INTERNAL COMBUSTION ENGINE

专利摘要:
The internal combustion engine comprises a supercharging device, a variable valve timing mechanism configured to change an amount of valve overlap, a catalyst disposed in an exhaust passage, an air-fuel ratio sensor on the downstream side disposed on a downstream side of the catalyst in an exhaust flow direction and configured to detect an air-fuel ratio of the outflow exhaust gas, and a scan control device configured to control a scan amount by controlling the amount of valve overlap due to the variable valve timing mechanism. The scan control device is configured to reduce the amount of valve overlap when an air-fuel ratio is changed from a lower value to an estimated lean air-fuel ratio poorer than a stoichiometric air-fuel ratio, to a value greater than or equal to said estimated air-fuel ratio poor during the sweep.
公开号:FR3036741A1
申请号:FR1654957
申请日:2016-06-01
公开日:2016-12-02
发明作者:Takuya Okubo；Norihisa Nakagawa；Koichi Kimura
申请人:Toyota Motor Corp；
IPC主号:

专利说明:

[0001] Technical Field [0001] The present invention relates to an internal combustion engine. Prior Art [0002] In an internal combustion engine, if a valve overlap occurs when the pressure inside an intake port is higher than the pressure inside an exhaust port air is blown from the intake passage through the cylinder to the exhaust passage in what is known as a "sweep". In an internal combustion engine provided with a supercharging device such as a turbocharger, a sweep is intentionally caused if the amount of intake air is insufficient for the requested torque. By causing the sweep, the amount of exhaust gas increases and the turbine speed of the booster is increased. As a result, the intake air pressure is increased and the amount of intake air is increased. [0003] In the past, an internal combustion engine has been known that is configured to provide an air-fuel ratio sensor in an exhaust passage of the internal combustion engine and to control the quantity of fuel delivered to a combustion chamber of the combustion engine. internal combustion so that the output of this air-fuel ratio sensor corresponds to a target air-fuel ratio (for example stoichiometric air-fuel ratio (14.6)) (document PLT 1 for example). In such a control, during the sweeping, the quantity of fuel delivered to a combustion chamber is controlled so that the average air-fuel ratio of the exhaust gas including the air blown from the intake passage 3036741 2 through the cylinder to the exhaust passage becomes the target air-fuel ratio. Citation List Patent Literature 5 [0004] PLT 1: International Publication WO 2014/118892 PLT 2: Japanese Patent Publication JP 2006-322335A PLT 3: Japanese Patent Publication JP 2014-25355A Summary of the Invention Technical Problem 10 [ 0005] However, if a sweep occurs, the air inside the cylinder decreases due to the blown air, so that the air-fuel combustion ratio in the cylinder becomes rich. If the amount of sweep is large and the rich degree of the air-fuel combustion ratio becomes larger, the hydrogen concentration in the exhaust gas becomes larger. Hydrogen has a faster diffusion rate compared to other components in the exhaust gas in the diffusion control layer of the air-fuel ratio sensor, and thus reaches the electrode surface of the ratio sensor. air-fuel faster than these other components. As a result, the electrode surface of the air-fuel ratio sensor becomes a rich atmosphere and the output of the air-fuel ratio sensor deflects to the rich side. If there is an air-fuel ratio control based on an air-fuel ratio diverted to the rich side, the actual exhaust air-fuel ratio becomes leaner than the target air-fuel ratio. As a result, the evacuation efficiency of the unburned gas, etc. at the level of the exhaust purification catalyst falls and the exhaust emission is likely to deteriorate. In addition, instead of controlling the amount of fuel delivered to the combustion chamber on the base 3036741 3 of the feedback air-fuel ratio sensor output, the amount of fuel delivered to the combustion chamber is sometimes controlled such that a ratio of fuel and air delivered to the combustion chamber corresponds to a target air-fuel ratio (eg, stoichiometric air-fuel ratio (14.6)). However, even if such control were performed, during the sweep, the air blown through the exhaust passage and the unburned fuel would alternately reach the exhaust purification catalyst. As a result, the exhaust gas could not be effectively purified in the exhaust purification catalyst and the exhaust emission would be liable to deteriorate. In addition, the greater the amount of sweeping, the greater the possibility that exhaust emission will deteriorate, so that it may be considered necessary to establish an upper limit of the amount of sweeping so that to suppress a deterioration of the exhaust emission accompanying the sweep. However, an exhaust purification catalyst deteriorates with the passage of time. The purification efficiency of an exhaust purification catalyst tends to decrease gradually with deterioration of the exhaust purification catalyst. For this reason, if the upper limit of the amount of sweep is established by considering the purification efficiency of a deteriorated exhaust purification catalyst, the upper limit becomes an extremely small amount.
[0002] As a result, even during the time before the exhaust purification catalyst has been deteriorated, it is not possible to cause a sufficient amount of sweep corresponding to the requested torque. Accordingly, in view of the above problem, an object of the present invention is to provide an internal combustion engine which can suppress deterioration of the exhaust emission accompanying a sweep without unduly limiting the amount of sweeping. Solution to the Problem [0009] In order to solve the above problem, in a first aspect of the invention, an internal combustion engine is provided comprising: a supercharger capable of changing an air pressure delivered to a chamber a variable valve timing mechanism capable of changing an amount of valve overlap of an intake valve and an exhaust valve, a catalyst disposed in an exhaust passage and capable of storing oxygen, an air-fuel ratio sensor on the downstream side disposed on a downstream side of the catalyst in an exhaust flow direction and capable of detecting an air-fuel ratio of the exhaust gas flow in 20 outlet flowing out of the catalyst, and a sweeping controller capable of controlling a sweep amount by controlling the amount of valve overlap by the valve timing mechanism variable, the scan control device reducing the amount of valve overlap when an air-fuel ratio detected by the downstream side air-fuel ratio sensor changes from a lower value to a poorer lean-to-fuel ratio. a stoichiometric air-fuel ratio, at a value greater than or equal to said estimated poor air-fuel ratio during the sweep. [0010] In a second aspect of the invention, the internal combustion engine further comprises an upstream side air-fuel ratio sensor disposed on an upstream side of the catalyst in the exhaust flow direction and capable of detecting an air-to-fuel ratio of inlet flow exhaust gas flowing in the catalyst, and an air-to-fuel ratio controller which controls a quantity of fuel delivered to the combustion chamber by a feedback control such that an air-fuel ratio detected by the upstream-side air-fuel ratio sensor corresponds to an air-fuel target ratio, in the first aspect of the invention. [0011] In a third aspect of the invention, the target air-fuel ratio is alternately established at a richer air-fuel ratio richer than the stoichiometric air-fuel ratio and at an air-fuel ratio. poorer lean setpoint than the stoichiometric air-fuel ratio, and the air-fuel ratio control device switches the target air-fuel ratio to the lean set air-fuel ratio when an air-fuel ratio detected by the air-fuel ratio sensor The downstream side air-fuel ratio becomes an estimated rich air-fuel ratio richer than the stoichiometric air-fuel ratio or becomes lower in a rich control where the target air-fuel ratio is set to the rich target air-fuel ratio. , and switches the target air-fuel ratio to the rich set-point air-fuel ratio when it is estimated that the oxygen storage amount of the catalyst becomes a quantization quantity. A lower switching reference storage rate than a maximum amount of oxygen that can be stored or becomes higher in a lean control where the target air-fuel ratio is set to the lean set-point air-fuel ratio, in the second aspect of the invention. In a fourth aspect of the invention, the scanning control device controls the amount of valve overlap so that the amount of sweeping becomes an upper limit or less, decreases the upper limit when an air ratio -Fuel greater than or equal to the lean estimated air-fuel ratio is detected by the air-fuel ratio sensor on the downstream side during the sweep, and maintains or increases the upper limit when an air-fuel ratio greater than or equal to the air-to-fuel ratio. Poor estimated fuel was not detected by the downstream air-fuel ratio sensor during scanning, in any of the first to third aspects of the invention. [0013] In a fifth aspect of the invention, the scan control device increases the upper limit when an air-fuel ratio greater than or equal to the poor estimated air-fuel ratio has not been detected by the report sensor. Air-fueling the downstream side independently of having controlled the amount of valve overlap so that the sweep amount becomes the upper limit in the fourth aspect of the invention. Advantageous Effects of the Invention [0014] According to the present invention, an internal combustion engine is provided which can suppress deterioration of exhaust emission accompanying a sweep without unduly limiting the amount of sweeping. Brief Description of the Drawings FIG. 1 is a schematic view of an internal combustion engine in one embodiment of the present invention. Fig. 2 is a view showing a relationship between an oxygen storage amount of an exhaust purification catalyst and an NO x concentration or a concentration of HO and CO in the flowing exhaust gas. out of the exhaust purification catalyst. Figure 3 is a schematic sectional view of an air-fuel ratio sensor.
[0003] Fig. 4 is a view showing a relationship between an applied voltage and a sensor output current at different exhaust air-fuel ratios. Fig. 5 is a view showing a relationship between an exhaust air-fuel ratio and an output current when making a sensor applied voltage constant. Fig. 6 is a timing diagram of an amount of air-fuel ratio correction relating to an air-fuel ratio of target etc.
[0004] Fig. 7 is a view schematically showing an example of opening times of an exhaust valve and an intake valve. Fig. 8 is a timing diagram of an amount of air-fuel ratio correction etc. during the scan. Fig. 9 is a timing chart of a requested scan amount, etc. in the case of performing a control of the scan amount in the present embodiment.
[0005] Fig. 10 is a flowchart showing a scan quantity control routine in one embodiment of the present invention. DESCRIPTION OF EMBODIMENTS [0016] Embodiments of the present invention will be explained in detail below with reference to the drawings. It should be noted that, in the following explanation, similar constitutive elements carry the same references. [0017] <Explanation of the Internal Combustion Engine as a Whole> Fig. 1 is a schematic view of an internal combustion engine 100 in one embodiment of the present invention. The internal combustion engine 100 is provided with a motor body 1 which contains a block of cylinders 2 and a cylinder head 4. Inside the cylinder block 2 are pistons 3 which move back and forth. within the cylinder block 2. The internal combustion engine 100 has a plurality of cylinders. A combustion chamber 5 is formed for each cylinder between the piston 3 and the cylinder head 4. The cylinder head 4 is formed with intake ports 7 and exhaust ports 9. The intake ports 7 and the Exhaust ports 15 are connected to the combustion chambers 5. An intake valve 6 is disposed at an end portion of each inlet port 7 and is formed to be able to open and close. the inlet port 7. An exhaust valve 8 is disposed at an end portion of each exhaust port 9 and is formed to be able to open and close the port of In addition, the internal combustion engine 100 is provided with a variable valve timing mechanism B which can control the opening and closing timing of each intake valve 6 and a mechanism. variable valve timing C which can control the opening timing and cala The internal combustion engine 100 is composed of fuel injectors 11 for supplying fuel to the combustion chambers 5 and spark plugs 10 intended to ignite the engine. air-fuel mixture in the combustion chambers 5. The spark plugs 10 are fixed to the cylinder head 4. The fuel injectors 11 are arranged at the circumferential portions of the inner wall surfaces in the cylinder head 4 so as to injecting the fuel directly into the combustion chambers 5. That is, the internal combustion engine 100 is a type of internal combustion engine with injection into the cylinder. In addition, the internal combustion engine 100 uses petrol fuel which has a stoichiometric air-fuel ratio of 14.6. However, in the internal combustion engine 100, another fuel may also be used. The internal combustion engine 100 is provided with a supercharging device consisting of a turbocharger 101. The turbocharger 101 comprises a turbine 102 which is disposed in the exhaust passage, a compressor 103 which is arranged in the passage intake, and a shaft that connects the turbine 102 and the compressor 103. If the exhaust flow rotates the turbine 102, the compressor 103 also rotates and increases the intake air pressure. Therefore, the turbocharger 101 uses the exhaust gas energy to compress the intake air to increase the intake air amount. The inlet orifice 7 of each cylinder is connected via a corresponding intake duct 25 13 to a plenum chamber 14. The plenum chamber 14 is connected via a intake pipe 15 to an outlet portion of the compressor 103 of the turbocharger 101. Inside the inlet pipe 15 which connects the plenum chamber 14 and the compressor 103 is disposed a throttle valve 18 which is driven by A throttle valve 17. The throttle valve 18 may change the opening section of the intake passage by being rotated by the throttle driver 17. In addition, a throttle valve 18 may The coolant (intermediate cooler) 106 which cools the intake air which is compressed by the turbocharger 101 is disposed in the intake pipe 15 between the compressor 103 and the throttle valve 18. [0022] The inlet of the compressor 103 is connected via the inlet pipe 15 to an air filter 48. Inside the inlet pipe 15 between the air filter 48 and the compressor 103 is arranged air flow meter 16 which detects the amount of intake air. An inlet port 7, an intake duct 13, an inlet pipe 15, etc. define an intake passage which guides air to the combustion chamber 5. On the other hand, the exhaust port 9 of each cylinder is connected to an exhaust manifold 19. The exhaust manifold 19 has a plurality of ducts which are connected to the exhaust ports 9 and to a chamber at which these ducts are joined. The exhaust manifold chamber 19 is connected to the inlet portion of the turbine 102 of the turbocharger 101. The outlet portion of the turbine 102 is connected by an exhaust pipe 22 to a housing on the upstream side 21. The upstream side housing 21 has an upstream side exhaust purification catalyst 20 integrated therein. The upstream side housing 21 is connected through the exhaust pipe 22 to a housing on the downstream side 23. The downstream side housing 23 has a downstream side exhaust purification catalyst 24 integrated therein. An exhaust port 9, an exhaust manifold 19, an exhaust pipe 22, etc. define an exhaust passage which discharges from a combustion chamber the exhaust gas which is produced by the combustion of the air-fuel mixture. In addition, inside the exhaust pipe 22 between the turbine 102 and the housing on the upstream side 21 is disposed an air-fuel ratio sensor on the upstream side 40 which detects the air-fuel ratio of the exhaust gas flowing through the interior of the exhaust pipe 22 (i.e., the exhaust gas flowing into the exhaust purification catalyst on the upstream side 20) . Further, within the exhaust pipe 22 between the upstream side housing 21 and the downstream side housing 23 is disposed a downstream side air-fuel ratio sensor 41 which detects the air-fuel ratio of the gas exhaust stream flowing through the interior of the exhaust pipe 22 (i.e., the exhaust gas flowing out of the exhaust purification catalyst from the upstream side 20 and flows into the exhaust purification catalyst on the downstream side 24). Between the exhaust manifold 19 upstream of the turbine 102 and the exhaust pipe 22 downstream of the turbine 102 is disposed a bypass passage 104 which bypasses the turbine 102. At the bypass passage 104 There is provided a bypass valve which opens and closes the bypass passage 104 constituted by a relief valve 105. By adjusting the degree of opening of the relief valve 105, the amount of exhaust gas which passes through the turbine 102 can be adjusted. Therefore, by controlling the relief valve 105, the intake air pressure (boost pressure) can be controlled. It should be noted that the boost pressure control means which is used to control the boost pressure may be any mechanism outside a relief valve 105. [0026] The Internal Combustion Engine 100 is provided with pressure acquisition means for acquiring the boost pressure. The pressure acquisition means are, for example, a supercharging pressure sensor 50. The boost pressure sensor 50 is disposed in the intake passage on the downstream side of the throttle valve 18. It should be noted that the Boost pressure is estimated from the operating state etc. of the internal combustion engine 100. The internal combustion engine 100 is provided with an electronic control unit (ECU) 31 which is composed of a digital computer. The electronic control unit 31 comprises components which are connected to each other via bidirectional buses 32, such as a random access memory 33, a read only memory 34, a central processing unit (microprocessor) 35, an input port 36, and an output port 37. [0028] The output signal of the air flow meter 16 is input through a corresponding A / D converter 38 into the input port 36 The internal combustion engine 100 is provided with an accelerator pedal 42. The accelerator pedal 42 has a load sensor 43 connected thereto. The charge sensor 43 generates an output voltage that is proportional to the amount of depression of the accelerator pedal 42. The output voltage of the charge sensor 43 is input through an A / D converter. corresponding to 38 in the input port 36. The internal combustion engine 100 is provided with a crank angle sensor 44. The crank angle sensor 44 generates, for example, an output pulse each time. that the crankshaft rotates by a predetermined angle. This output pulse is inputted to the input port 36. In the central processing unit 35, the motor speed is calculated from the output pulse of this crankshaft angle sensor 44. furthermore, the output of the crank angle sensor 44 can be used to detect the crankshaft angle. The outlets 5 of the boost pressure sensor 50 and the air-fuel ratio sensors 40 and 41 are respectively input via the corresponding A / D converters 38 into the input port 36. [0030] The port of output 37 of the electronic control unit 31 is connected via corresponding control circuits 45 to the spark plugs 10, the fuel injectors 11, the throttle drive device 17, the Discharge 105, and the variable valve timing mechanisms B and C. The electronic control unit 31 can control the ignition timing of the spark plugs 10, fuel injection timing and injection quantities. of the fuel injectors 11, the degree of opening of the throttle valve 18, the degree of opening of the relief valve 105, the opening timing and the intake closing timing 6, and the timing opening and closing Exhaust Valves 8. Explanation of the Exhaust Catalyst The Exhaust Valve Purification Catalyst The Upstream Upstream Purification Cocks 20 and the Downstream Exhaust Purification Catalyst 24 have similar configurations. Exhaust purification catalysts 20 and 24 are three-way catalysts that have oxygen storage capabilities. More particularly, the exhaust purification catalysts 20 and 24 are composed of supports which are composed of ceramic on which a precious metal which has a catalytic action (eg platinum (Pt)) and a substance which has a capacity Oxygen storage (eg cerium oxide (CeO 2)) is supported. The exhaust purification catalysts 20 and 24 have a catalytic action of simultaneous removal of the unburned gas (HO, CO, etc.) and oxides of nitrogen (NO) by reaching a predetermined activation temperature and, in addition, an oxygen storage capacity. According to the oxygen storage capacity of the exhaust purification catalysts 20 and 24, the exhaust purification catalysts 20 and 24 store the oxygen in the exhaust gas when the air-fuel ratio of the The exhaust gas flowing in the exhaust purification catalysts 20 and 24 is leaner than the stoichiometric air-fuel ratio (lean air-fuel ratio). On the other hand, the exhaust purification catalysts 20 and 24 release the oxygen that is stored in the exhaust purification catalysts 20 and 24 when the inlet flow exhaust gas has an air ratio. -Fuel that is richer than the stoichiometric air-fuel ratio (rich air-fuel ratio). The exhaust purification catalysts 20 and 24 have a capacity for catalytic action and storage of oxygen and thus have the action of removing NO x and the unburned gas as a function of the amount of oxygen. stored oxygen. That is, as shown in FIG. 2A, if the air-fuel ratio of the exhaust gas flowing through the exhaust purification catalysts 20 and 24 is an air-to-air ratio. When the amount of oxygen stored is low, the exhaust purification catalysts 20 and 24 store the oxygen in the exhaust gas. In addition, with this, the NO x in the exhaust gas is removed by reduction. In addition, if the stored amount of oxygen becomes larger, the exhaust gas flowing out of the exhaust purification catalysts 20 and 24 rises rapidly in oxygen and NO concentration. a certain amount stored close to the maximum amount of oxygen that can be stored C max (in the Cuplim figure). On the other hand, as shown in FIG. 2B, if the air-fuel ratio of the exhaust gas flowing in the exhaust purification catalysts 20 and 24 is an air-fuel ratio. rich, when the amount of oxygen stored is large, the oxygen that is stored in the exhaust purification catalysts 20 and 24 is released, and the unburned gas in the exhaust gas is removed by oxidation. In addition, if the amount of oxygen stored becomes small, the exhaust gas flowing out of the exhaust purification catalysts 20 and 24 rises rapidly in unburnt gas concentration to a certain amount stored near from zero (in the Clowlim figure). [0035] In the above manner, according to the exhaust purification catalysts 20 and 24 which are used in the present embodiment, the NO x and the unburnt gas removal characteristics in the gas of The exhaust varies depending on the air-fuel ratio of the exhaust gas flowing in the exhaust purification catalysts 20 and 24 and the amount of oxygen stored. It should be noted that, if there is a catalytic and oxygen storage capacity, the exhaust purification catalysts 20 and 24 may also be different catalysts from the three-way catalyst. [0036] <Air-fuel ratio sensor configuration> Next, the configurations of the air-fuel ratio sensors 40 and 41 in the present embodiment 3036741 16 will be explained with reference to Fig. 3. Fig. 3 is a schematic sectional view of the air-fuel ratio sensors 40 and 41. As will be understood from FIG. 3, the air-fuel ratio sensors 40 and 41 in the present embodiment are air ratio sensors single cell type fuel each comprising a solid electrolyte layer and a pair of single cell electrodes. As shown in FIG. 3, each of the air-fuel ratio sensors 40 and 41 is provided with a solid electrolyte layer 51, an exhaust-side electrode (first electrode) 52 which is disposed on a side surface of the solid electrolyte layer 51, an electrode on the atmospheric side (second electrode) 53 which is disposed on the other side surface of the solid electrolyte layer 51, with a layer of diffusion control 54 which regulates the diffusion of the passing exhaust gas, a protective layer 55 which protects the diffusion control layer 54, and a heating portion 56 which heats the air ratio sensor. 40 or 41. The diffusion control layer 54 is provided on a side surface of the solid electrolyte layer 51. A protective layer 55 is provided on the side surface of the diffusion control layer 54. on the op side placed on the side surface of the solid electrolyte layer side 51. In the present embodiment, a measured gas chamber 57 is formed between the solid electrolyte layer 51 and the diffusion control layer 54. In this embodiment measured gas chamber 57, the gas to be detected by the air-fuel ratio sensors 40 and 41, i.e. the exhaust gas, is introduced through the diffusion control layer 54. Further the exhaust-side electrode 52 is disposed within the measured gas chamber 57, the exhaust-side electrode 52 is therefore exposed to the exhaust gas through the diffusion control layer 54. It should be noted that the measured gas chamber 57 does not necessarily have to be provided. The diffusion control layer 54 may directly be in contact with the surface of the exhaust-side electrode 52. The heating portion 56 is provided on the other side surface of the solid electrolyte layer 51. The reference gas chamber 58 is formed between the solid electrolyte layer 51 and the heating portion 56. A reference gas is introduced into this reference gas chamber 58. In the present embodiment, the reference gas chamber 58 is open to the atmosphere. Therefore, within the reference gas chamber 58, the atmosphere is introduced as a reference gas. The atmosphere-side electrode 53 is disposed within the reference gas chamber 58, the atmosphere-side electrode 53 is therefore exposed to the reference gas (reference atmosphere). The heating portion 56 is provided with a plurality of heaters 59. These heaters 59 may be used to control the temperature of the air-fuel ratio sensor 40 or 41, especially the temperature of the layers. The heating portion 56 has sufficient heat generating capability to heat the solid electrolyte layer 51 to activate it. The solid electrolyte layer 51 is formed by a sintered body of ZrO 2 (zirconia), HfO 2, ThO 2, 3i 2 O 3, or other oxygen ion conduction oxide in which CaO, MgO, Y203, Yb903, etc. is mixed as a stabilizer. In addition, the diffusion control layer 54 is formed by a porous sintered body of alumina, magnesia, silica, spinel, mullite, or other heat-resistant mineral material. On the other hand, the exhaust side electrode 52 and the atmosphere side electrode 53 are formed by platinum or other precious metal with high catalytic activity. In addition, between the exhaust-side electrode 52 and the atmosphere-side electrode 53, a sensor voltage Vr is delivered by the voltage supply device 60 which is mounted on the electronic control unit 31. .
[0006] In addition, the electronic control unit 31 is provided with a current detection device 61 which detects the current flowing between these electrodes 52 and 53 through the solid electrolyte layer 51 when the power supply device 51 voltage 60 delivers the sensor voltage 15 Vr. The current that is detected by this current detection device 61 is the output current of the air-fuel ratio sensors 40 and 41. The air-fuel ratio sensors 40 and 41 thus configured have the voltage-current characteristic. (VI) as shown in FIG. 4. As will be understood from FIG. 4, the output current I becomes larger as the exhaust air-fuel ratio is large (the poorer it is). In addition, at line VI of each exhaust air-fuel ratio, there is an area parallel to the axis V, i.e., an area where the output current hardly changes. even if the sensor voltage changes. This voltage zone is called the "current limit zone". The current at this time is called the "limit current". In FIG. 4, the current limit area and the limit current when the exhaust air-fuel ratio is 18 are represented by WIB and IIs. FIG. 5 is a view which shows the relationship between the exhaust air-fuel ratio and the output current I when the voltage delivered is made constant at approximately 0.45 V. As will be understood according to FIG. 5, in the air-fuel ratio sensors 40 and 41, the larger the exhaust air-fuel ratio (i.e., the poorer it is), the higher the output current Air-fuel ratio sensors 40 and 41 are large. In addition, the air-fuel ratio sensors 40 and 41 are configured such that the output current I becomes zero when the exhaust air-fuel ratio is the stoichiometric air-fuel ratio. Therefore, the air-fuel ratio sensors 40 and 41 can detect the exhaust air-fuel ratio continuously (linearly). In addition, when the exhaust air-fuel ratio becomes larger by at least some extent or when it becomes smaller by at least some extent, the ratio of change of the output current to the ratio change exhaust air-fuel becomes smaller. In the example above, as the air-fuel ratio sensors 40 and 41, air-fuel ratio sensors of the limit current type of the structure shown in FIG. 3 are used. However, as air-fuel ratio sensors 40 and 41, for example, it is also possible to use a cup type limit-flow type air-to-fuel ratio sensor or other air ratio sensor structure. or a non-limit current type or any other air-fuel ratio sensor. <Basic air-fuel ratio control> An outline of the basic air-fuel ratio control in a control device of an internal combustion engine of the present invention will then be explained.
[0007] The internal combustion engine further comprises an air-fuel ratio control device. The air-fuel ratio controller controls the amount of fuel delivered to the combustion chamber 5, i.e., the fuel injection amount of the fuel injector 11 through feedback based on the air-fuel output ratio of the upstream air-fuel ratio sensor 40 so that the air-fuel output ratio of the upstream air-fuel ratio sensor 40 becomes the target air-fuel ratio. It should be noted that the "air-fuel output ratio" means the air-fuel ratio which corresponds to the output value of the air-fuel ratio sensor. On the other hand, in the present embodiment, target air-fuel ratio control is performed on the basis of the output current of the downstream side air-fuel ratio sensor 41 etc. In the target air-fuel ratio setting control, when the output stream of the downstream side air-fuel ratio sensor 41 becomes a rich air-fuel ratio, the target air-fuel ratio is made to to be a poor air-fuel ratio. After that, it is maintained at this air-fuel ratio. In this regard, the "lean set air-fuel ratio" is a predetermined air-fuel ratio which is leaner than the stoichiometric air-fuel ratio (air-fuel ratio as a control center) to some extent, and for example, is from 14.65 to 20, preferably from 14.65 to 18, more preferably from 14.65 to 16 or in the vicinity. In addition, the lean set air-fuel ratio can be expressed as an air-fuel ratio of the air-fuel ratio forming the control center (in this embodiment, the stoichiometric air-fuel ratio) plus a quantity poor correction. Moreover, in the present embodiment, when the air-fuel output ratio of the downstream side air-fuel ratio sensor 41 becomes a rich estimated air-fuel ratio (e.g., 14.55), which is slightly richer than the stoichiometric air-fuel ratio, or less, it is estimated that the air-fuel output ratio of the downstream side air-fuel ratio sensor 41 has become the rich air-fuel ratio. If the target air-fuel ratio is changed to poor air-fuel ratio, the excess / oxygen deficiency of the exhaust gas flowing into the exhaust purification catalyst on the upstream side (Simply referred to below as "inlet flow exhaust gas") is added cumulatively. The term "excess / oxygen deficiency" means oxygen that becomes excessive or oxygen that becomes deficient (excess amount of excess non-burned gas, etc.) when attempting to bring the air-fuel ratio of the inlet flow exhaust gas to be the stoichiometric air-fuel ratio. In particular, when the target air-fuel ratio is the lean set air-fuel ratio, the inlet flow exhaust gas becomes in excess of oxygen. This excess oxygen is stored in the exhaust purification catalyst on the upstream side 20. Therefore, the cumulative value of the excess / oxygen deficiency (hereinafter referred to as "excess / cumulative oxygen deficiency") can to be for expressing the estimated value of the amount of stored oxygen of the exhaust purification catalyst on the upstream side 20. [0049] The excess / oxygen deficiency OED is, for example, calculated by the following formula (1 ): OED = 0.23 x (AFup - AFR) x Qi (1) 3036741 22 where 0.23 indicates the oxygen concentration in the air, Qi indicates the amount of fuel injection, AFup indicates the air-to-air ratio. the air-fuel ratio sensor output fuel of the upstream side 40, and AFR indicates the air-fuel ratio forming the control center (in the present embodiment, the stoichiometric air-fuel ratio (14,6)). If the excess / cumulative oxygen deficiency that has been obtained by cumulatively adding the excess / oxygen deficiency 10 that has been calculated in this manner reaches or exceeds a predetermined switching reference value (corresponding at a predetermined switching reference storage amount Cref), the target air-fuel ratio that had previously been the lean set air-fuel ratio is made to be the rich target air-fuel ratio and thereafter is maintained at this air-fuel ratio. The rich set air-fuel ratio is a predetermined air-fuel ratio which is richer than the stoichiometric air-fuel ratio (air-fuel ratio forming the control center) to some extent. For example, it is brought between 12 and 14.58, preferably between 13 and 14.57, more preferably between 14 and 14.55 or around. In addition, the rich reference air-fuel ratio can be expressed as an air-fuel ratio of the air-fuel ratio forming the control center (in the present embodiment, the stoichiometric air-fuel ratio) minus a quantity of rich correction. It will be appreciated that in the present embodiment the difference of the rich reference air-fuel ratio with respect to the stoichiometric air-fuel ratio (rich degree) is made to be the difference of the poor air-fuel ratio. relative to the stoichiometric air-fuel ratio (lean degree) or less. After this, when the air-fuel ratio of the downstream side air-fuel ratio sensor output 41 again becomes an air-fuel ratio estimated to be rich or less, the target air-fuel ratio is again As a result, the air-fuel ratio of lean setpoint is reduced and then a similar operation is repeated. In this way, in the present embodiment, the target air-fuel ratio of the inlet flow exhaust gas is alternately set to the lean set-point air-fuel ratio and the air-fuel ratio of rich consignment. More specifically, the air-fuel ratio control device switches the target air-fuel ratio to the lean set air-fuel ratio when the air-fuel ratio detected by the downstream side air-fuel ratio sensor 41 becomes an air-fuel ratio. estimated air-fuel ratio richer richer than the stoichiometric air-fuel ratio or becomes lower in a rich control where the target air-fuel ratio is set to the rich target air-fuel ratio and commutes the target air-fuel ratio to the rich setpoint air-fuel ratio when it is estimated that the amount of oxygen storage of the upstream side exhaust purification catalyst 20 has become a switching reference storage amount smaller than the maximum amount of oxygen that can be stored or has become higher in a lean control where the target air-fuel ratio is set to the set air-fuel ratio poor. [0052] <Explanation of the air-fuel ratio control 30 using the timing diagram> The operation mentioned above will be explained in detail with reference to FIG. 6. FIG. 6 is a timing chart of FIG. the amount of air-fuel ratio correction AFC, the air-fuel output ratio AFup 3036741 24 of the upstream air-fuel ratio sensor 40, the amount of oxygen storage OSA of the exhaust exhaust purification catalyst of the Upstream side 20, of the cumulative excess / oxygen deficiency EOED, the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41, and the concentration of NOx in the exhaust gas which flows out of the upstream side exhaust purification catalyst 20 (hereinafter simply referred to as "outflow exhaust gas") upon completion of the air-fuel ratio control of the present form of realization. The cumulative excess / oxygen deficiency EOED shown in FIG. 6 shows the cumulative value of the oxygen excess / defect OED which is calculated by formula (1) above. The excess / cumulative oxygen deficiency EOED is reset and brought to zero when the target air-fuel ratio is switched between the TAFrich rich setpoint air-fuel ratio and the TAFlean poor setpoint air-fuel ratio. [0054] It should be noted that the air-fuel ratio correction amount AFC is a correction amount relating to the target air-fuel ratio of the inlet flow exhaust gas. When the amount of air-fuel ratio correction AFC is 0, the target air-fuel ratio is set to an air-fuel ratio which is equal to the air-fuel ratio serving as a control center (hereinafter referred to as "ratio"). control center air-fuel ") (in the present embodiment, the stoichiometric air-fuel ratio).
[0008] When the air-fuel ratio correction amount AFC is a positive value, the target air-fuel ratio becomes a leaner air-fuel ratio than the control center air-fuel ratio (in the present embodiment, a poor air-fuel ratio), whereas when the air-fuel ratio correction amount AFC is a negative value, the target air-fuel ratio becomes an air-fuel ratio richer than the air-fuel ratio of control center (in the present embodiment, a rich air-fuel ratio). In addition, the "control center air-fuel ratio" means the air-fuel ratio at which an air-fuel ratio correction amount AFC is added depending on the engine operating state, ie ie the air-fuel ratio that is the reference when changing the target air-fuel ratio as a function of AFC air-fuel ratio correction amount. In the illustrated example, in the state before the time 15 tl, the AFC air-fuel ratio correction amount is made to be the AFCrich rich setpoint correction amount (corresponding to the set air-fuel ratio. rich). That is, the target air-fuel ratio is made to be the rich air-fuel ratio.
[0009] With this, the air-fuel output ratio of the upstream side air-fuel ratio sensor 40 becomes a rich air-fuel ratio. The unburned gas contained in the inlet flow exhaust gas is purified in the upstream side exhaust purification catalyst 20.
[0010] In addition, with this, the amount of OSA oxygen storage of the upstream side exhaust purification catalyst 20 is progressively decreased. Therefore, the excess / cumulative oxygen deficiency EOED is also progressively decreased. In addition, the unburned gas is not contained in the outflow exhaust gas due to the purification at the upstream side exhaust purification catalyst 20, so that the air-to-air ratio AFdwn output fuel of the downstream side air-fuel ratio sensor 41 substantially becomes the stoichiometric air-fuel ratio. At this time, the air-fuel ratio of the inlet flow exhaust gas becomes the rich air-fuel ratio, so that the amount of NO x that is removed from the exhaust exhaust purification catalyst of the Upside 20 becomes essentially zero. If the upstream side exhaust purification catalyst 20 gradually decreases in the amount of oxygen stored OSA, the amount of stored oxygen OSA approaches zero at time t1. With this, a portion of the unburned gas flowing in the upstream side exhaust purification catalyst 20 begins to flow out without being purified by the exhaust purification catalyst on the upstream side 20. As a result, from at time t1, the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 drops progressively. As a result, at time t2, the air-fuel output ratio AFdwn of the air-fuel ratio sensor on the downstream side 41 reaches the rich air-fuel ratio 20 AFrich. In the present embodiment, when the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 becomes the air-fuel ratio estimated to be rich or less, to bring the stored amount of oxygen When the OSA is increased, the amount of air-fuel ratio correction AFC is switched to the poor setpoint correction amount AFClean (corresponding to the lean set-point air-fuel ratio). Therefore, the target air-fuel ratio is switched from the rich air-fuel ratio to the lean air-fuel ratio. In addition, at this time, the cumulative excess / oxygen deficiency EOED is reset to 0. [0058] It should be noted that in the present embodiment the amount of air ratio correction is 30. AFC fuel is switched once the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 reaches the rich AF-rich setpoint air-fuel ratio. This is because, even though the amount of stored oxygen of the upstream side exhaust purification catalyst 20 is sufficient, the air-to-fuel ratio of the outflow exhaust gas sometimes ends up being slightly offset from the stoichiometric air-fuel ratio. As otherwise stated, the rich air-fuel ratio is made to be an air-fuel ratio that the air-fuel ratio of the outgoing exhaust gas will never reach when the amount of oxygen stored in the catalyst of the Exhaust purification of the upstream side 20 is sufficient. At time t2, when the target air-fuel ratio is switched to the lean air-fuel ratio, the air-fuel ratio of the inlet flow exhaust gas changes from the rich air-fuel ratio to the ratio poor air-fuel. In addition, with this, the AFup air-fuel ratio of the air-fuel ratio sensor of the upstream side 40 becomes a poor air-fuel ratio (in reality, a delay occurs from the moment when the air-fuel ratio The target is switched to the moment when the air-fuel ratio of the inlet flow exhaust gas changes, but in the illustrated example, it is considered for convenience that the change is simultaneous). If at time t2 the air-fuel ratio of the inlet flow exhaust gas changes to a lean air-fuel ratio, the upstream side exhaust purification catalyst 20 increases in the amount of stored oxygen OSA. In addition, with this, the excess / cumulative oxygen deficiency EOED also increases progressively. As a result, the air-fuel ratio of the outflow exhaust gas changes in stoichiometric air-fuel ratio, and the air-fuel output ratio AFdwn of the air-fuel ratio sensor on the downstream 41 converges to the stoichiometric air-fuel ratio. At this time, the air-fuel ratio of the inlet flow exhaust gas becomes the poor air-fuel ratio, but there is a sufficient safety margin in the oxygen storage capacity of the catalyst on the upstream side 20, so that the oxygen in the inlet flow exhaust gas is stored in the upstream side exhaust purification catalyst 20 and NO x is removed by reduction. For this reason, the NO x exhaust of the exhaust purification catalyst from the upstream side 20 becomes substantially zero. [0061] After that, if the upstream side exhaust purification catalyst 20 increases in the amount of stored oxygen OSA, at time t3, the amount of OSA stored oxygen of the exhaust purification catalyst on the upstream side 20 reaches the amount of Cref switching reference storage. For this reason, the accumulated oxygen excess / fault EOED reaches the OEDref switching reference value which corresponds to the amount of Cref switching reference storage. In the present embodiment, if the cumulative excess / oxygen deficiency EOED 25 becomes the switching reference value OEDref or higher, the storage of oxygen in the exhaust purification catalyst of the upstream side 20 is suspended by switching the air-fuel ratio correction amount AFC to the rich setpoint correction amount AFCrich. Therefore, the target air-fuel ratio is made to be the rich air-fuel ratio. In addition, at this time, the cumulative excess / oxygen deficiency EOED is reset to 0. Here, in the example shown in FIG. 6, at time t3, the air ratio The target fuel is switched and the amount of OSA oxygen storage drops simultaneously, but in reality a delay occurs from the moment of the switching of the target air-fuel ratio to the moment when the amount of oxygen storage is reduced. oxygen OSA falls. In addition, when an acceleration of the vehicle with the internal combustion engine causes the engine load to become higher and the intake air quantity deviates sharply for a moment, etc., the air-fuel ratio of the fuel gas increases. inlet flow exhaust sometimes sharply deviates unintentionally from the target air-fuel ratio for a moment. In contrast, the amount of Cref switching reference storage is set sufficiently lower than the maximum amount of oxygen that can be stored Cmax when the upstream side exhaust purification catalyst 20 is new. For this reason, even if the above-mentioned delay occurs or the air-fuel ratio of the actual exhaust gas deviates unintentionally from the target air-fuel ratio for a moment, the amount of Oxygen stored oxygen does not reach the maximum amount of oxygen that can be stored Cmax. Conversely, the amount of Cref switch reference storage is made to be a sufficiently small amount such that the amount of stored oxygen OSA does not reach the maximum amount of oxygen that can be stored Cmax even if the time mentioned above or an involuntary deviation of air-fuel ratio occurs. For example, the amount of Cref switching reference storage is made to be 3/4 or less of the maximum amount of oxygen that can be stored Cmax when the upstream side exhaust purification catalyst 20 is new, from preferably 1/2 or less, more preferably 1/5 or less. At time t3, if the target air-fuel ratio is switched to the rich air-fuel ratio, the air-fuel ratio of the inlet flow exhaust gas changes from the lean air-fuel ratio to rich air-fuel. With this, the AFup air-fuel output ratio of the upstream side air-fuel ratio sensor 40 becomes a rich air-fuel ratio (in reality, a delay occurs from the moment the target air-fuel ratio is switched to the moment when the inlet flow exhaust gas changes air-fuel ratio, but in the illustrated example, it is considered for convenience that the change is simultaneous). The inlet flow exhaust gas contains unburned gas, so that the upstream side exhaust purification catalyst 20 gradually decreases in the amount of stored oxygen OSA. At time t4, in the same manner as time t1, the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 begins to fall. At this time also, the air-fuel ratio of the inlet flow exhaust gas is the rich air-fuel ratio, so that there is substantially zero (NO), which escapes from the catalytic converter. Exhaust side exhaust purification 20. Then, at time t5, in the same manner as time t2, the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 reaches the ratio air-fuel of rich deposit AFrich. As a result, the air-fuel ratio correction amount AFC is switched to the AFClean value which corresponds to the lean set air-fuel ratio. After that, the cycle of times t1 to t5 mentioned above is repeated. In addition, in the present embodiment, while the above-mentioned cycle of times -Li to t5 is repeated, the amount of fuel that is delivered to the combustion chamber 5 is controlled by feedback from Such that the AFup air-fuel output ratio of the upstream air-fuel ratio sensor 40 becomes the target air-fuel ratio. For example, when the AFup air-fuel output ratio of the upstream side air-fuel ratio sensor 40 is lower (richer) than the target air-fuel ratio, the amount of fuel that is delivered to the chamber 5 is made smaller. On the other hand, when the air-fuel output ratio AFup of the upstream side air-fuel ratio sensor 40 is larger (poorer) than the value corresponding to the target air-fuel ratio, the amount of fuel that is delivered to the combustion chamber 5 becomes larger. As will be understood from the above explanation, according to the present embodiment, it is possible to consistently suppress the amount of NO x release from the exhaust purification catalyst on the upstream side. 20. That is, as long as the above-mentioned control is carried out, basically, the amount of NO) release of the upstream side exhaust purification catalyst 20 can be substantially reduced. from scratch. In addition, the cumulative time when calculating the excess / cumulative oxygen deficiency EOED is short, so that there is less risk of computational error compared to when calculating the cumulative amount over time. A long period. For this reason, the error in calculating the excess / cumulative oxygen deficiency EOED can be prevented from causing NO x to stop being released. In addition, in general, if the amount of oxygen stored in the exhaust purification catalyst is kept constant, the exhaust purification catalyst drops in oxygen storage capacity. That is, to maintain the exhaust purification catalyst at a high oxygen storage capacity, the amount of oxygen stored in the exhaust purification catalyst must fluctuate. In contrast, according to the present embodiment, as shown in FIG. 6, the amount of stored oxygen OSA of the upstream side exhaust purification catalyst 20 constantly fluctuates up and down, so that the oxygen storage capacity is prevented from falling. It should be noted that, in the above embodiment, at time t2 to t3, the air-fuel ratio correction amount AFC is maintained at the poor setpoint correction amount AFClean. However, in this period, the amount of AFC air-fuel ratio correction need not be kept constant. It can be provided to decrease gradually or to fluctuate in another way. Alternatively, during the time period t2 to t3, it is also possible to temporarily bring the air-fuel ratio correction amount AFC to be a value smaller than 0 (for example, the amount of rich setpoint correction etc.). That is, during the time period t2 to t3, the target air-fuel ratio can also temporarily be brought to the rich air-fuel ratio. [0070] In a similar manner, in the above embodiment, at time t3 to t5, the air-fuel ratio correction amount AFC is maintained at the AFCrich rich target correction amount. However, in this period, the amount of AFC air-fuel ratio correction need not necessarily be kept constant. It can be planned to increase gradually or fluctuate in another way. Alternatively, during the time period t3 to t5, it is also possible to temporarily bring the air-fuel ratio correction amount AFC to a value greater than 0 (for example the amount of lean setpoint correction etc.). ). That is, during the time period t3 to t5, the target air-fuel ratio can also be temporarily brought to be the lean air-fuel ratio. However, in this case also, the air-fuel ratio correction amount AFC at time t2 at t3 is set such that the difference between the average value of the target air-fuel ratio and the air-to-fuel ratio. stoichiometric fuel at time t2 to t3 becomes larger than the difference between the average value of the target air-fuel ratio and the stoichiometric air-fuel ratio at time t3 to t5. In addition, in the above embodiment, the excess / cumulative oxygen deficiency EOED is calculated based on the AFup exit air-fuel ratio, etc. However, the amount of oxygen stored OSA can also be calculated based on other parameters in addition to these parameters and can be estimated on the basis of 25 parameters that are different from these parameters. In addition, in the above embodiment, if the cumulative excess / oxygen deficiency EOED becomes the OEDref switching reference value or higher, the target air-fuel ratio is switched from the target air-fuel ratio. 30 poor at rich air-fuel ratio. However, the target air-fuel ratio switching timing of the lean set air-fuel ratio to the rich set-point air-fuel ratio can, for example, also be based on the engine running time 3036741 or the cumulative amount of intake air from the moment of switching from the target air-fuel ratio of the rich setpoint air-fuel ratio to the lean setpoint air-fuel ratio or another parameter.
[0011] However, in this case also, the target air-fuel ratio has to be switched from the lean set air-fuel ratio to the rich set-point air-fuel ratio while the amount of oxygen stored OSA from the exhaust purification catalyst. the upstream side 20 is estimated to be smaller than the maximum amount of oxygen that can be stored. [0073] <Scanning> From this point of view, if a valve overlap occurs when the pressure inside the inlet port 7 (inlet pressure) is higher than the pressure at the inlet Inside the exhaust port 9 (exhaust pressure), air is blown from the intake passage through the cylinder to the exhaust passage as a sweep. It should be noted that "valve overlap" means the partial overlap of the opening time of the intake valve 6 and the opening time of the exhaust valve 8. The electronic control unit 31 may control the variable valve timing mechanism B of the intake valve 6 and / or the variable valve timing mechanism C of the exhaust valve 8 so as to cause valve overlap and may change the amount of valve overlap (i.e. the time during which the inlet valve 6 and the exhaust valve 8 are both open). More specifically, the amount of valve overlap is changed by changing the opening timing of the intake valve 6 and / or changing the closing timing of the exhaust valve 8. FIGS. 7A and 7E are views schematically showing examples of the opening times of the exhaust valve 8 and the intake valve 6. In the example shown in FIG. 7A, the valve closing timing Exhaust 8 and the opening timing of the intake valve 6 correspond to the top dead center exhaust so that a valve overlap does not occur. In the example shown in Fig. 7E, the opening time of the exhaust valve 8 and the opening time of the inlet valve 6 overlap and a valve overlap occurs. If the amount of intake air is insufficient for the requested torque, the sweep is used. By causing the sweep, the amount of exhaust gas increases and the turbine speed 102 of the turbocharger 101 is increased. As a result, the intake air pressure (boost pressure) is increased and the amount of intake air is increased. [0076] <Air-fuel ratio control problem during sweeping> As mentioned above, in the present embodiment, the amount of fuel delivered to the combustion chamber 5 is controlled by feedback from such so that the AFup air-fuel output ratio of the upstream side air-fuel ratio sensor 40 becomes the target air-fuel ratio. In addition, the cumulative excess / oxygen deficiency EOED is calculated based on the air-fuel output ratio AFup of the air-fuel ratio sensor on the upstream side 40, while the target air-fuel ratio is established. on the basis of the excess / cumulative oxygen deficiency EOED. It should be noted that during the sweep, the amount of fuel delivered to the combustion chamber 5 is feedback controlled so that the average air-fuel ratio of the inlet flow exhaust gas, Including air blown from the intake passage through the cylinder to the exhaust passage, becomes the target air-fuel ratio. However, if a sweep occurs, the air in the cylinder decreases due to the blown air, so that the air-fuel combustion ratio in the cylinder becomes rich. If the amount of scavenging is large and the rich degree of the air-fuel combustion ratio becomes high, the hydrogen concentration in the exhaust gas becomes higher. Hydrogen is faster in diffusion rate in the diffusion control layer of the air-fuel ratio sensor compared to other components in the exhaust gas, so that it reaches the electrode surface of the air-fuel ratio sensor faster than these other components. As a result, the electrode surface of the air-fuel ratio sensor on the upstream side 40 becomes a rich atmosphere, and the output of the air-fuel ratio sensor on the upstream side 40 deviates towards the rich side. If the air-fuel ratio is controlled on the basis of an air-fuel ratio which has drifted to the rich side detected by the upstream side air-fuel ratio sensor 40, the air-fuel ratio of The actual exhaust becomes poorer than the target air-fuel ratio. As a result, the removal efficiency of the unburned gas etc. at the exhaust purification catalysts 20 and 24 fall and exhaust emission is likely to deteriorate. This phenomenon will be explained below with reference to FIG. 8. [0078] FIG. 8 is a timing diagram, similar to FIG. 6, of the amount of OSA oxygen storage of the exhaust purification catalyst. on the upstream side 3036741 37 etc. during the scan. In the example of FIG. 8, because of the sweeping, the output of the air-fuel ratio sensor of the upstream side 40 deflects towards the rich side. In the figure, the solid line at the AFup air-fuel ratio of the air-fuel ratio sensor on the upstream side 40 shows the air-fuel output ratio. On the other hand, the dotted line shows the actual air-fuel ratio of the inlet flow exhaust gas. In the example shown in FIG. 8 also, in the state before the time t1, the air-fuel ratio correction amount AFC is made to be the AFCrich rich setpoint correction amount. Therefore, the target air-fuel ratio is made to be the rich target air-fuel ratio. With this, the AFup air-fuel output ratio of the air-fuel ratio sensor on the upstream side 40 becomes an air-fuel ratio equal to the rich setpoint air-fuel ratio. However, as explained above, the air-fuel ratio of the air-fuel ratio sensor of the upstream side 40 deflects towards the rich side, so that the actual air-fuel ratio of the exhaust gas becomes an air-fuel ratio on the poor side of the rich air-fuel ratio. That is, the AFup air-fuel ratio of the air-fuel ratio sensor on the upstream side 40 becomes smaller than the actual air-fuel ratio (dotted line in the figure) (towards the side rich). For this reason, the rate of decrease of the OSA oxygen storage amount of the upstream side exhaust purification catalyst 20 becomes slow. In addition, in the example shown in FIG. 8, at time t2, the air-fuel output ratio AFdwn of the air-fuel ratio sensor on the downstream side 41 reaches 3036741. AFrich. For this reason, as explained above, at time t2, the air-fuel ratio correction amount AFC is switched to the lean AFClean correction amount. That is, the target air-fuel ratio is switched to the poor air-fuel ratio. With this, the AFup air-fuel output ratio of the air-fuel ratio sensor on the upstream side 40 10 becomes an air-fuel ratio equal to the lean set-point air-fuel ratio. However, as explained above, the air-fuel output ratio of the upstream side air-fuel ratio sensor 40 deflects to the rich side, so that the actual air-fuel ratio of the exhaust gas becomes a poorer air-fuel ratio than the poor air-fuel ratio. That is, the AFup air-fuel output ratio of the upstream air-fuel ratio sensor 40 becomes lower than the actual air-fuel ratio (dashed line in the figure) (towards the side). rich). For this reason, the rate of increase of the OSA oxygen storage amount of the upstream side exhaust purification catalyst 20 becomes rapid. In addition, if the deflection of the air-fuel ratio of the air-fuel ratio sensor output on the upstream side is large, the rate of increase of the oxygen storage amount OSA of the purification catalyst of Exhaust from the upstream side 20 becomes extremely fast. Therefore, in this case, as shown in FIG. 8, before the accumulated oxygen excess / defect EOED calculated on the basis of the AFup air-fuel output ratio of the air-fuel ratio sensor on the upstream 40 reaches the switching reference value OEDref, the actual oxygen storage amount OSA reaches the maximum amount of oxygen Cmax that can be stored. As a result NO), and oxygen flows out of the upstream side exhaust purification catalyst 20 and the air-fuel output ratio of the downstream air-fuel ratio sensor 41 becomes more large (poorer) than the stoichiometric air-fuel ratio. In this embodiment, the amount of sweeping is controlled during scanning to eliminate deterioration of the exhaust emission accompanying the sweep. The control of the scan amount in the present embodiment is first briefly explained. [0084] The internal combustion engine 100 further comprises a scanning control device. The sweep controller reduces the amount of valve overlap so that the sweep amount becomes smaller when the air-fuel ratio of the downstream side air-fuel ratio sensor 41 is changed from a lower value to a lower value. the poor air-fuel ratio (e.g., 14.65) poorer than the stoichiometric air-fuel ratio, at a value greater than or equal to said poor air-fuel ratio during the sweeping. The reason is considered to be that if the air-fuel ratio of the air-fuel ratio sensor on the downstream side 41 reaches or exceeds the estimated air-fuel ratio poor during the sweep, NOx flows out of the catalyst. exhaust purification of the upstream side 20 due to the large amount of sweeping.
[0012] It should be noted that the amount of valve overlap is made smaller by at least the advance of the closing timing of the exhaust valve 8 by the variable valve timing mechanism C and / or the retardation of the valve timing. By the variable valve timing mechanism B, the inlet valve 6 is opened. For example, the amount of valve overlap is made smaller by advancing the phase angle of the exhaust valve 8 by variable valve timing mechanism C and delaying the phase angle of the intake valve 6 by the variable valve timing mechanism B. It should be noted that in this description the "phase angle" means the central angle of the operating angle. If the amount of sweeping is reduced, the rich degree of the combustion air-fuel ratio becomes lower and the hydrogen concentration in the exhaust gas becomes lower. As a result, the amount of deflection of the air-fuel ratio sensor output from the upstream side 40 to the rich side is made smaller and the actual air-fuel exhaust ratio approaches the air-fuel ratio of target. Therefore, a deterioration of the removal efficiency of the unburned gas, etc. at the exhaust purification catalyst of the upstream side 20 is suppressed and deterioration of the exhaust emission is in turn suppressed. From this point of view, the exhaust purification catalyst of the upstream side 20 deteriorates with time. With the deterioration of the upstream side exhaust purification catalyst 20, the maximum amount of storage oxygen C max of the upstream side exhaust purification catalyst 20 becomes progressively smaller. In this case, the amount of scan possible also becomes smaller. Therefore, to reliably prevent the NO x exit flow of the upstream side exhaust purification catalyst 20, if the upper limit of the sweep amount is set by considering the maximum amount of oxygen Since the exhaust purification can be stored on the exhausted upstream side 20, the upper limit becomes an extremely small amount. As a result, even during the time before the exhaust purification catalyst deteriorates, it is not possible to cause a sufficient amount of sweep corresponding to the requested torque. [0087] However, in the present embodiment, the downstream side air-fuel ratio sensor 41 may be used to accurately detect the oxygen output flow of the upstream side exhaust purification catalyst 20 and then for rapidly estimating the NO x exit flow of the upstream side exhaust purification catalyst 20. The reason is that the large amount of hydrogen generated in the exhaust gas during the sweep is removed by oxidation at the upstream side exhaust purification catalyst 20, so that the downstream side air-fuel ratio sensor 41 is not greatly affected by the hydrogen. Therefore, in the present embodiment, it is possible to cause an appropriate amount of sweep corresponding to the deterioration state of the upstream side exhaust purification catalyst 20. [0088] In addition, the control device The sweep quantity controls the amount of valve overlap such that the sweep amount becomes the upper limit or less, decreases the upper limit when an air-fuel ratio of the air-fuel ratio estimated lean or more is detected by the sensor. the downstream side air-fuel ratio 41 during the sweep, and maintains or increases the upper limit when an air-fuel ratio of the air-fuel ratio estimated lean or more is not detected by the air-fuel ratio sensor on the downstream 41 during scanning. The initial value of the upper limit is made to be a value where NO x does not flow out of the exhaust purification catalyst on the upstream side because of the side sweep. upstream exhaust purification 20 is not used. It should be noted that the valve overlap, as has been above, can be controlled by the electronics unit 31 by controlling at least one of the variable valve timing mechanisms B and C. By reducing the upper limit when an air-fuel ratio of air-fuel ratio estimated lean or more is detected by the downstream side air-fuel ratio sensor 41 during the sweep, in the last air-fuel ratio control, the flow of NO x output of the upstream side exhaust purification catalyst 20 can be omitted. In addition, it is possible to set the upper limit corresponding to the state of deterioration of the exhaust purification catalyst on the upstream side 20. [0090] In addition, the upper limit of the amount of sweep is susceptible to be established excessively low because of some sort of control error. In this case, in the last operation of the internal combustion engine, it is not possible to cause a sufficient amount of sweep corresponding to the requested torque. Therefore, the scan control device increases the upper limit when an air-fuel ratio of the air-fuel ratio estimated lean or more has not been detected by the downstream side air-fuel ratio sensor 41 regardless of the control the amount of valve overlap so that the amount of sweeping becomes the upper limit. As a result, even if the upper limit has been set excessively low, the upper limit can be corrected to an appropriate value. It should be noted that the scan control device maintains the upper limit even if an air-fuel ratio of the estimated air-fuel ratio of lean or more has not been detected by the downstream side air-fuel ratio sensor. 41 by controlling the amount of valve overlap so that the amount of sweeping becomes lower than the upper limit. [0091] <Explanation of the Sweep Quantity Control Using the Time Chart> 10 The above mentioned command will be specifically explained with reference to Fig. 9. Fig. 9 is a timing diagram of the amount requested sweep RSBA, the set sweep amount SSBA, and the air-fuel output ratio AFdwn of the downstream air-to-fuel ratio sensor 41 in the case of controlling the sweep amount in the present form of realization. In the figure, the dotted lines in the time diagram of the requested scan quantity RSBA and the set scan amount SSBA 20 show the upper limit L of the scan amount. The requested sweep amount RSBA is calculated based on the requested torque, while the set sweep amount SSBA is set based on the requested sweep amount RSBA and the upper limit L.
[0013] During the sweep, the amount of valve overlap is controlled so that the sweep amount becomes the set sweep amount SSBA. In the example shown in FIG. 9, a sweep is caused by time t1 at time t2, time t3 at time t4, time t5 at time t6, time t7 at time t9, time tm at time tu, and time t13 to time t14. It should be noted that in the time diagram of the requested sweep quantity RSBA and the set sweep quantity SSBA of FIG. 9, the parts represented by solid lines only have solid lines and dashed lines. dotted lines that overlap. At the time t1, the requested scan quantity RSBA is smaller than the upper limit L. For this reason, at time t1, the amount of SSBA setpoint scan is set to the requested scan amount RSBA. In addition, in the scanning time of times t1 to t2, the poor air-fuel ratio AFlean (for example 14.65) was not detected by the downstream side air-fuel ratio sensor 41, but the set point sweep amount SSBA was smaller than the upper limit L, so that the upper limit L is maintained. At time t3, the requested sweep quantity RSBA is greater than the upper limit L. For this reason, at time t3, the set sweep amount SSBA is set at the upper limit L. In addition, time scan time t3 to t4, regardless of having controlled the amount of valve overlap so that the sweep amount becomes the upper limit L, the air-fuel ratio estimated poor AFlean was not detected by the downstream side air-fuel ratio sensor 41, so that at time t4 after the end of the sweep, the upper limit L is increased. At time t5, the requested sweep amount RSBA 25 is smaller than the increased upper bound L. For this reason, at time t5, the set sweep amount SSBA is set to the requested sweep amount RSBA. Further, in the scan time of times t5 to t6, the poor air-fuel ratio AFlean was not detected by the downstream side air-fuel ratio sensor 41 during the scan, but the amount of scanning SSBA setpoint was smaller than the upper limit L, so that the upper limit L is maintained. At time t7, the requested sweep amount RSBA is greater than the upper limit L. For this reason, at time t7, the set sweep amount SSBA is set to the upper limit L. In the example As shown in FIG. 9, at time t8 during the sweep, the downstream side AFdwn downstream air-to-fuel ratio changes for the poor air-fuel ratio AFlean or higher. For this reason, at time t8, the valve overlap is controlled to greatly decrease the amount of SSBA setpoint sweep with which the sweep amount becomes smaller. In addition, at time t8, the upper limit L is decreased. It should be noted that as long as the upper limit L is decreased before the next scan, the upper limit L 15 can be decreased after the end of the scan, i.e. from time t8. It should be noted that, in the present embodiment, once the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 changes for the poor air-fuel ratio AFlean or moreover, the amount of SSBA setpoint sweep is decreased. This is because sometimes, even if NO x does not flow out of the upstream side exhaust purification catalyst 20, the air-fuel ratio of the outflow exhaust gas ends move very slightly away from the stoichiometric air-fuel ratio. Exposed otherwise, the poor air-fuel ratio AFlean is made to be the air-fuel ratio that the air-fuel ratio of the exit exhaust gas will not reach when the NO x does not flow. out of the upstream side exhaust purification catalyst 20. At the time tn, the requested sweep amount RSBA is greater than the decreased upper limit L. For this reason, at the time tn, the sweep amount SSBA setpoint is set at the upper limit L. In the example shown in Figure 9, at time tn during the sweep, the air-fuel output ratio of air-fuel ratio sensor 5 downstream side AFdwn changes to the air-fuel ratio estimated poor AFlean or higher. For this reason, at time t, the valve overlap is controlled to greatly decrease the amount of SSBA setpoint sweep with which the sweep amount becomes smaller. In addition, at time t -11, the upper limit L is decreased. At the time tn, the requested scan quantity RSBA is greater than the upper limit L. For this reason, at the time tn, the amount of reference sweep 15 SSBA is set at the upper limit L. In addition, in the scanning time of times tn to t14, regardless of the control of the amount of valve overlap so that the sweep amount becomes the upper limit L, the air-fuel ratio estimated poor AFlean 20 was not detected by the air-fuel ratio sensor downstream side 41, so that the upper limit L is increased at time t14 after the end of the scan. After that too, a command similar to time t1 to time t14 is performed. [0099] In addition, in the present embodiment, even during the sweep, the basic air-fuel ratio control mentioned above is carried out. During the sweeping, the amount of fuel delivered to the combustion chamber is controlled so that the average air-fuel ratio of the inlet flow exhaust gas including the sweep amount becomes the air-fuel ratio of target. In this case, when the target air-fuel ratio is switched from the rich setpoint air-fuel ratio to the lean set air-fuel ratio, the rich air-fuel ratio is detected by the air-fuel ratio sensor of the air-fuel ratio sensor. However, in FIG. 9, to make it easier to understand, it should be noted that, in the air-fuel ratio time diagram of the downstream side AFdwn, an air-fuel ratio richer than the ratio stoichiometric air-fuel is not represented. [0100] <Scan Quantity Control Routine> The control of the scan amount will then be explained in detail with reference to the flowchart of Fig. 10. Fig. 10 is a flowchart showing a sub-pattern of control program of the scanning amount in one embodiment of the present invention. The illustrated control routine is executed when the scanning is performed. First, in step S1, it is judged whether the requested scan quantity RSBA is the upper limit L of the scan amount or more. The initial value of the upper limit L is made to be a value such as NO. does not flow out of the upstream side exhaust purification catalyst 20 due to scavenging when the upstream side exhaust purification catalyst 20 is not yet in use. The requested scan quantity RSBA, for example, is calculated based on a map represented as a function of the engine speed and the requested torque. More specifically, in the above map, the requested sweep amount RSBA is shown to become larger, the lower the motor speed, and is shown to become larger, the higher the requested torque. It should be noted that the engine speed is calculated on the basis of the output of the crank angle sensor 44. In addition, the requested torque is calculated on the basis of the output of the load sensor 43 connected to the crank angle sensor 44. Accelerator pedal 42. When, in step S1, it is estimated that the requested scan quantity RSBA is smaller than the upper limit L, the routine proceeds to step S2. In step S2, the set point sweep amount SSBA is set to the requested sweep amount RSBA. After step S2, the routine proceeds to step S4. On the other hand, when in step S1, it is estimated that the requested scan quantity RSBA is the upper limit L or more, the routine proceeds to step S3. In step S3, the set point sweep amount SSBA is set to the upper limit L. After step S3, the routine proceeds to step S4. In step S4, the sweep is initiated and the amount of valve overlap is controlled so that the sweep amount becomes the set sweep amount SSBA set in step S2 or step S3. [0105] Next, in step S5, it is judged whether the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 is greater than or equal to the poor air-fuel ratio AFlean. The air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 is acquired from the downstream-side air-fuel ratio sensor 41. In addition, the poor air-fuel ratio AFlean is a ratio predetermined air-fuel slightly poorer than the stoichiometric air-fuel ratio (for example, 14.65). When, in step S5, it is estimated that the air-fuel output ratio AFdwn of the downstream side air-fuel ratio sensor 41 is greater than or equal to the poor air-fuel ratio AFlean, that is ie, during the sweeping, the air-fuel ratio of the air-fuel ratio sensor downstream side 41 changes for a ratio greater than or equal to the air-fuel ratio estimated poor AFlean, the sub- program goes to step S6. In step S6, the set point sweep amount SSBA is greatly reduced so as to suppress the NO x exit flow of the exhaust purification catalyst from the upstream side 20. Therefore, the Valve overlap is made smaller so that the amount of sweeping becomes smaller based on the decreased target sweep amount SSBA. For example, in step S6, the set-point sweep amount SSBA set in step S2 or step S3 minus a predetermined value "a" is made to be the new set sweep amount SSBA. The predetermined value "a" is a predetermined positive number. Further, in step S6, the set-point sweep amount SSBA set in step S2 or step S3 multiplied by a coefficient "b" may be made to be the new set sweep amount SSBA. The coefficient "b" is a predetermined positive number less than 1. The reduced set point sweep amount SSBA is made to be 3/4 or less of the upper limit L, preferably 1/2 or less, more preferably 1 / 5 or less, to quickly suppress the output flow of NOS. Then, in step S7, the upper limit L is decreased so as to suppress the NOx exit flow of the exhaust purification catalyst from the upstream side 20 to the next scan and so on. For example, at step S7, the current upper limit L minus a predetermined value "c" is made to be the new upper limit L. The predetermined value "c" is a predetermined positive number. Moreover, in step S7, the current upper limit L multiplied by the coefficient 3036741 "d" can be made to be the new upper limit L. The coefficient "d" is a predetermined positive number less than 1 (for example 0 , 9). Once the upper limit L is updated in step S7, the present control routine is terminated. On the other hand, when, in step S5, it is estimated that the air-fuel output ratio AFdwn of the air-fuel ratio sensor on the downstream side 41 is smaller than the air-fuel ratio estimated poor AFlean , the routine goes to step S8. In step S8, it is judged whether the sweep is complete. When it is estimated in step S8 that the scan is not completed, the routine returns to step S5 and step S5 is repeated. It should be noted that, in reality, a delay occurs from the sweep until the supply air reaches the upstream side air-fuel ratio sensor 40 and the upstream side exhaust purification catalyst 20 For this reason, step S5 can be repeated until the end time of scanning 20 plus a delay time. On the other hand, if in step S8 it is estimated that the scan is completed, that is to say if the air-fuel ratio estimated poor AFlean was not detected by the air ratio sensor -Fuel downstream side 41 because of the sweep, the routine goes to step S9. In step S9, it is judged whether the amount of SSBA setpoint sweep during sweep was the upper limit L. When it is estimated that the sweep target amount SSBA during sweep was not the upper limit L, the routine proceeds to step S10. In step S10, the upper limit L is maintained at the current value. After step S10, the present control routine is terminated. On the other hand, if, in step S9, it is estimated that the amount of SSBA setpoint sweep during sweep was the upper limit L, the routine proceeds to step S11. In step S11, regardless of controlling the amount of valve overlap so that the sweep amount becomes the upper limit L, the poor air-fuel ratio AFlean was not detected by the downstream air-fuel ratio sensor 41, so that the upper limit L is increased. For example, in step S11, the current upper limit L plus a predetermined value "e" is made to be the new upper limit L. The predetermined value "e" is a predetermined positive number. Moreover, in step S11, the current upper limit L multiplied by a coefficient "f" can be made to be the new upper limit L. The coefficient "f" is a predetermined positive number greater than 1 (for example 1,1). It should be noted that the upper limit L can be maintained when the target air-fuel ratio during the sweep has been set only to the rich set air-fuel ratio, while the upper limit L can be increased only when the ratio target air-fuel during the sweep was established at the air-fuel ratio of 25 lean set. That is, the scan control device can increase the upper limit when the poor air-fuel ratio AFlean has not been detected by the downstream side air-fuel ratio sensor 41 regardless of the control the amount of valve overlap so that the sweep amount becomes the upper limit L while the target air-fuel ratio is set to the lean set air-fuel ratio. Once the upper limit L is updated in step S11, the present control routine is terminated. It should be noted that all the control routines mentioned above are controlled by the electronic control unit 31 of the internal combustion engine 100. Preferred embodiments according to the present invention have As explained above, the present invention is not limited to these embodiments and can be modified and changed in a variety of ways. For example, it is also possible not to use the air-fuel ratio sensor on the upstream side 40, but to control the air-fuel ratio on the basis only of the air-fuel ratio sensor output of the Downstream side 41. In this case, instead of a feedback control of the amount of fuel delivered to the combustion chamber 5 based on the output of the air-fuel ratio sensor of the upstream side 40, the amount of 20 fuel delivered to the combustion chamber 5 is controlled so that the ratio of fuel and air delivered to the combustion chamber 5 corresponds to the target air-fuel ratio. More specifically, the amount of fuel calculated from the amount of intake air and the target air-fuel ratio is delivered to the combustion chamber 5. It should be noted that when the air-fuel ratio sensor is When the fuel on the upstream side 40 is not used, the excess / oxygen deficiency OED used to establish the target air-fuel ratio, for example, is calculated by the following formula (2). OED = 0.23 x (TAF - AFR) x Qi ... (2) Here, 0.23 indicates the oxygen concentration in the air, Qi indicates the amount of fuel injection, TAF indicates the air-to-air ratio. target fuel, and AFR indicates the air-fuel ratio forming the control center (in the present embodiment, the stoichiometric air-fuel ratio (14,6)). During the sweeping, the amount of fuel 5 delivered to the combustion chamber 5 is controlled so that the average air-fuel ratio of the inlet flow exhaust gas, including the amount of sweep, becomes the target air-fuel ratio. However, even if such control has been achieved, during the sweep, the air blown through the exhaust passage and the unburned fuel alternately reach the exhaust purification catalyst so that the purification catalyst The exhaust system can not effectively purify the exhaust gas and the exhaust emission is likely to deteriorate. However, in this case also, by controlling the scanning amount in the present embodiment, it is possible to eliminate a deterioration of the exhaust emission accompanying a scan without unduly limiting the amount of scanning. . In addition, in the aforementioned control of the air-fuel ratio, the target air-fuel ratio is set alternately to the rich setpoint air-fuel ratio and the lean set-point air-fuel ratio, but, for example, it can also be maintained at the stoichiometric air-fuel ratio. List of references [0119] 1. engine body 30 5. combustion chamber 6. intake valve 8. exhaust valve 18. throttle valve 20. exhaust purification catalyst on the upstream side 3036741 54 24. catalytic converter downstream side exhaust purification unit 31. electronic control unit 40. upstream side air-fuel ratio sensor 41. downstream side air-fuel ratio sensor 5 100. internal combustion engine 101. turbocharger (supercharging device ) B, C. variable valve timing mechanism

权利要求:
Claims (5)
[0001]
REVENDICATIONS1. Internal combustion engine (100) characterized in that it comprises: a supercharging device (101) configured to change an air pressure delivered to a combustion chamber (5), a variable valve timing mechanism (B) , C) configured to change an amount of valve overlap of an intake valve (6) and an exhaust valve (8), a catalyst (20) disposed in an exhaust passage and configured to store oxygen, an air-fuel ratio sensor on the downstream side (41) disposed on a downstream side of the catalyst (20) in an exhaust flow direction and configured to detect an air-fuel ratio of the fuel gas; outlet flow exhaust flowing out of the catalyst (20), and a sweep controller configured to control a sweep amount by controlling the amount of valve overlap due to the variable valve timing mechanism ( B, C), the device wherein the sweep control valve is configured to reduce the amount of valve overlap when an air-fuel ratio detected by the downstream side air-fuel ratio sensor (41) changes from a lower value to an estimated air-fuel ratio. poor poorer than a stoichiometric air-fuel ratio, at a value greater than or equal to said estimated poor air-fuel ratio during the sweep. 3036741 56
[0002]
2. Internal combustion engine (100) according to claim 1, characterized in that it further comprises an air-fuel ratio sensor on the upstream side (40) disposed on an upstream side of the catalyst (20) in the direction exhaust flow and configured to detect an air-to-fuel ratio of inlet flow exhaust gas flowing in the catalyst, and an air-fuel ratio control device configured to control an amount of fuel delivered to the combustion chamber (5) by a feedback control so that an air-fuel ratio detected by the upstream-side air-fuel ratio sensor (40) corresponds to a target air-fuel ratio.
[0003]
3. Internal combustion engine (100) according to claim 2, characterized in that the target air-fuel ratio is alternately established at a rich reference-air ratio fuel richer than the stoichiometric air-fuel ratio and at a leaner air-fuel ratio leaner than the stoichiometric air-fuel ratio, and the air-fuel ratio controller is configured to switch the target air-fuel ratio to the lean set air-fuel ratio when a ratio air-fuel detected by the downstream-side air-fuel ratio sensor (41) becomes an estimated rich air-fuel ratio richer than the stoichiometric air-fuel ratio or becomes lower in a rich control where the target air-fuel ratio is set to the rich set air-fuel ratio, and to switch the target air-fuel ratio 3036741 57 to the rich set-point air-fuel ratio when That the oxygen storage amount of the catalyst (20) becomes a switching reference storage amount smaller than a maximum amount of oxygen that can be stored or becomes higher in a lean control where the air-fuel ratio target is set to poor air-fuel ratio.
[0004]
An internal combustion engine (100) according to any one of claims 1 to 3, characterized in that the scanning control device is configured to control the amount of valve overlap so that the amount of sweeping becomes an upper limit or less, for lowering the upper limit when an air-fuel ratio greater than or equal to the lean estimated air-fuel ratio is detected by the downstream side air-fuel ratio sensor (41) during scanning, and maintain or increase the upper limit when an air-fuel ratio greater than or equal to the lean estimated air-fuel ratio has not been detected by the downstream side air-fuel ratio sensor (41) during the sweep.
[0005]
5. Internal combustion engine (100) according to claim 4, characterized in that the sweeping control device is configured to increase the upper limit when an air-fuel ratio greater than or equal to the estimated low air-fuel ratio n ' was not detected by the downstream side air-fuel ratio sensor (41) regardless of having controlled the amount of valve overlap so that the amount of sweeping becomes the upper limit.

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同族专利:

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公开号 | 公开日

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JP6332149B2|2018-05-30|

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JP2016223379A|2016-12-28|

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US20160348601A1|2016-12-01|

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FR3036741B1|2019-06-14|

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DE102016107199B4|2019-11-21|

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US9856811B2|2018-01-02|

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DE102016107199A1|2016-12-01|

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法律状态:
2017-05-11| PLFP| Fee payment|Year of fee payment: 2 |

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2018-04-11| PLFP| Fee payment|Year of fee payment: 3 |

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2018-08-24| PLSC| Search report ready|Effective date: 20180824 |

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2020-04-14| PLFP| Fee payment|Year of fee payment: 5 |

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2021-04-12| PLFP| Fee payment|Year of fee payment: 6 |

优先权:

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申请号 | 申请日 | 专利标题

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JP2015111495A|JP6332149B2|2015-06-01|2015-06-01|Internal combustion engine|

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JP2015111495|2015-06-01|

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