refueling is performed, and the fuel consumption
determining includes determining that fuel is consumed when it is
determined by the refueling determining that refueling is
performed.
[0053] Further preferably, the first sulfur elimination control is
executed prior to restarting the first deterioration determination
of the catalyst.
[0054] Preferably, the method further comprises executing second
sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and a time period over which the first sulfur elimination
control is executed is longer than a time period over which the
second sulfur elimination control is executed.
[0055] Preferably, the method further comprises executing second
sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and the first and second sulfur elimination controls
control the exhaust gases flowing into the catalyst to a reduction
atmosphere, a degree of reduction of the exhaust gases being
controlled to a higher value during execution of the first sulfur
elimination control, than during execution of the second sulfur
elimination control.
[0056] Preferably, the method further comprises executing second
sulfur elimination control separately from the first sulfur
elimination control, for eliminating sulfur content accumulated in
the catalyst in accordance with progress of operation of the
engine, and temperature of the catalyst is controlled to a higher
value during execution of the first sulfur elimination control,
than during execution of the second sulfur elimination control.
[0057] More preferably, the method further comprises setting a
repetition period at which the second sulfur elimination control is
executed to a short time period, when it is determined that the
fuel is high-sulfur fuel.
[0058] Preferably, the catalyst is configured to trap NOx in
exhaust gases under the oxidation atmosphere, wherein the method
further comprises executing reduction control for controlling
exhaust gases flowing into the catalyst to the reduction atmosphere
to reduce the NOx trapped by the catalyst, and setting a repetition
period at which the reduction control is executed to a short time
period, when it is determined that the fuel is high-sulfur
fuel.
[0059] With the configurations of these preferred embodiments, it
is possible to obtain the same advantageous effects as provided by
the respective corresponding preferred embodiments of the second
aspect of the present invention.
[0060] The above and other objects, features, and advantages of the
present invention will become more apparent from the following
detailed description taken in conjunction with the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0061] FIG. 1 is a schematic diagram of a catalyst deterioration
determination device according to embodiments of the present
invention, and an internal combustion engine to which the catalyst
deterioration determination device is applied;
[0062] FIG. 2 is a flowchart of a ordinary poisoning recovery
control process;
[0063] FIG. 3 is a flowchart of a deterioration determination
process according to a first embodiment of the present
invention;
[0064] FIG. 4 is a flowchart of a rich spike control process;
[0065] FIG. 5 is a timing diagram showing an example of operation
of the catalyst deterioration determination device performed when
the catalyst is normal, and fuel is high-sulfur fuel;
[0066] FIG. 6 is a flowchart of a deterioration determination
process according to a second embodiment of the present
invention;
[0067] FIG. 7 is a flowchart of a refueling determination
process;
[0068] FIG. 8 is a flowchart of a variation of the refueling
determination process.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0069] The invention will now be described in detail with reference
to the drawings showing preferred embodiments thereof. FIG. 1
schematically shows a catalyst deterioration determination device 1
according to embodiments of the present invention, and an internal
combustion engine 3 to which the catalyst deterioration
determination device 1 is applied. The internal combustion engine
(hereinafter simply referred to as "the engine") 3 is a diesel
engine that is installed on a vehicle, not shown.
[0070] A cylinder head 3a of the engine 3 has an intake pipe 4 and
an exhaust pipe 5 connected thereto, with a fuel injection valve
(hereinafter referred to as "the injector") 6 mounted therethrough
such that it faces a combustion chamber 3b.
[0071] The injector 6 is inserted into the combustion chamber 3b
through a central portion of the top wall thereof, and injects fuel
from a fuel tank (not shown) into the combustion chamber 3b. The
amount QINJ (fuel injection amount) of fuel to be injected from the
injector 6 is set by an ECU 2, referred to hereinafter, and a
valve-opening time period of the injector 6 is controlled by a
drive signal from the ECU 2 such that the set fuel injection amount
QINJ can be obtained.
[0072] The engine 3 has a crank angle sensor 10. The crank angle
sensor 10 delivers a CRK signal, which is a pulse signal, to the
ECU 2 in accordance with rotation of a crankshaft 3c. The CRK
signal is delivered whenever the crankshaft rotates through a
predetermined angle (e.g. 30.degree.). The ECU 2 calculates the
rotational speed NE of the engine 3 (hereinafter referred to as
"the engine speed NE") based on the CRK signal.
[0073] Further, the intake pipe 4 has an air flow sensor 11
inserted therein, which detects the amount (intake air amount) GAIR
of intake air sucked into the engine 3, and delivers a signal
indicative of the sensed intake air amount GAIR to the ECU 2.
[0074] A catalyst 7 is disposed in the exhaust pipe 5. The catalyst
7 is formed e.g. by a NOx catalyst, and if exhaust gases flowing
through the exhaust pipe 5 form an oxidation atmosphere in which
the oxygen concentration is high, the catalyst 7 traps NOx in the
exhaust gases. On the other hand, if exhaust gases contain lots of
HC and CO and form a reduction atmosphere in which the oxygen
concentration is low, the catalyst 7 reduces exhaust emissions by
reducing the trapped NOx with reducing agent (unburned fuel). The
catalyst 7 has a catalyst temperature sensor 14 which detects
temperature thereof (hereinafter referred to as "the catalyst
temperature") TCAT, and delivers a signal indicative of the sensed
catalyst temperature TCAT to the ECU 2.
[0075] An upstream LAF sensor 12 and a downstream LAF sensor 13 are
provided in the exhaust pipe 5 at respective locations upstream and
downstream of the catalyst 7. The upstream LAF sensor 12, which is
comprised of zirconia, linearly detects oxygen concentration in
exhaust gases on the upstream side of the catalyst 7 over a wide
range from a rich region to a lean region of the air-fuel ratio of
a mixture supplied to the engine 3, and delivers a signal
indicative of the sensed upstream oxygen concentration to the ECU
2. The downstream LAF sensor 13, which is comprised of zirconia,
similarly to the upstream LAF sensor 12, linearly detects oxygen
concentration in exhaust gases on the downstream side of the
catalyst 7 over a wide range from the rich region to the lean
region of the air-fuel ratio of the mixture supplied to the engine
3, and delivers a signal indicative of the sensed downstream oxygen
concentration to the ECU 2.
[0076] Further, an accelerator pedal opening sensor 15 detects the
stepped-on amount of an accelerator pedal, not shown, (hereinafter
referred to as the "accelerator pedal opening") AP, and delivers a
signal indicative of the sensed accelerator pedal opening AP to the
ECU 2, and an ignition switch 16 delivers a signal indicative of an
on/off state of an ignition key, not shown, to the ECU 2,
respectively.
[0077] The ECU 2 is implemented by a microcomputer comprised of a
CPU, a RAM, a ROM, and an I/O interface (none of which is shown).
The ECU 2 determines operating conditions of the engine 3 according
to the detection signals from the aforementioned sensors 10 to 15
and carries out various control processes, such as the control of
the fuel injection amount according to the determined operating
conditions of the engine. Particularly, the ECU 2 carries out an
ordinary poisoning recovery control (second sulfur elimination
control) for eliminating SOx (sulfur content) accumulated in the
catalyst 7, and the deterioration determination process for the
catalyst 7, as described hereinafter.
[0078] It should be noted that in the present embodiment, the ECU 2
corresponds to deterioration-determining means, first sulfur
elimination control-executing means, second
deterioration-determining means, high sulfur-determining means,
deterioration determination-inhibiting means, fuel
consumption-calculating means, fuel consumption-determining means,
deterioration determination-restarting means, refueling determining
means, second sulfur elimination control-executing means, second
sulfur elimination control period-setting means, reduction control
means, and reduction control period-setting means in the present
invention.
[0079] FIG. 2 is a flowchart of an ordinary poisoning recovery
control process. The present process is executed at predetermined
time intervals. In the present process, first, in a step 1 (shown
as S1 in abbreviated form in FIG. 2; the following steps are also
shown in abbreviated form), an SOx accumulation amount S_QSOx is
calculated. This SOx accumulation amount S_QSOx corresponds to an
of SOx which is accumulated in the catalyst 7, and is calculated in
the following manner: First, the amount of SOx exhausted from the
engine 3 during the current processing cycle is calculated by
searching a predetermined map, not shown, according to the engine
speed NE and a demanded torque PMCMD. Then, by adding the
calculated SOx amount to the immediately preceding value of the SOx
accumulation amount S_QSOX, the current value of the SOx
accumulation amount S_QSOx is calculated. It should be noted that
the demanded torque PMCMD is calculated by searching a
predetermined map, not shown, according to the engine speed NE and
the accelerator pedal opening AP.
[0080] Next, it is determined whether or not a high-sulfur fuel
flag F_SH is equal to 1 (step 2). The high-sulfur fuel flag F_SH
is, as described hereinafter, set to 1, when it is determined that
the fuel in use is high-sulfur fuel which contains lot of sulfur
content.
[0081] If the answer to this question is negative (NO), i.e. if the
fuel is not high-sulfur fuel, but ordinary fuel, a threshold QSREF
is set to a predetermined value QSS for ordinary fuel (step 3).
[0082] On the other hand, if the answer to the question of the step
2 is affirmative (YES), i.e. if the fuel is high-sulfur fuel, the
threshold QSREF is set to a predetermined value QSH for high-sulfur
fuel (step 4). The predetermined value QSH for high-sulfur fuel is
set to a smaller value than the predetermined value QSS for
ordinary fuel.
[0083] In a step 5 following the step 3 or 4, it is determined
whether or not the SOx accumulation amount S_QSOx is not less than
the threshold QSREF. If the answer to this question is negative
(NO), the SOx amount accumulated in the catalyst 7 is small, so
that the catalyst 7 is not poisoned, and hence the ordinary
poisoning recovery control for eliminating SOx is not executed, and
to indicate this fact, an ordinary poisoning recovering flag F_SPUR
is set to 0 (step 6), followed by terminating the present
process.
[0084] On the other hand, if the answer to the question of the step
5 is affirmative (YES), the catalyst 7 is poisoned, and hence it is
judged that the ordinary poisoning recovery control for eliminating
SOx should be executed, and to indicate this fact, the ordinary
poisoning recovering flag F_SPUR is set to 1 (step 7), followed by
terminating the present process. It should be noted that the
ordinary poisoning recovery control is carried out by controlling
the catalyst temperature TCAT to a target temperature which is not
lower than a predetermined temperature, and then controlling the
air-fuel ratio to a target air-fuel ratio which is richer than the
stoichiometric air-fuel ratio by increasing the amount of fuel
injected into the combustion chamber 3b, to thereby switch the
exhaust gases from the oxidation atmosphere to the reduction
atmosphere. By carrying out the ordinary poisoning recovery
control, the SOx accumulated in the catalyst 7 is reduced, and
hence the sulfur content is eliminated. Further, the ordinary
poisoning recovery control is executed for a predetermined time
period, and when the ordinary poisoning recovery control is
terminated, the ordinary poisoning recovering flag F_SPUR is reset
to 0, and the SOx accumulation amount S_QSOx is reset to 0.
[0085] FIG. 3 is a flowchart of a deterioration determination
process for the above-mentioned catalyst 7 according to the first
embodiment of the present invention. The present process is
executed at predetermined time intervals (e.g. of 10 msec). In the
present process, first, in a step 11, it is determined whether or
not a determination-use poisoning recovering flag F_SPURL has
changed from 1 to 0 between the immediately preceding execution of
this step and the present execution of the same. As described
hereinafter, the determination-use poisoning recovering flag
F_SPURL is set to 1 during execution of a determination-use
poisoning recovery control (first sulfur elimination control).
Further, the determination-use poisoning recovery control is
executed separately from the ordinary poisoning recovery control,
for eliminating SOx accumulated in the catalyst 7, in association
with the deterioration determination for the catalyst 7. If the
answer to this question is affirmative (YES), which means that the
determination-use poisoning recovering flag F_SPURL has changed
from 1 to 0, i.e. if it is immediately after the determination-use
poisoning recovery control is terminated, both of a fuel
consumption S_QIN, referred to hereinafter, and the high-sulfur
fuel flag F_SH are set to 0 (step 25), followed by terminating the
present process.
[0086] On the other hand, if the answer to the question of the step
11 is negative (NO), i.e. if it is not immediately after the
determination-use poisoning recovery control is terminated, it is
determined whether or not the high-sulfur fuel flag F_SH is equal
to 1 (step 12). If the answer to this question is negative (NO),
which means that the fuel is not high-sulfur fuel, but ordinary
fuel, it is determined whether or not a rich spike flag F_RICH is
equal to 1 (step 13).
[0087] This rich spike flag F_RICH is set to 1 during the execution
of a rich spike, referred to hereinafter. FIG. 4 is a flowchart of
a rich spike control process. In the present process, first, in a
step 31, a NOx trapping amount S_QNOx is calculated. The NOx
trapping amount S_QNOX corresponds to the amount of NOx trapped by
the catalyst 7, and is calculated in the following manner: First,
the amount of NOx which is exhausted from the engine 3 in the
current processing cycle is calculated by searching a predetermined
map, not shown, according to the engine speed NE and the demanded
torque PMCMD. Then, by adding the calculated NOx amount to the
immediately preceding value of the NOx trapping amount S_QNOX, the
current value of the NOx trapping amount S_QNOX is calculated.
[0088] Next, it is determined whether or not the high-sulfur fuel
flag F_SH is equal to 1 (step 32). If the answer to this question
is negative (NO), a threshold QNREF is set to a predetermined value
QNS for ordinary fuel (step 33). On the other hand, if the answer
to the question of the step 32 is affirmative (YES), i.e. if the
fuel is high-sulfur fuel, the threshold QNREF is set to a
predetermined value QNH for high-sulfur fuel (step 34). The
predetermined value QNH for high-sulfur fuel is set to a smaller
value than the predetermined value QNS for ordinary fuel.
[0089] In a step 35 following the step 33 or 34, it is determined
whether or not the NOx trapping amount S_QNOx is not less than the
threshold QNREF. If the answer to this question is negative (NO),
it is judged that the NOx amount trapped by the catalyst 7 is
small, and hence the rich spike for reducing the NOx is not
executed, and to indicate this fact, the rich spike flag F_RICH is
set to 0 (step 36), followed by terminating the present
process.
[0090] On the other hand, if the answer to the question of the step
35 is affirmative (YES), which means that the NOx trapping amount
S_QNOx is not less than the threshold QNREF, it is judged that the
NOx trapped by the catalyst 7 is relatively large, and hence the
rich spike should be executed, and to indicate this fact, the rich
spike flag F_RICH is set to 1 (step 37), followed by terminating
the present process. It should be noted that the rich spike is
carried out by controlling the air-fuel ratio to a richer value
than the stoichiometric air-fuel ratio by increasing the amount of
fuel injected into the combustion chamber 3b, to thereby switch the
exhaust gases from the oxidation atmosphere to the reduction
atmosphere. By carrying out the rich spike, the NOx trapped by the
catalyst 7 is reduced, and is released into the atmosphere in a
state reduced and made harmless. Further, the rich spike is
executed for a predetermined time period, and after the rich spike
is terminated, the rich spike flag F_RICH is reset to 0, and the
NOx trapping amount S_QNOx is reset to 0.
[0091] Referring back to FIG. 3, if the answer to the question of
the step 13 is negative (NO), i.e. if the rich spike is not being
executed, the present process is immediately terminated.
[0092] On the other hand, if the answer to the question of the step
13 is affirmative (YES), i.e. if the rich spike is being executed,
an oxygen storage capacity OSC of the catalyst 7 is calculated
(step 14). The oxygen storage capacity OSC represents a capacity of
the catalyst 7 for storing oxygen, and as the deterioration of the
catalyst 7 is in a more advanced state, the capacity thereof for
storing oxygen becomes lowered. Therefore, the oxygen storage
capacity OSC is used as a parameter indicative of deterioration of
the catalyst 7. The method of calculating the oxygen storage
capacity OSC is the same as that proposed by the present assignee
in Japanese Laid-Open Patent application (Kokai) No. 2008-154687,
and hence hereinafter, the calculating method will be briefly
explained.
[0093] First, a total amount of reducing agent flowing into the
catalyst 7 after the atmosphere formed by the exhaust gases is
changed into the reduction atmosphere is calculated as a first
reducing agent amount-integrated value sumkact1. Further, a total
amount of reducing agent which slip the catalyst 7 after the
atmosphere formed by the exhaust gases flowing through the catalyst
7 is changed into the reduction atmosphere is calculated as a
second reducing agent amount-integrated value sumkact2. Further, a
first equivalent ratio average value avekact1 is calculated based
on oxygen concentration in the exhaust gases on the upstream side
of the catalyst 7, which is detected by the upstream LAF sensor 12
after a first equivalent ratio KACT1 reaches a steady state.
Similarly, a second equivalent ratio average value avekact2 is
calculated based on oxygen concentration in the exhaust gases on
the downstream side of the catalyst 7, which is detected by the
downstream LAF sensor 13 after a second equivalent ratio KACT2
reaches a steady state. Then, using the first and second reducing
agent amount-integrated values sumkact1 and sumkact2, and the first
and second equivalent ratio average values avekact1 and avekact2,
the oxygen storage capacity OSC is calculated by the following
equation (1):
OSC=(sumkact1/avekact1)-(sumkact2/avekact2) (1)
[0094] Next, it is determined whether or not the oxygen storage
capacity OSC is larger than a predetermined reference value OSCJUD
(step 15). If the answer to this question is negative (NO), it is
determined whether or not the fuel consumption S_QIN is larger than
a first predetermined threshold IREF1 (e.g. 10L) (step 18). The
fuel consumption S_QIN represents a total amount of fuel supplied
to the combustion chamber 3b after the above-mentioned
determination-use poisoning recovery control is terminated, and is
calculated by adding the fuel injection amount QINJ to the
immediately preceding value of the fuel consumption S_QIN. If the
answer to the question of the step 18 is negative (NO), the oxygen
storage capacity OSC is lowered in a state in which the oxygen the
fuel consumption S_QIN is small. Therefore, it is judged that this
is not caused by poisoning of the catalyst 7, and it is determined
that the catalyst 7 is deteriorated. To indicate this fact, a
deterioration flag F_CATNG is set to 1 (step 19), followed by
terminating the present process.
[0095] On the other hand, if the answer to the question of the step
18 is affirmative (YES), i.e. if the fuel consumption S_QIN is
relatively large, it is tentatively determined that the catalyst 7
is deteriorated, and to indicate this fact, a tentative
deterioration flag F_CATNGV is set to 1 (step 20).
[0096] Next, the determination-use poisoning recovery control is
executed (step 21), followed by terminating the present process.
Similarly to the ordinary poisoning recovery control, the
determination-use poisoning recovery control is carried out by
controlling the catalyst temperature TCAT to the above-mentioned
target temperature which is higher than the predetermined
temperature, and then controlling the air-fuel ratio to the
above-mentioned target air-fuel ratio which is richer that the
stoichiometric air-fuel ratio, to thereby switch the exhaust gases
flowing into the catalyst 7 from the oxidation atmosphere to the
reduction atmosphere. Further, the determination-use poisoning
recovery control is executed for a predetermined time period which
is longer than a time period over which the ordinary poisoning
recovery control is executed. During execution of the
determination-use poisoning recovery control, the determination-use
poisoning recovering flag F_SPURL is held set to 1, and after
termination of the determination-use poisoning recovery control,
the SOx accumulation amount S_QSOx is reset to 0. By thus
performing the determination-use poisoning recovery control for a
longer time period, SOx, which is accumulated in the catalyst 7, is
positively eliminated.
[0097] If the answer to the question of the step 15 is affirmative
(YES), it is determined whether or not the tentative deterioration
flag F_CATNGV is equal to 1 (step 16). If the answer to this
question is negative (NO), the high oxygen storage capacity OSC is
obtained without carrying out the determination-use poisoning
recovery control, so that it is determined that the catalyst 7 is
not deteriorated, but is normal, and to indicate this fact, the
deterioration flag F_CATNG is set to 0 (step 17), followed by
terminating the present process.
[0098] On the other hand, if the answer to the question of the step
16 is affirmative (YES), the lowered oxygen storage capacity OSC is
recovered by execution of the determination-use poisoning recovery
control, so that it is judged that lowering of the oxygen storage
capacity OSC is caused by the poisoning of the catalyst 7.
Therefore, it is determined that the fuel is high-sulfur fuel, and
to indicate this fact, the high-sulfur fuel flag F_SH is set to 1
(step 22). Thereafter, the tentative deterioration flag F_CATNGV is
reset to 0 (step 26), followed by terminating the present
process.
[0099] After the above-mentioned step 22 is executed, the answer to
the question of the step 12 becomes affirmative (YES), and in this
case, the process proceeds to a step S23, wherein it is determined
whether or not the fuel consumption S_QIN is larger than the
above-mentioned first predetermined threshold IREF1. If the answer
to this question is negative (NO), the step 13 et seq. are
executed, followed by terminating the present process.
[0100] On the other hand, if the answer to the question of the step
23 is affirmative (YES), i.e. if S_QIN>IREF1, it is determined
whether or not the fuel consumption S_QIN is larger than a second
predetermined threshold IREF2 (e.g. SOL) which is larger than the
first predetermined threshold IREF1 (step 24). If the answer to
this question is negative (NO), i.e. if
IREF1<S_QIN.ltoreq.IREF2, the present process is immediately
terminated without determining deterioration of the catalyst 7. As
described above, when IREF1<S_QIN.ltoreq.IREF2, the
deterioration determination of the catalyst 7 is inhibited.
[0101] Further, if the answer to the question of the step 24 is
affirmative (YES), i.e. if S_QIN>IREF2 holds, it is judged that
the fuel has been supplied, and the fuel in the fuel tank has been
consumed, so that the process proceeds to the step 21, wherein the
determination-use poisoning recovery control is executed, followed
by terminating the present process. Therefore, the high-sulfur fuel
flag F_SH is reset to 0 after terminating the determination-use
poisoning recovery control. Therefore, the answer to the question
of the step 12 becomes negative (NO), which causes the
deterioration determination of the catalyst 7 to be restarted.
[0102] It should be noted that in the above-described deterioration
determination process, for example, if in a state in which the
tentative deterioration flag F_CATNGV is set to 1, the ignition
switch 16 is turned off, to interrupt the operation of the engine
3, the flags and the values of the fuel consumption S_QIN and the
like which have been set at that time are stored in an EEPROM, and
in the following operation cycle, the deterioration determination
process continues to be executed using these values as initial
values.
[0103] FIG. 5 shows an example of operation of the catalyst
deterioration determination device 1, assuming that the catalyst 7
is normal and the fuel is high-sulfur fuel, which is performed
according to the control processes described thus far. In FIG. 5,
"IG" indicates the ON/OFF state of the ignition switch 16. It
should be noted that in this illustrated example, the
determination-use poisoning recovery control is terminated at time
t1. Along with the termination of the determination-use poisoning
recovery control, the fuel consumption S_QIN is reset to 0 (step 25
in FIG. 3), and the oxygen storage capacity OSC of the catalyst 7
is recovered by execution of the determination-use poisoning
recovery control.
[0104] If the operation of the engine 3 proceeds from this state,
the sulfur content of the high-sulfur fuel is accumulated in the
catalyst 7, whereby the oxygen storage capacity OSC is gradually
lowered. Further, during the operation of the engine 3, the
ordinary poisoning recovery control is executed whenever the SOx
accumulation amount S_QSOX reaches the threshold QSREF (step 5:
YES), by the ordinary poisoning recovery control in FIG. 2.
Further, by the rich spike control process in FIG. 4, the rich
spike is executed whenever the NOx trapping amount S_QNOx reaches
the threshold QNREF (step 35: YES), and during the execution of the
rich spike, the deterioration determination of the catalyst 7 is
performed based on the oxygen storage capacity OSC.
[0105] Until the oxygen storage capacity OSC becomes a value which
is not more than the reference value OSCJUD (t2), the answer to the
question of the step 15 in FIG. 3 becomes affirmative (YES), so
that it is determined that the catalyst 7 is normal. However if the
deterioration determination of the catalyst 7 is carried out (t3)
after time t2, the answer to the question of the step 15 becomes
negative (NO), and the fuel consumption S_QIN is above the first
predetermined threshold IREF1 at this time point, so that the
answer to the question of the step 18 in FIG. 3 becomes affirmative
(YES), so that the tentative deterioration flag F_CATNGV is set to
1 (step 20), and then the determination-use poisoning recovery
control is executed (step 21). As described above, the
determination-use poisoning recovery control is executed for a
longer time period than a time period over which the ordinary
poisoning recovery control is executed, whereby the lowered oxygen
storage capacity OSC is fully recovered. Further, when the
determination-use poisoning recovery control is terminated (t4),
the fuel consumption S_QIN is reset to 0 (step 25).
[0106] Thereafter, if the deterioration determination of the
catalyst 7 is carried out (t5), since the oxygen storage capacity
OSC is recovered, the answer to the question of the step 15 becomes
affirmative (YES), and at the same time, the tentative
deterioration flag F_CATNGV has been set to 1, so that the answer
to the question of the step 16 becomes affirmative (YES). As a
result, it is determined that the fuel is high-sulfur fuel, so that
the high-sulfur fuel flag F_SH is set to 1 (step 22), and the
tentative deterioration flag F_CATNGV is reset to 0 (step 26).
[0107] If it is determined that the fuel is high-sulfur fuel as
above, the answer to the question of the step 12 becomes
affirmative (YES), the operation to be performed subsequently is
determined according to the fuel consumption S_QIN. That is, until
the fuel consumption S_QIN exceeds the first predetermined
threshold IREF1 (t6), the answer to the question of the step 23
becomes negative (NO), so that the deterioration determination of
the catalyst 7 is carried out in the step 13 et seq.
[0108] Further, after the fuel consumption S_QIN exceeds the first
predetermined threshold IREF1 and until the fuel consumption S_QIN
exceeds the second predetermined threshold IREF2 (t7), the answer
to the question of the step 24 becomes negative (NO), so that the
process in FIG. 3 is immediately terminated, that is, the
deterioration determination of the catalyst 7 is inhibited.
[0109] Then, when the fuel consumption S_QIN exceeds the second
predetermined threshold IREF2 (t7), the determination-use poisoning
recovery control is executed again (step 21). The oxygen storage
capacity OSC is recovered by the determination-use poisoning
recovery control, and when the determination-use poisoning recovery
control is terminated (t8), both of the fuel consumption S_QIN and
the high-sulfur fuel flag F_SH are reset to 0 (step 25).
[0110] Thereafter, the answer to the question of the step 12
becomes negative (NO), so that the step 13 et seq. are executed,
whereby the deterioration determination of the catalyst 7 is
restarted.
[0111] As described above, when it is determined that the fuel is
high-sulfur fuel, as shown in FIG. 5, the time period (between t6
and t8) after the fuel consumption S_QIN has exceeded the first
predetermined threshold IREF1 until the determination-use poisoning
recovery control is terminated is set as a time period over which
the deterioration determination is inhibited. During this
inhibition time period, the deterioration determination of the
catalyst 7 is inhibited. Therefore, the determination-use poisoning
recovery control resulting from tentative deterioration
determination as a result of the deterioration determination is not
carried out either. It should be noted that even during the
inhibition time period, the ordinary poisoning recovery control and
the rich spike are executed by the respective processes in FIGS. 2
and 4.
[0112] As described above, according to the present embodiment,
when it is determined that the catalyst 7 is deteriorated, the
determination-use poisoning recovery control is executed, and
thereafter, when it is determined that the catalyst 7 is not
deteriorated, it is determined that the fuel is high-sulfur fuel.
Then, after it is determined that the fuel is high-sulfur fuel, the
deterioration determination is inhibited during the inhibition time
period after the fuel consumption S_QIN exceeds the first
predetermined threshold IREF1 and until the determination-use
poisoning recovery control is terminated, it is possible to prevent
deterioration of the catalyst 7 from being erroneously determined
due to poisoning, thereby making it possible to properly perform
the deterioration determination. Further, since the deterioration
determination is inhibited as described above, the
determination-use poisoning recovery control responsive to the
deterioration determination is not executed either, and hence it is
possible to suppress the frequency of execution of the
determination-use poisoning recovery control to the minimum,
thereby making it possible to improve fuel economy.
[0113] Further, even when it is determined that the fuel is
high-sulfur fuel, until the fuel consumption S_QIN reaches the
first predetermined threshold IREF1, the execution of the
deterioration determination of the catalyst 7 is permitted. This
makes it is possible to perform the deterioration determination of
the catalyst 7 as much as possible, while maintaining the accuracy
of the determination. Further, when the fuel consumption S_QIN
exceeds the second predetermined threshold IREF2, the deterioration
determination of the catalyst 7 is restarted, and therefore, it is
possible to restart the deterioration determination in timing of
completion of the consumption of the high-sulfur fuel, whereby it
is possible to prevent the deterioration of the catalyst 7 from
being erroneously determined.
[0114] Furthermore, before restarting the deterioration
determination of the catalyst 7, the determination-use poisoning
recovery control is executed, whereby it is possible to restart the
deterioration determination in a state in which the catalyst 7 has
been positively recovered from poisoning.
[0115] Further, since the determination-use poisoning recovery
control is executed over a longer time period than a time period
over which the ordinary poisoning recovery control is executed, it
is possible to positively recover the catalyst 7 from poisoning,
whereby it is possible to properly perform the subsequent
deterioration determination of the catalyst 7.
[0116] Furthermore, when the fuel is high-sulfur fuel, as the
threshold QSREF for determining whether or not the ordinary
poisoning recovery control should be executed, the smaller
predetermined value QSH is used (steps 2 to 4). Therefore, the SOx
accumulation amount S_QSOx reaches the threshold QSREF earlier, and
hence this shortens a repetition period at which the ordinary
poisoning recovery control is executed, whereby it is possible to
recover the poisoning of the catalyst 7 from poisoning in
appropriate timing. This makes it possible to maintain the
capability of trapping NOx by the catalyst 7, whereby it is
possible to maintain exhaust emission characteristics.
[0117] Further, when the fuel is high-sulfur fuel, as the threshold
QSREF for determining whether or not the rich spike should be
executed, the smaller predetermined value QNH is used (steps 32 to
34). This shortens a repetition period at which the rich spike is
executed, so that it is possible to execute the rich spike in
appropriate timing before the catalyst 7 becomes saturated with
NOx. This makes it possible to prevent the NOx from flowing through
the catalyst 7 due to the saturation of the catalyst 7, whereby it
is possible to maintain exhaust emission characteristics.
[0118] FIG. 6 is a flowchart of a deterioration determination
process according to a second embodiment of the present invention.
The second embodiment is mainly different from the first embodiment
in the following point: In the first embodiment, the fuel
consumption S_QIN is used as a condition for restarting the
deterioration determination of the catalyst 7, while in the second
embodiment, whether or not refueling is performed is used as the
condition.
[0119] More specifically, in place of the step 24 in FIG. 3, a step
41 is executed in which it is determined whether or not a fuel
consumption flag F_EXF is equal to 1. The fuel consumption flag
F_EXF is set to 1 when it is determined in a refueling
determination process, referred to hereinafter, that the fuel is
consumed after refueling. If the answer to this question is
negative (NO), it is judged that refueling has not been performed
and the fuel in the fuel tank is not consumed, so that the present
process is immediately terminated without carrying out the
deterioration determination of the catalyst 7. Therefore, the
deterioration determination of the catalyst 7 is inhibited.
[0120] On the other hand, if the answer to the question of the step
41 is affirmative (YES), it is judged that refueling has been
performed and the fuel in the fuel tank has been consumed, so that
the process proceeds to the step 21, wherein the determination-use
poisoning recovery control is executed, and then, the fuel
consumption flag F_EXF is set to 0 (step 42), followed by
terminating the present process. As a result, the high-sulfur fuel
flag F_SH is reset after the determination-use poisoning recovery
control is terminated, so that the answer to the question of the
step 12 becomes negative (NO), and hence the deterioration
determination of the catalyst 7 is restarted.
[0121] FIG. 7 is a flowchart of the refueling determination
process. The present process is executed at predetermined time
intervals. In the present process, first, in a step 51, it is
determined whether or not a refueling flag F_REFUEL is equal to 1.
If the answer to this question is negative (NO), it is determined
whether or not a timer value TM of a timer of an up-count type, not
shown, is not less than a predetermined time period value TMREF
(corresponding to e.g. 5 minutes) (step 52). If the answer to this
question is negative (NO), an average value LVFAVE of a fuel level
LEVELF is calculated (step 53), followed by terminating the present
process. The fuel level LEVELF represents a fuel amount in the fuel
tank, and is detected by a fuel level sensor 17 (see FIG. 1).
[0122] On the other hand, if the answer to the question of the step
52 is affirmative (YES), i.e. if TM.gtoreq.TMREF, it is determined
whether or not the difference (=LVFAVE-LVFAVEZ) between the average
value LVFAVE and the immediately preceding value LVFAVEZ of LVFAVE
is larger than a predetermined value FREF (step 54). If the answer
to this question is negative (NO), i.e. if
LVFAVE-LVFAVEZ.ltoreq.FREF, it is judged that refueling has not
been performed, so that the process directly proceeds to a step 57,
referred to hereinafter. On the other hand, if the answer to the
question of the step 54 is affirmative (YES), which means that
there is a large change in the average value LVFAVE between the
immediately preceding value and the present value, it is judged
that refueling has just been performed, so that a post-refueling
fuel consumption S_QINF is reset to 0 (step 55). The post-refueling
fuel consumption S_QINF represents a total amount of fuel which has
been supplied to the combustion chamber 3b after refueling, and is
calculated as an integrated value of a post-refueling fuel
injection amount QINJ indicative of the amount of fuel injection
after refueling.
[0123] Next, to indicate the fact that the refueling has been
performed, the refueling flag F_REFUEL is set to 1 (step 56). Then,
after the average value LVFAVE is shifted to the immediately
preceding value LVFAVEZ (step 57), the timer value TM is reset to 0
(step 58), followed by terminating the present process.
[0124] After the step 56 is executed, the answer to the question of
the step 51 becomes affirmative (YES). In this case, it is
determined whether or not the above-mentioned post-refueling fuel
consumption S_QINF is larger than a predetermined value QREF (step
59). If the answer to this question is negative (NO), there is a
fear that the high-sulfur fuel before refueling remains within a
passage, not shown, which connects the fuel tank and the injector
6, so that the fuel consumption flag F_EXF held set to 0 (step 60),
followed by terminating the present process.
[0125] On the other hand, if the answer to the question of the step
59 is affirmative (YES), i.e. if S_QINF>QREF, it is judged that
the high-sulfur fuel remaining within the above-mentioned passage
has been positively consumed, so that the fuel consumption flag
F_EXF is set to 1 (step 61), and the refueling flag F_REFUEL is set
to 0 (step 62), followed by terminating the present process.
[0126] As described above, according to the second embodiment,
since the deterioration determination of the catalyst 7 is
restarted when there is a large change in the average value LVFAVE
of the fuel level LEVELF between the immediately preceding value
and the present value, it is possible to restart the deterioration
determination in timing in which the high-sulfur fuel has been
consumed after refueling, whereby it is possible to prevent an
error in the determination. Further, after refueling, the
deterioration determination of the catalyst 7 is restarted after
waiting for the post-refueling fuel consumption S_QINF to exceed
the predetermined amount QREF, and hence it is possible to restart
the deterioration determination of the catalyst 7 in appropriate
timing in which the high-sulfur fuel remaining in the passage and
the like has been positively consumed.
[0127] FIG. 8 is an example of a variation of the refueling
determination process. In the present process, first, in a step 71,
it is determined whether or not the refueling flag F_REFUEL is
equal to 1. If the answer to this question is negative (NO), it is
determined whether or not a filler cap switch 18 (see FIG. 1) is on
(step 72). The filler cap switch 18 outputs an on signal when a
filler cap, not shown, for opening/closing a fuel filler is opened.
If the answer to the question of the step 72 is negative (NO), the
present process is immediately terminated. On the other hand, if
the answer to the question of the step 72 is affirmative (YES), it
is judged that the fuel filler has been opened, and refueling has
been performed, so that the post-refueling fuel consumption S_QINF
is reset to 0 (step 73), and the refueling flag F_REFUEL is set to
1 (step 74), followed by the process proceeding to a step 75.
[0128] Further, after the step 74 is executed, the answer to the
question of the step 71 becomes affirmative (YES), and in this
case, the process directly proceeds to the step 75.
[0129] In the step 75, similarly to the above-mentioned step 59 in
FIG. 7, it is determined whether or not the post-refueling fuel
consumption S_QINF is larger than the predetermined value QREF. If
the answer to this question is negative (NO), the fuel consumption
flag F_EXF is set to 0 (step 76), followed by terminating the
present process. On the other hand, if the answer to the question
of the step 75 is affirmative (YES), the fuel consumption flag
F_EXF is set to 1 (step 77), and the refueling flag F_REFUEL is set
to 0 (step 78), followed by terminating the present process.
[0130] As described above, according to this variation, it is
determined that refueling is performed when the filler cap is
opened, and the deterioration determination of the catalyst 7 is
restarted in accordance with this determination. This make it
possible to prevent an error in the determination.
[0131] It should be noted that the present invention is by no means
limited to the above-described embodiments, but it can be practiced
in various forms. For example, although in the above-described
embodiments, the catalyst 7 is the NOx catalyst, this is not
limitative, but any other desired catalyst, e.g. a three-way
catalyst may be employed insofar as it is a catalyst that traps NOx
in exhaust gases when the oxidation atmosphere is formed by the
exhaust gases, reduces the trapped NOx when the reduction
atmosphere is formed by the exhaust gases, and purify the exhaust
gases. Further, although in the above-described embodiments, the
oxygen storage capacity OSC is employed as a parameter indicative
of purification capability, this is not limitative, but any other
desired parameters may be employed.
[0132] Further, although in the above-described embodiments, in the
determination-use poisoning recovery control, to positively
eliminate SOx accumulated in the catalyst 7, the time period over
which the determination-use poisoning recovery control is performed
is set to be longer than a time period over which the ordinary
poisoning recovery control is executed, this is not limitative, but
in place of this, any other method may be employed. For example,
the target air-fuel ratio in the determination-use poisoning
recovery control may be set to a richer value than that in the
ordinary poisoning recovery control, whereby the degree of
reduction of the exhaust gases may be increased. Alternatively, the
target temperature in the determination-use poisoning recovery
control may be set to a higher value than that in the ordinary
poisoning recovery control, whereby the activity of the catalyst
may be enhanced.
[0133] Further, although in the above-described embodiments, the
rich spike is carried out by increasing the fuel amount supplied to
the combustion chamber 3b, the rich spike may be carried out by
directly supplying the fuel to the upstream side of the catalyst 7
of the exhaust pipe 5. Further, in this case, other reducing agent,
e.g. urea may be employed in place of the fuel.
[0134] Further, although in the above-described embodiments, when
the fuel is high-sulfur fuel, both of the threshold (step 23) for
determining whether the deterioration determination of the catalyst
7 is permitted or inhibited and the threshold (step 18) for
determining whether or not to tentatively determine that the
catalyst 7 is deteriorated are set to the same first predetermined
threshold IREF1, these thresholds may be set to different values
from each other.
[0135] Furthermore, although in the above-described embodiments,
the deterioration determination of the catalyst 7 is inhibited when
the fuel consumption S_QIN of the fuel reaches the first
predetermined threshold IREF1 after it is determined that the fuel
is high-sulfur fuel, the deterioration determination may be
immediately inhibited when it is determined that the fuel is
high-sulfur fuel.
[0136] Furthermore, although in the above-described embodiment, the
engine 3 as the internal combustion engine in the present invention
is the diesel engine installed on a vehicle, this is not
limitative, but the present invention may be applied to various
engines other than the diesel engine, such as a gasoline engine,
and further, to engines other than those for vehicles, including
engines for ship propulsion machines, such as an outboard motor
having a vertically-disposed crankshaft.
[0137] It is further understood by those skilled in the art that
the foregoing are preferred embodiments of the invention, and that
various changes and modifications may be made without departing
from the spirit and scope thereof.
* * * * *