Apparatus and method for internal-combustion engine control

• US 5,595,060 A
• Filed: 05/10/1995
• Issued: 01/21/1997
• Est. Priority Date: 05/10/1994
• Status: Expired due to Term

• Current Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
• Original Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
• Inventors: Koga, Kazuo, Togai, Kazuhide
• Primary Examiner(s): Hart, Douglas
• Application Number:
  US08/438,553
• Time in Patent Office: 622 Days
• Field of Search: 60/274, 60/276, 60/277, 60/278, 60/285, 60/301
• US Class Current: 60/274
• CPC Class Codes: F01N 2250/12 absorption or adsorption, and catalytic conversion
• CPC Class Codes: F01N 3/0842 Nitrogen oxides
• CPC Class Codes: F02D 2200/0806 NOx storage amount, i.e. amount of NOx stored on NOx trap
• CPC Class Codes: F02D 2250/36 Control for minimising NOx emissions
• CPC Class Codes: F02D 41/005 according to engine operating conditions
• CPC Class Codes: F02D 41/0275 the exhaust gas treating apparatus being a NOx trap or adsorbent
• CPC Class Codes: F02D 41/10 for acceleration
• CPC Class Codes: F02D 41/1462 with determination means using an estimation
• CPC Class Codes: F02D 41/1465 with determination means using an estimation
• CPC Class Codes: F02M 26/15 in relation to engine exhaust purifying apparatus
• CPC Class Codes: F02P 5/1516 with means relating to exhaust gas recirculation, e.g. turbo
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

In a control apparatus and control method for an internal combustion engine having an exhaust purifying catalytic device for adsorbing nitrogen oxide contained in exhaust gases from the engine, the adsorption state of nitrogen oxide adsorbed by the catalytic device is estimated by an electronic control unit during the lean-combustion driving of the engine. If the catalytic device is saturated with nitrogen oxide, the ignition timing is delayed and the exhaust gas is recirculated to the intake side of the engine with the lean air-fuel ratio kept unchanged. This starts the nitrogen oxide reduced driving mode for deteriorating the combustion state in the engine. At this time, the engine output will not change by a great amount. Further, a reducing atmosphere is created around the catalytic device by unburnt gases, generated due to the deterioration of the combustion state, to deoxidize the adsorbed nitrogen oxide. As a result, the purifying ability of the catalytic device can be recovered to suppress the discharge amount of nitrogen oxide without deteriorating the smoothness of engine driving and fuel economy.

Claims

1. A control apparatus for an internal combustion engine having an exhaust purifying catalytic device disposed in an exhaust passage for reducing emission of nitrogen oxide to atmosphere, the exhaust purifying catalytic device being operable to adsorb nitrogen oxide contained in exhaust gases discharged from the internal combustion engine when the engine is in a lean-combustion mode where an air-fuel ratio of an air-fuel mixture supplied to the engine is leaner than a theoretical air-fuel ratio, and to deoxidize adsorbed nitrogen oxide when the internal combustion engine is in a rich-combustion mode where the air-fuel ratio is equal to or richer than the theoretical air-fuel ratio, comprising:

adsorption state estimating means including first nitrogen oxide discharge amount estimating means for estimating a discharge amount of nitrogen oxide from the exhaust purifying catalytic device, and said adsorption state estimating means estimating an adsorption state of nitrogen oxide adsorbed by the exhaust purifying catalytic device based on said estimated discharge amount of nitrogen oxide from the exhaust purifying catalytic device; and

combustion-state deteriorating means for deteriorating a combustion state of the internal combustion engine according to the adsorption state of nitrogen oxide estimated by said adsorption state estimating means when the engine is in the lean-combustion mode.

2. A control apparatus according to claim 1, wherein

said adsorption state estimating means includes adsorption saturation determining means for determining whether an amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached a saturation range;

and

said combustion-state deteriorating means deteriorates the combustion state of the internal combustion engine when said adsorption saturation determining means determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range in the lean-combustion mode.

3. A control apparatus according to claim 2, wherein

said adsorption saturation determining means determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range when the nitrogen oxide discharge amount estimated by said nitrogen oxide discharge amount estimating means exceeds a predetermined value.

4. A control apparatus according to claim 3, wherein

said first nitrogen oxide discharge amount estimating means includes second nitrogen oxide discharge amount estimating means for estimating a discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage, and adsorption ratio estimating means for estimating an adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device;

and

said first nitrogen oxide discharge amount estimating means estimates the discharge amount of nitrogen oxide from the exhaust purifying catalytic device based on the discharge amount of nitrogen oxide from the internal combustion engine estimated by said second nitrogen oxide discharge amount estimating means and the adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device estimated by said adsorption ratio estimating means.

5. A control apparatus according to claim 4, wherein

said first nitrogen oxide discharge amount estimating means includes purification ratio estimating means for estimating a purification ratio of nitrogen oxide purified by the exhaust purifying catalytic device;

and

said first nitrogen oxide discharge amount estimating means estimates the discharge amount of nitrogen oxide from the exhaust purifying catalytic device based on the discharge amount of nitrogen oxide from the internal combustion engine estimated by said second nitrogen oxide discharge amount estimating means, the adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device estimated by said adsorption ratio estimating means, and the purification ratio of nitrogen oxide purified by the exhaust purifying catalytic device estimated by said purification ratio estimating means.

6. A control apparatus according to claim 4, wherein said second nitrogen oxide discharge amount estimating means estimates the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage based on concentration of nitrogen oxide discharged from the internal combustion engine to the exhaust passage and an intake information variable representing an amount of intake air supplied to the internal combustion engine.

7. A control apparatus according to claim 6, wherein said second nitrogen oxide discharge amount estimating means estimates the concentration of nitrogen oxide discharged from the internal combustion engine to the exhaust passage based on an air-fuel ratio information variable representing the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine.

8. A control apparatus according to claim 4, wherein said second nitrogen oxide discharge amount estimating means corrects the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage, estimated by said second nitrogen oxide discharge amount estimating means, according to ignition timing of the internal combustion engine.

9. A control apparatus according to claim 4, wherein said second nitrogen oxide discharge amount estimating means corrects the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage, estimated by said second nitrogen oxide discharge amount estimating means, according to an amount of exhaust gases recirculated to the internal combustion engine.

10. A control apparatus according to claim 4, wherein said adsorption ratio estimating means estimates the adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device based on a total discharge amount of nitrogen oxide from the internal combustion engine to the exhaust purifying catalytic device during a time period beginning at start of the lean-combustion mode and ending at changeover to the rich-combustion mode.

11. A control apparatus according to claim 2, wherein

said adsorption saturation determining means includes lean-combustion period measuring means for measuring a lean-combustion period during which the internal combustion engine operates in the lean-combustion mode;

and

said adsorption saturation determining means determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range when the lean-combustion period measured by said lean-combustion period measuring means exceeds a predetermined value.

12. A control apparatus according to claim 2, wherein

said adsorption saturation determining means includes lean-combustion accumulating means for accumulating load information on the internal combustion engine driven in the lean-combustion mode to thereby derive an accumulated value of the load information;

and

said adsorption saturation determining means determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range when the accumulated value of the of load information derived by said lean-combustion driving accumulating means exceeds a predetermined value.

13. A control apparatus according to claim 12, wherein the load information includes an amount of fuel supplied to the internal combustion engine.

14. A control apparatus according to claim 1, wherein said combustion-state deteriorating means lowers a combustion temperature of the air-fuel mixture supplied to the internal combustion engine according to the adsorption state of nitrogen oxide estimated by said adsorption state estimating means.

15. A control apparatus according to claim 14, further comprising:

acceleration determining means for determining whether the internal combustion engine is in an acceleration driving mode by comparing load information, indicating a load state of the internal combustion engine, with an acceleration determining threshold value;

air-fuel ratio adjusting means for adjusting the air-fuel ratio to a value equal to or richer than the theoretical air-fuel ratio when said acceleration determining means determines that the internal combustion engine is in the acceleration driving mode; and

threshold changing means for changing the acceleration determining threshold value in accordance with the adsorption state of nitrogen oxide estimated by said adsorption state estimating means.

16. A control apparatus according to claim 15, wherein

said adsorption state estimating means includes adsorption saturation determining means for determining whether an amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached a saturation range;

and

said threshold changing means changes the acceleration determining threshold value to make it easier for said acceleration determining means to determine that the internal combustion engine is in the acceleration driving mode when said adsorption saturation determining means determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range.

17. A control apparatus according to claim 15, wherein said acceleration determining means compares at least one operating state variable representing an operating state of the internal combustion engine with the acceleration determining threshold value to determine whether the internal combustion engine is in the acceleration driving mode.

18. A control apparatus according to claim 17, wherein said acceleration determining means makes the determination of whether the internal combustion engine is in the acceleration driving mode by comparing an operation speed of an output operating device, which adjusts an output of the internal combustion engine, with the acceleration determining threshold value.

19. A control apparatus according to claim 17, wherein said acceleration determining means makes the determination of whether the internal combustion engine is in the acceleration driving mode by comparing an operating state variable representing actuation of an acceleration pedal with the acceleration determining threshold value.

20. A control apparatus according to claim 15, wherein said acceleration determining means makes the determination of whether the internal combustion engine is in the acceleration driving mode by comparing an intake information variable, indicating an intake air state of the internal combustion engine, with the acceleration determining threshold value.

21. A control apparatus according to claim 20, wherein the intake information variable indicates a variation in an amount of intake air supplied to the internal combustion engine.

22. A control apparatus according to claim 20, wherein the intake information variable indicates a variation in pressure of intake air supplied to the internal combustion engine.

23. A control apparatus according to claim 14, wherein said combustion-state deteriorating means includes an ignition timing adjusting device for adjusting ignition timing of the internal combustion engine, and said combustion-state deteriorating means lowers the combustion temperature by instructing the ignition timing adjusting device to delay the ignition timing.

24. A control apparatus according to claim 14, wherein said combustion-state deteriorating means includes an exhaust gas re-circulation device for recirculating exhaust gases from the internal combustion engine to an intake system of the engine, and said combustion-state deteriorating means lowers the combustion temperature by instructing said exhaust gas re-circulation device to increase a recirculation amount of the exhaust gases.

25. A control apparatus according to claim 14, wherein said combustion-state deteriorating means includes an air-fuel ratio adjusting device for adjusting the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine, and said combustion-state deteriorating means lowers the combustion temperature by instructing the air-fuel ratio adjusting device to change the air-fuel ratio to a lean side.

26. A control apparatus according to claim 1, wherein said combustion-state deteriorating means maintains deterioration of the combustion state of the internal combustion engine for a predetermined period of time.

27. A control apparatus according to claim 26, wherein

said combustion-state deteriorating means includes accumulating means for deriving an accumulated number of revolutions of the internal combustion engine on and after start of the deterioration of the combustion state in the internal combustion engine;

and

said combustion-state deteriorating means maintains the deterioration of the combustion state of the internal combustion engine until the accumulated number of revolutions derived by said accumulating means reaches a predetermined number of revolutions.

28. A control apparatus according to claim 1, wherein said combustion-state deteriorating means deteriorates the combustion state of the internal combustion engine by causing misfire in the internal combustion engine.

29. A control apparatus according to claim 28, wherein said combustion-state deteriorating means intermittently causes the misfire in the internal combustion engine by intermittently inhibiting ignition in the internal combustion engine.

30. A control apparatus according to claim 28, wherein said combustion-state deteriorating means intermittently causes the misfire in the internal combustion engine by adjusting the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine to a lean air-fuel ratio which is larger than an air-fuel ratio corresponding to a combustion limit of the internal combustion engine.

31. A control apparatus according to claim 28, wherein said combustion-state deteriorating means includes an exhaust gas recirculating device for recirculating exhaust gases from the internal combustion engine to an intake system thereof, and said combustion-state deteriorating means causes the misfire in the internal combustion engine by recirculating a predetermined amount of exhaust gases by means of said exhaust gas recirculating device.

32. A control apparatus according to claim 28, wherein said combustion-state deteriorating means causes the misfire in part of a plurality of cylinders of the internal combustion engine.

33. A control apparatus for an internal combustion engine having an exhaust purifying catalytic device disposed in an exhaust passage for reducing emission of nitrogen oxide discharged to atmosphere, the exhaust purifying catalytic device being operable to adsorb nitrogen oxide, contained in exhaust gases discharged from the internal combustion engine when the internal combustion engine is in a lean-combustion mode where an air-fuel ratio of an air-fuel mixture supplied to the engine is leaner than a theoretical air-fuel ratio, and to deoxidize adsorbed nitrogen oxide when the engine is in a rich-combustion mode where the air-fuel ratio is equal to or richer than the theoretical air-fuel ratio, comprising:

nitrogen oxide discharge amount estimating means for estimating a discharge amount of nitrogen oxide from the exhaust purifying catalytic device;

adsorption saturation determining means for determining whether the discharge amount of nitrogen oxide estimated by said nitrogen oxide discharge amount estimating means exceeds a predetermined amount; and

combustion state changing means for changing the air-fuel ratio of the air-fuel mixture to change from the lean-combustion mode to the rich-combustion mode when said adsorption saturation determining means determines that the discharge amount of nitrogen oxide exceeds the predetermined amount in the lean-combustion mode.

34. A control apparatus according to claim 33, wherein said nitrogen oxide discharge amount estimating means includes engine nitrogen oxide discharge amount estimating means for estimating a discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage, and adsorption ratio estimating means for estimating an adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device;

and

said nitrogen oxide discharge amount estimating means estimates the discharge amount of nitrogen oxide from the exhaust purifying catalytic device based on the discharge amount of nitrogen oxide from the internal combustion engine estimated by said engine nitrogen oxide discharge amount estimating means and the adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device estimated by said adsorption ratio estimating means.

35. A control apparatus according to claim 34, wherein

said nitrogen oxide discharge amount estimating means includes purification ratio estimating means for estimating a purification ratio of nitrogen oxide purified by the exhaust purifying catalytic device;

and

said nitrogen oxide discharge amount estimating means estimates the discharge amount of nitrogen oxide from the exhaust purifying catalytic device based on the discharge amount of nitrogen oxide from the internal combustion engine estimated by said engine nitrogen oxide discharge amount estimating means, the adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device estimated by said adsorption ratio estimating means, and the purification ratio of nitrogen oxide purified by the exhaust purifying catalytic device estimated by said purification ratio estimating means.

36. A control apparatus according to claim 34, wherein said engine nitrogen oxide discharge amount estimating means estimates the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage based on concentration of nitrogen oxide from the internal combustion engine to the exhaust passage, and an intake information variable representing an amount of intake air supplied to the internal combustion engine.

37. A control apparatus according to claim 36, wherein engine nitrogen oxide discharge amount estimating means estimates the concentration of nitrogen oxide from the internal combustion engine to the exhaust passage based on an air-fuel ratio information variable representing the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine.

38. A control apparatus according to claim 34, wherein said engine nitrogen oxide discharge amount estimating means corrects the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage estimated by said engine nitrogen oxide discharge amount estimating means according to ignition timing of the internal combustion engine.

39. A control apparatus according to claim 34, wherein said engine nitrogen oxide discharge amount estimating means corrects the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage estimated by said engine nitrogen oxide discharge amount estimating means according to an amount of exhaust gases recirculated to the internal combustion engine.

40. A control apparatus according to claim 34, wherein said adsorption ratio estimating means estimates the adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device based on a total discharge amount of nitrogen oxide from the internal combustion engine to the exhaust purifying catalytic device during a time period beginning at start the lean-combustion mode and ending at changeover to the rich-combustion mode.

41. An internal combustion engine control method for reducing emission of nitrogen oxide to atmosphere, by causing nitrogen oxide, contained in exhaust gases discharged from an internal combustion engine, to be absorbed by an exhaust purifying catalytic device, disposed in an exhaust passage of the internal combustion engine, when the engine is in a lean-combustion mode where an air-fuel ratio of an air-fuel mixture supplied to the engine is leaner than a theoretical air-fuel ratio, and by deoxidizing adsorbed nitrogen oxide by means of the exhaust purifying catalytic device when the internal combustion engine is in a rich-combustion mode where the air-fuel ratio is equal to or richer than the theoretical air-fuel ratio, comprising:

a) estimating an adsorption state of nitrogen oxide adsorbed by the exhaust purifying catalytic device, said step a) including a step a0) of estimating a discharge amount of nitrogen oxide from the exhaust purifying catalytic device, and estimating said adsorption state of nitrogen oxide adsorbed by the exhaust purifying catalytic device based on said estimated discharge amount of nitrogen oxide from the exhaust purifying catalytic device; and

deteriorating a combustion state of the internal combustion engine according to the adsorption state of nitrogen oxide estimated in said step a) when the engine is in the lean-combustion mode.

42. A control method according to claim 41, wherein

said step a) includes a step of a1) determining whether an amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reaches a saturation range;

and

said step b) includes deteriorating the combustion state of the internal combustion engine when it is determined in said step a) that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range in the lean-combustion mode.

43. A control method according to claim 42, wherein said step a1) determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range when the estimated discharge amount of nitrogen oxide from the exhaust purifying catalyst device exceeds a predetermined value.

44. A control method according to claim 43, wherein

said step a0) includes the steps of a01) estimating the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage, a02) estimating an adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device, and a03) estimating a discharge amount of nitrogen oxide from the exhaust purifying catalytic device based on the estimated amount of nitrogen oxide discharged from the internal combustion engine and the estimated adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device.

45. A control method according to claim 44, wherein said step a0) further includes a step of a04) estimating a purification ratio of nitrogen oxide purified by the exhaust purifying catalytic device, and said step a03) estimates the discharge amount of nitrogen oxide from the exhaust purifying catalytic device based on the estimated amount of nitrogen oxide discharged from the internal combustion engine, the estimated adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device, and the estimated purification ratio of nitrogen oxide purified by the exhaust purifying catalytic device.

46. A control method according to claim 44, wherein said step a01) includes estimating the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage based on concentration of nitrogen oxide discharged from the internal combustion engine to the exhaust passage, and an intake information variable representing an amount of intake air supplied to the engine.

47. A control method according to claim 46, wherein said step a01) includes estimating the concentration of nitrogen oxide discharged from the internal combustion engine to the exhaust passage based on an air-fuel ratio information variable representing the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine.

48. A control method according to claim 44, wherein said step a0) further includes a step of a04) correcting the estimated discharge amount of nitrogen oxide from the internal combustion engine according to ignition timing of the internal combustion engine.

49. A control method according to claim 44, wherein said step a0) further includes a step of a04) correcting the estimated discharge amount of nitrogen oxide from the internal combustion engine according to an amount of exhaust gases recirculated to the internal combustion engine.

50. A control method according to claim 44, wherein said step a02) includes estimating the adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device based on a total discharge amount of nitrogen oxide from the internal combustion engine to the exhaust purifying catalytic device during a time period beginning at start of the lean-combustion mode and ending at changeover to the rich-combustion mode.

51. A control method according to claim 42, wherein said step a) includes a step of a0) measuring a lean-combustion period during which the internal combustion engine operates in the lean-combustion mode, and said step al) determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range when the measured lean-combustion period exceeds a predetermined value.

52. A control method according to claim 42, wherein said step a) includes a step of a0) accumulating load information on the internal combustion engine driven during the lean-combustion mode, and said step al) determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range when the load information thus accumulated exceeds a predetermined value.

53. A control method according to claim 52, wherein the load information includes an amount of fuel supplied to the internal combustion engine.

54. A control method according to claim 41, wherein said step b) includes lowering a combustion temperature of the air-fuel mixture supplied to the internal combustion engine according to the adsorption state of nitrogen oxide estimated in said step a).

55. A control method according to claim 54, further comprising:

c) determining whether the internal combustion engine is in an acceleration driving mode by comparing load information, indicating a load state of the internal combustion engine, with an acceleration determining threshold value;

d) adjusting the air-fuel ratio to a value equal to or richer than the theoretical air-fuel ratio when said step c) determines that the internal combustion engine is in the acceleration driving mode; and

e) changing the acceleration determining threshold value according to the adsorption state of nitrogen oxide estimated in said step a).

56. A control method according to claim 55, wherein

said step a) includes determining whether the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range;

and

said step e) includes changing the acceleration determining threshold value to make it easier to determine in said step c) that the internal combustion engine is in the acceleration driving mode when said step a) determines that the amount of nitrogen oxide adsorbed by the exhaust purifying catalytic device has reached the saturation range.

57. A control method according to claim 55, wherein said step c) includes determining whether the internal combustion engine is in the acceleration driving mode by comparing at least one an operating state variable representing an operating state of the internal combustion engine with the acceleration determining threshold value.

58. A control method according to claim 57, wherein said step c) includes comparing an operation speed of an output operating device, which adjusts an output of the internal combustion engine, with the acceleration determining threshold value.

59. A control method according to claim 57, wherein said step c) includes making the determination of whether the internal combustion engine is in the acceleration driving mode by comparing the operating state variable representing actuation of an acceleration pedal with the acceleration determining threshold value.

60. A control method according to claim 55, wherein said step c) includes making the determination of whether the internal combustion engine is in the acceleration driving mode by comparing the intake information variable indicating an intake air state of the internal combustion engine with the acceleration determining threshold value.

61. A control method according to claim 60, wherein the intake information variable indicates a variation in an amount of intake air supplied to the internal combustion engine.

62. A control method according to claim 60, wherein the intake information variable indicates a variation in pressure of intake air supplied to the internal combustion engine.

63. A control method according to claim 54, wherein said step b) includes lowering the combustion temperature by delaying the ignition timing of the internal combustion engine.

64. A control method according to claim 54, wherein said step b) includes a step of lowering the combustion temperature by increasing a recirculating amount of exhaust gases from the internal combustion engine to an intake system of the engine via an exhaust gas recirculating device.

65. A control method according to claim 54, wherein said step b) includes lowering the combustion temperature by changing the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine to a lean side.

66. A control method according to claim 41, wherein said step b) includes maintaining deterioration of the combustion state of the internal combustion engine for a predetermined period of time.

67. A control method according to claim 66, wherein said step b) includes steps of b1) deriving an accumulated number of revolutions of the internal combustion engine on and after start of deterioration of the combustion state in the engine, and b2) maintaining the deterioration of the combustion state of the internal combustion engine until the accumulated number of revolutions reaches a predetermined number of revolutions.

68. A control method according to claim 41, wherein said step b) includes deteriorating the combustion state of the internal combustion engine by causing misfire in the engine.

69. A control method according to claim 68, wherein said step b) includes intermittently causing the misfire in the internal combustion engine by intermittently inhibiting ignition in the internal combustion engine.

70. A control method according to claim 68, wherein said step b) includes intermittently causing the misfire in the internal combustion engine by adjusting the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine to a lean air-fuel ratio which is larger than an air-fuel ratio corresponding to a combustion limit of the internal combustion engine.

71. A control method according to claim 68, wherein said step b) includes causing the misfire in the internal combustion engine by recirculating a predetermined amount of exhaust gases to an intake system of the internal combustion engine via an exhaust gas recirculating device.

72. A control method according to claim 68, wherein said step b) includes causing the misfire in part of a plurality of cylinders of the internal combustion engine.

73. An internal combustion engine control method for reducing emission of nitrogen oxide to atmosphere, by causing nitrogen oxide, contained in exhaust gases discharged from the internal combustion engine, to be absorbed by an exhaust purifying catalytic device disposed in an exhaust passage of the internal combustion engine when the engine is in a lean-combustion mode where an air-fuel ratio of an air-fuel mixture supplied to the internal combustion engine is leaner than a theoretical air-fuel ratio, and by deoxidizing adsorbed nitrogen oxide by means of the exhaust purifying catalytic device when the engine is in a rich-combustion mode where the air-fuel ratio is equal to or richer than the theoretical air-fuel ratio, comprising:

a) estimating a discharge amount of nitrogen oxide from the exhaust purifying catalytic device;

b) determining whether the discharge amount of nitrogen oxide estimated in said step a) exceeds a predetermined amount; and

c) changing the air-fuel ratio of the air-fuel mixture to change from the lean-combustion mode to the rich-combustion mode when it is determined in said step b) that the discharge amount of nitrogen oxide exceeds the predetermined amount in the lean-combustion mode.

74. A control method according to claim 73, wherein said step a) includes a1) estimating the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage, a2) estimating an adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device, and a3) estimating the discharge amount of nitrogen oxide from the exhaust purifying catalytic device based on the estimated discharge amount of nitrogen oxide from the internal combustion engine and the estimated adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device.

75. A control method according to claim 74, wherein said step a) further includes a4) estimating a purification ratio of nitrogen oxide purified by the exhaust purifying catalytic device;

and said step a3) estimates the discharge amount of nitrogen oxide from the exhaust purifying catalytic device based on the estimated discharge amount of nitrogen oxide from the internal combustion engine, the estimated adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device, and the estimated purification ratio of nitrogen oxide purified by the exhaust purifying catalytic device.

76. A control method according to claim 74, wherein said step a3) further includes estimating the discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage based on concentration of nitrogen oxide discharged from the internal combustion engine to the exhaust passage and an intake information variable representing an amount of intake air supplied to the engine.

77. A control method according to claim 76, wherein said step a3) includes estimating the concentration of nitrogen oxide discharged from the internal combustion engine to the exhaust passage based on an air-fuel ratio information variable representing the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine.

78. A control method according to claim 74, wherein said step a) further includes a step of a4) correcting the estimated discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage according to ignition timing of the engine.

79. A control method according to claim 74, wherein said step a) further includes a step of a4) correcting the estimated discharge amount of nitrogen oxide from the internal combustion engine to the exhaust passage according to an amount of exhaust gases recirculated to the internal combustion engine.

80. A control method according to claim 74, wherein said step a2) includes estimating the adsorption ratio of nitrogen oxide adsorbed by the exhaust purifying catalytic device based on a total discharge amount of nitrogen oxide from the internal combustion engine to the exhaust purifying catalytic device during a time period beginning at start of the lean-combustion mode and ending at changeover to the rich-combustion mode.