Catalyst temperature control device and method of internal combustion engine

• US 6,341,487 B1
• Filed: 03/29/2000
• Issued: 01/29/2002
• Est. Priority Date: 03/30/1999
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Takahashi, Hideaki, Nishizawa, Kimiyoshi
• Primary Examiner(s): Denion, Thomas
• Assistant Examiner(s): TRAN, BINH Q
• Application Number:
  US09/537,515
• Time in Patent Office: 671 Days
• Field of Search: 602/85, 603/00, 602/86, 602/97, 603/03, 602/77, 123/299, 123/295, 123/300, 123/430, 123/431
• US Class Current: 60/286
• CPC Class Codes: F01N 2430/06 by varying fuel-air ratio, e.g. by enriching fuel-air mixture
• CPC Class Codes: F01N 2570/04 Sulfur or sulfur oxides
• CPC Class Codes: F01N 3/0842 Nitrogen oxides
• CPC Class Codes: F01N 3/0885 Regeneration of deteriorated absorbents or adsorbents, e.g. desulfurization of NOx traps
• CPC Class Codes: F02B 2075/125 Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
• CPC Class Codes: F02D 2200/0806 NOx storage amount, i.e. amount of NOx stored on NOx trap
• CPC Class Codes: F02D 2200/0818 SOx storage amount, e.g. for SOx trap or NOx trap
• CPC Class Codes: F02D 41/024 to increase temperature of the exhaust gas treating apparatus
• CPC Class Codes: F02D 41/028 Desulfurisation of NOx traps or adsorbent
• CPC Class Codes: F02D 41/3023 a mode being the stratified charge spark-ignited mode
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A catalyst (9) is disposed in an exhaust passage (8) of an internal combustion engine (1) for trapping nitrogen oxides in the exhaust from a fuel mixture of a lean air-fuel ratio and reducing trapped nitrogen oxides in the exhaust from a fuel mixture of an air-fuel ratio other than the lean air-fuel ratio. The catalyst (9) also traps sulfur oxides in the exhaust when the catalyst temperature is less than a predetermined temperature, and discharges the trapped sulfur oxides when the catalyst temperature rises above the predetermined temperature. A microprocessor (10) calculates for example the sulfur oxide stored amount of the catalyst (9) based on engine running conditions, and determines that sulfur oxide discharge condition is satisfied when the sulfur oxide stored amount exceeds a predetermined amount. When the discharge condition is satisfied, the microprocessor (10) controls the fuel injection amount and fuel injection timing of the fuel injector (6) so as to generate a stratified air-fuel mixture in the combustion chamber (3). The stratified air-fuel mixture comprises a first layer surrounding the spark plug (7) and a second layer situated outside the first layer. The first layer comprises an atomized air-fuel mixture of a rich air-fuel ratio within an ignitable range. The second layer is leaner than the first layer.

Claims

1. A catalyst temperature control device for use with an internal combustion engine, the engine comprising a combustion chamber, a fuel injector which injects fuel into the combustion chamber, a spark plug which ignites an air-fuel mixture inside the combustion chamber, an exhaust passage which discharges exhaust in the combustion chamber, and a catalyst provided in the exhaust passage for trapping nitrogen oxides in the exhaust from a fuel of mixture of a lean air-fuel ratio and reducing trapped nitrogen oxides in the exhaust from a fuel mixture of an air-fuel ratio other than the lean air-fuel ratio, the catalyst also trapping sulfur oxides in the exhaust when a catalyst temperature is less than a predetermined temperature, and discharging trapped sulfur oxides when the catalyst temperature is greater than the predetermined temperature, the device comprising:

a sensor which detects an engine running state;

a microprocessor programmed to;

determine whether or not a condition for discharging the sulfur oxides trapped by the catalyst is satisfied based on the running state; and

control a fuel injection amount and a fuel injection timing of the fuel injector, when the discharging condition is satisfied, so as to generate a stratified air-fuel mixture in the combustion chamber, the stratified air-fuel mixture comprising a first layer surrounding the spark plug, the first layer comprising an atomized air-fuel mixture of a rich air-fuel ratio within an ignitable range, and a second layer leaner than the first layer situated outside the first layer; and

a sensor which detects the catalyst temperature; and

wherein the microprocessor is further programmed to control the fuel injection amount of the fuel injector, when the stratified air-fuel mixture is generated, such that the mean air-fuel ratio of the combustion chamber is maintained at the stoichiometric air-fuel ratio when the catalyst temperature is lower than a predetermined second temperature (Tcat2), and control the fuel injection amount of the fuel injector, when the stratified air-fuel mixture is generated, such that the mean air fuel-ratio of the combustion chamber is maintained at a rich air-fuel ratio when the catalyst temperature exceeds the second temperature (Tcat2).

2. A catalyst temperature control device as defined in claim 1, wherein the internal combustion engine further comprises a piston which performs an intake stroke, a compression stroke, a power stroke and an exhaust stroke, and the microprocessor is further programmed to control the fuel injection amount and the fuel injection timing of the fuel injector so as to generate the stratified air-fuel mixture by controlling the fuel injector to perform a first fuel injection in the intake stroke and perform a second fuel injection in the compression stroke.

3. A catalyst temperature control device as defined in claim 2, wherein an amount of fuel injected in the first fuel injection is set within a range from 50% to 90% of a total amount of fuel injected in the first fuel injection and in the second fuel injection.

4. A catalyst temperature control device as defined in claim 1, wherein the air-fuel ratio of the first layer is 9 to 13, and the air-fuel ratio of the second air-fuel layer is 16 to 28.

5. A catalyst temperature control device as defined in claim 1, wherein the microprocessor is further programmed to calculate a sulfur oxide stored amount of the catalyst based on the running state, and to determine that the discharging condition is satisfied when the sulfur oxide stored amount exceeds a predetermined amount.

6. A catalyst temperature control device as defined in claim 5, wherein the running state detecting sensor comprises a sensor which detects an engine rotation speed, a sensor which detects an engine load, and a sensor which detects the catalyst temperature, and the microprocessor is further programmed to calculate a sulfur oxide trapping amount trapped by the catalyst in unit time based on the engine rotation speed, the engine load, and the catalyst temperature, and to calculate the sulfur oxide stored amount by integrating the sulfur oxide trapping amount.

7. A catalyst temperature control device as defined in claim 1, wherein the running state detecting sensor comprises a NOx sensor which detects a nitrogen oxide concentration of the exhaust in the exhaust passage, and the microprocessor is further programmed to calculate a nitrogen oxide stored amount of the catalyst at a lean air-fuel ratio, and to determine that the discharging condition is satisfied when the nitrogen oxide stored amount exceeds a predetermined amount, and the nitrogen oxide concentration is greater than the predetermined concentration.

8. A catalyst temperature control device as defined in claim 1, wherein the running state detecting sensor comprises a sensor which detects an engine start-up, and the microprocessor is further programmed to determine that the discharging condition is satisfied when engine start-up has been detected.

9. A catalyst temperature control device as defined in claim 1, wherein the microprocessor is further programmed to control the fuel injection amount of the fuel injector, when the stratified air-fuel mixture is generated, such that the mean air-fuel ratio of the combustion chamber is maintained at the stoichiometric air-fuel ratio when the catalyst temperature is higher than a predetermined first temperature (Tcat1) which is lower than the predetermined second temperature (Tcat2).

10. A catalyst temperature control device as defined in claim 1, wherein the microprocessor is further programmed to control the fuel injection amount and the fuel injection timing of the fuel injector so as to stop generating the stratified air-fuel mixture in the combustion chamber when the catalyst temperature exceeds a third temperature (Tcat3) higher than the second temperature (Tcat2).

11. A catalyst temperature control device as defined in claim 1, wherein the internal combustion engine further comprises an exhaust valve disposed between the combustion chamber and the exhaust passage, and a variable valve mechanism which varies an opening timing of the exhaust valve, and the microprocessor is further programmed to control the variable valve mechanism so as to advance the opening timing of the exhaust valve when the fuel injection amount and the fuel injection timing of the fuel injector are controlled to generate the stratified air-fuel mixture in the combustion chamber.

12. A catalyst temperature control device for use with an internal combustion engine, the engine comprising a combustion chamber, fuel injector which injects fuel into the combustion chamber, a spark plug which ignites an air-fuel mixture inside the combustion chamber, an exhaust passage which discharges exhaust in the combustion chamber, and a catalyst provided in the exhaust passage for trapping nitrogen oxides in the exhaust from a fuel mixture of a lean air-fuel ratio and reducing trapped nitrogen oxides in the exhaust from a fuel mixture of an air-fuel ratio other than the lean air-fuel ratio, the catalyst also trapping sulfur oxides in the exhaust when a catalyst temperature is less than a predetermined temperature, and discharging trapped sulfur oxides when the catalyst temperature is greater than the predetermined temperature, the device comprising:

means for detecting an engine running state;

means for determining whether or not a condition for discharging the sulfur oxides trapped by the catalyst is satisfied based on the running state; and

means for controlling a fuel injection amount and a fuel injection timing of the fuel injector, when the discharging condition is satisfied, so as to generate a stratified air-fuel mixture in the combustion chamber, the stratified air-fuel mixture comprising a first layer surrounding the spark plug, the first layer comprising an atomized air-fuel mixture of a rich air-fuel ratio within an ignitable range, and a second layer leaner than the first layer situated outside the first layer wherein the means for controlling controls the fuel injection amount of the fuel injector, when the stratified air-fuel mixture is generated, such that the mean air-fuel ratio of the combustion chamber is maintained at the stoichiometric air-fuel ratio when the catalyst temperature is lower than a predetermined second temperature (Tcat2), and controls the fuel injection amount of the fuel injector, when the stratified air-fuel mixture is generated, such that the mean air fuel-ratio of the combustion chamber is maintained at a rich air-fuel ratio when the catalyst temperature exceeds the second temperature (Tcat2).

13. A catalyst temperature control method for an internal combustion engine, the engine comprising a combustion chamber, a fuel injector which injects fuel into the combustion chamber, a spark plug which ignites an air-fuel mixture inside the combustion chamber, an exhaust passage which discharges exhaust in the combustion chamber, and a catalyst provided in the exhaust passage for trapping nitrogen oxides in the exhaust from a fuel mixture of a lean air-fuel ratio and reducing trapped nitrogen oxides in the exhaust from a fuel mixture of an air-fuel ratio other than the lean air-fuel ratio, the catalyst also trapping sulfur oxides in the exhaust when a catalyst temperature is less than a predetermined temperature, and discharging trapped sulfur oxides when the catalyst temperature is greater than the predetermined temperature, the method comprising:

detecting an engine running state;

determining whether or not a condition for discharging the sulfur oxides trapped by the catalyst is satisfied based on the running state; and

controlling a fuel injection amount and a fuel injection timing of the fuel injector, when the discharging condition is satisfied, so as to generate a stratified air-fuel mixture in the combustion chamber, the stratified air-fuel mixture comprising a first layer surrounding the spark plug, the first layer comprising an atomized air-fuel mixture of a rich air-fuel within an ignitable range, and a second layer leaner than the first air-fuel layer situated outside the first layer, wherein the controlling a fuel injection amount further comprises controlling the fuel injection amount of the fuel injector, when the stratified air-fuel mixture is generated, such that the mean air-fuel ratio of the combustion chamber is maintained at the stoichiometric air-fuel ratio when the catalyst temperature is lower than a predetermined second temperature (Tcat2), and controlling the fuel injection amount of the fuel injector, when the stratified air-fuel mixture is generated, such that the mean air fuel-ratio of the combustion chamber is maintained at a rich air-fuel ratio when the catalyst temperature exceeds the second temperature (Tcat2).

14. An internal combustion engine, comprising:

a catalyst provided in an exhaust passage of the engine, the catalyst trapping sulfur oxides in exhaust gas;

a fuel injector that injects fuel into a combustion chamber of the engine; and

a microprocessor programmed to;

determine whether a discharging condition for discharging trapped sulfur oxides in the catalyst is satisfied in accordance with an engine running state, and

control a fuel injection of the fuel injector so as to generate a stratified air-fuel mixture in the combustion chamber when the discharging condition is satisfied,

wherein the stratified air-fuel mixture has a rich air-fuel mixture portion around a spark plug and a lean air-fuel mixture portion surrounding the rich air-fuel ratio portion, and

wherein a mean air-fuel ratio of the stratified air-fuel mixture generated in the combustion chamber is a stoichiometric air-fuel ratio when the catalyst temperature is lower than a second predetermined temperature, and the mean air-fuel ratio of the stratified air-fuel mixture generated in the combustion chamber is a rich air-fuel ratio when the catalyst temperature exceeds the second predetermined temperature.

15. An internal combustion engine as defined in claim 14, wherein the microprocessor is further programmed to control the fuel injection so as to perform a normal engine operation in accordance with the engine running state, even if the discharging condition is satisfied, when the catalyst temperature is lower than a first predetermined temperature which is lower than the second predetermined temperature.

16. An internal combustion engine as defined in claim 14, wherein the microprocessor is further programmed to control the fuel injection so as to stop generating the stratified air-fuel mixture when the catalyst temperature exceeds a third predetermined temperature which is higher than the second predetermined temperature.

17. An internal combustion engine as defined in claim 16, wherein the third predetermined temperature corresponds to an allowable maximum temperature of the catalyst.

18. An internal combustion engine as defined in claim 14, wherein the microprocessor is further programmed to control the fuel injection so as to generate a homogeneous air-fuel mixture, even if the discharging condition is satisfied, when the catalyst temperature exceeds a third predetermined temperature.

19. An internal combustion engine as defined in claim 18, wherein the homogeneous air-fuel mixture is a rich air-fuel ratio.

20. An internal combustion engine as defined in claim 14, wherein the second predetermined temperature corresponds to a sulfur oxides discharge temperature of the catalyst.

21. An internal combustion engine as defined in claim 14, wherein the fuel injector injects fuel directly into the combustion chamber, and the microprocessor is further programmed to control the fuel injection so as to generate the stratified air-fuel mixture by performing a first fuel injection in an intake stroke and a second fuel injection in a compression stroke.

22. An internal combustion engine as defined in claim 21, wherein an amount of the first fuel injection is set within a range from 50% to 90% of a total amount of the first fuel injection and the second fuel injection.

23. An internal combustion engine as defined in claim 14, wherein the air-fuel ratio of the rich air-fuel mixture portion is 9 to 13, and the air-fuel ratio of the lean air-fuel mixture portion is 16 to 28.

24. An internal combustion engine as defined in claim 14, wherein the microprocessor is further programmed to calculate an amount of the trapped sulfur oxides in the catalyst based on the engine running state, and to determine that the discharging condition is satisfied when the amount of the trapped sulfur oxides exceeds a predetermined amount.

25. An internal combustion engine as defined in claim 14, wherein the microprocessor is further programmed to calculate an amount of the trapped sulfur oxides in the catalyst based on an engine rotation speed, an engine load and a catalyst temperature, and to determine that the discharging condition is satisfied when the amount of the trapped sulfur oxides exceeds a predetermined amount.

26. An internal combustion engine as defined in claim 14, wherein the engine further comprises a NOx sensor that detects NOx concentration of exhaust gas discharged from the catalyst, wherein the catalyst traps NOx in exhaust gas, and wherein the microprocessor is further programmed to calculate an amount of a trapped NOx in the catalyst in accordance with the engine running condition, and to determine the discharging condition of the sulfur oxides based on the amount of the trapped NOx and the NOx concentration detected by the NOx sensor.

27. An internal combustion engine as defined in claim 14, wherein the microprocessor is further programmed to determine that the discharging condition of the sulfur oxides is satisfied when a start-up condition of the engine is detected.

28. An internal combustion engine as defined in claim 14, wherein the engine further comprises a variable valve mechanism which varies an opening timing of an exhaust valve, and wherein the microprocessor is further programmed to control the variable valve mechanism so as to advance the opening timing of the exhaust gas when the stratified air-fuel mixture is generated.