JP2019138160A - Control device for engine - Google Patents

Abstract

To more efficiently eliminate S-poisoning of a NOx catalyst.SOLUTION: A control device 200 for an engine which includes an oxidation catalyst 42 provided in an exhaust passage 40, a NOx catalyst 41 provided integrally therewith or on the downstream side thereof, and a DPF 44 provided on the downstream side of the oxidation catalyst 42, includes a NOx catalyst regeneration control part 202 for repeating more than once a rich-lean cycle including a rich step of actualizing a rich state meaning a theoretical air-fuel ratio or a richer air-fuel ratio and a lean step of actualizing a lean state meaning a leaner air-fuel ratio where unburnt fuel is introduced into the oxidation catalyst 42, to remove SOx occluded in the NOx catalyst 41, and a PM filter regeneration control part 203 for removing PMs from the DPF 44. The NOx catalyst regeneration control part 202 sets the air-fuel ratio in the rich step to be richer in the cycle to be executed earlier than in the cycle to be executed later.SELECTED DRAWING: Figure 8

Description

  The present invention relates to an engine control device.

  Patent Document 1 discloses an engine including an NOx catalyst that stores and reduces NOx in an exhaust passage, and a PM filter that collects particulate matter.

  Since the NOx catalyst stores the sulfur component in the exhaust gas in addition to NOx, so-called S poisoning occurs in which the storable amount of NOx is reduced by storing the sulfur component. In order to maintain the NOx occlusion and reduction function of the NOx catalyst at a high level, it is necessary to desorb the sulfur component from the NOx catalyst to eliminate S poisoning. In NOx catalyst regeneration control that desorbs sulfur components from the NOx catalyst, the exhaust air-fuel ratio is set to be richer than the stoichiometric air-fuel ratio, and the sulfur component is released from the NOx catalyst by the unburned fuel supplied as a reducing agent and reduced. Let

  On the other hand, in order to maintain the performance of the PM filter, it is necessary to prevent excessive accumulation of particulate matter. In PM filter regeneration control that removes particulate matter from the PM filter, oxygen and unburned fuel are supplied to the PM filter by performing post-injection with the air-fuel ratio of the exhaust gas being leaner than the stoichiometric air-fuel ratio. The particulate matter is burned and removed from the PM filter.

Japanese Patent No. 4241032

  In the engine of Patent Document 1, when the accumulation amount of particulate matter on the PM filter becomes excessive during the NOx catalyst regeneration control, the PM filter regeneration control is switched to the particulate matter accumulation amount. It is carried out until it becomes a predetermined amount or less. In this case, the NOx catalyst is exposed to a high temperature condition until the PM filter regeneration control is completed.

  Here, when the NOx catalyst is exposed to a high temperature condition, the inventor of the present application agglomerates the occlusion agent supported on the NOx catalyst and makes it difficult for the sulfur component to react with the reducing agent. In this case, it has been found that it is difficult to desorb the sulfur component from the NOx catalyst even by the NOx catalyst regeneration control. Furthermore, the inventor of the present application further promotes the aggregation of the storage agent in the NOx catalyst as the PM filter regeneration control time becomes longer and / or the temperature becomes higher, and the sulfur component becomes more difficult to react with the reducing agent. It was confirmed.

  The present invention has been made based on the above knowledge, and an object of the present invention is to provide an engine control device and a control method capable of more efficiently eliminating S poisoning of a NOx catalyst.

  In order to solve the above problems, the present invention is configured as follows.

One aspect of the present invention described in claim 1 of the present application is
An oxidation catalyst capable of oxidizing unburned fuel in the exhaust, and the NOx in the exhaust is occluded in a lean state provided integrally with or downstream of the oxidation catalyst and in which the exhaust air-fuel ratio is leaner than the stoichiometric air-fuel ratio; A NOx catalyst that reduces the stored NOx when the air-fuel ratio is richer than the stoichiometric air-fuel ratio or the stoichiometric air-fuel ratio, and a PM that is provided downstream of the oxidation catalyst and that can collect particulate matter in the exhaust gas An engine control device having a filter and an exhaust passage,
A rich step in which the air-fuel ratio of the exhaust gas introduced into the NOx catalyst is set to a rich state in which the air-fuel ratio is richer than the stoichiometric air-fuel ratio or the stoichiometric air-fuel ratio; A NOx catalyst regeneration control unit that performs NOx catalyst regeneration control to remove sulfur components stored in the NOx catalyst by repeating a plurality of rich lean cycles including a lean step that is set to a lean state that is introduced into
The air-fuel ratio of the exhaust gas introduced into the PM filter is leaner than the stoichiometric air-fuel ratio, and unburned fuel is introduced into the oxidation catalyst so that the collected particulate matter is removed from the PM filter. A PM filter regeneration control unit for performing PM filter regeneration control to be removed;
With
The NOx catalyst regeneration control unit sets the air-fuel ratio of the rich step in the rich lean cycle to be richer in the cycle with the earlier execution time than the cycle with the later execution time among the plurality of cycles. It is characterized by.

The invention according to claim 2 is the engine control device according to claim 1,
The NOx catalyst regeneration control unit is configured so that the air-fuel ratio of the rich step in the rich lean cycle becomes richer in stages in the rich lean cycle than in the cycle with the earlier implementation time among the plurality of cycles. It is characterized by setting the fuel ratio.

The invention according to claim 3 is the engine control apparatus according to claim 1 or 2, wherein
The NOx catalyst regeneration control unit is characterized in that the air-fuel ratio in the rich step is set constant after repeating the rich lean cycle a predetermined number of cycles.

Moreover, invention of Claim 4 is a control apparatus of the engine as described in any one of the said Claims 1-3,
Supplying the engine to the exhaust passage, and the SCR catalyst provided downstream of the NOx catalyst, between the NOx catalyst and the SCR catalyst, the SCR reducing agent for consisting raw material or NH ₃ in NH ₃ Further comprising a reducing agent supply means for SCR,
In the NOx catalyst regeneration control, the control device controls the SCR reducing agent supply means so that the supply amount of the SCR reducing agent decreases as the air-fuel ratio in the rich step decreases. It is a feature.

The invention according to claim 5 is the engine control device according to claim 4,
The engine further includes a pair of NOx sensors provided in the exhaust passage on the upstream side and the downstream side of the SCR catalyst for measuring the concentration of NOx,
The NOx catalyst regeneration control unit
Based on the NOx concentration difference between the upstream side and the downstream side of the SCR catalyst detected by the pair of NOx sensors, the consumption amount of NH _{3 in} the SCR catalyst is calculated,
Based on the consumption amount of NH ₃ and the supply amount of the reducing agent for SCR, the adsorption amount of NH _{3 in} the SCR catalyst is calculated,
It is characterized in that the degree to which the air-fuel ratio in the rich step is decreased as the adsorption amount of the NH ₃ in the SCR catalyst is increased is suppressed.

An invention according to claim 6 is the engine control device according to any one of claims 1 to 5, wherein:
A NOx catalyst rich purge control unit that performs NOx catalyst rich purge control to reduce the NOx stored from the NOx catalyst by bringing the air-fuel ratio into the rich state;
The PM filter regeneration control unit starts the PM filter regeneration control subsequent to the end of the NOx catalyst rich purge control.

In addition, yet another aspect of the present invention as set forth in claim 7 is:
An oxidation catalyst capable of oxidizing unburned fuel in the exhaust, and the NOx in the exhaust is occluded in a lean state provided integrally with or downstream of the oxidation catalyst and in which the exhaust air-fuel ratio is leaner than the stoichiometric air-fuel ratio; A NOx catalyst that reduces the stored NOx when the air-fuel ratio is richer than the stoichiometric air-fuel ratio or the stoichiometric air-fuel ratio, and a PM that is provided downstream of the oxidation catalyst and that can collect particulate matter in the exhaust gas An engine control method including a filter in an exhaust passage,
A rich step in which the air-fuel ratio of the exhaust gas introduced into the NOx catalyst is set to a rich state in which the air-fuel ratio is richer than the stoichiometric air-fuel ratio or the stoichiometric air-fuel ratio; NOx catalyst regeneration step for removing sulfur components stored in the NOx catalyst by repeating a plurality of rich lean cycles including a lean step for setting a lean state introduced into
The air-fuel ratio of the exhaust gas introduced into the PM filter is leaner than the stoichiometric air-fuel ratio, and unburned fuel is introduced into the oxidation catalyst so that the collected particulate matter is removed from the PM filter. A PM filter regeneration step to be removed;
Have
The NOx catalyst regeneration step is set such that the air-fuel ratio of the rich step in the rich lean cycle becomes richer in the cycle with the earlier execution time than the cycle with the later execution time among the plurality of cycles. It is characterized by that.

  According to the invention of each claim of the present application, the following effects can be obtained by the above configuration.

  First, according to the first aspect of the present invention, the air-fuel ratio of the rich step in the rich lean cycle is higher in the cycle in which the implementation timing is earlier than in the cycle in which the implementation timing is late among the plurality of cycles of the NOx catalyst regeneration control. The air-fuel ratio is set so as to be on the rich side. Here, the amount of sulfur component desorbed from the NOx catalyst by the NOx catalyst regeneration control can be increased as the amount of sulfur component adsorbed on the NOx catalyst increases. In addition, in the NOx catalyst regeneration control, by setting the air-fuel ratio to a richer side, the unburned fuel supplied to the NOx catalyst and the reducing agent such as carbon monoxide increase, so that also the sulfur component from the NOx catalyst A large amount of desorption can be expected.

  That is, among the multiple cycles of NOx catalyst regeneration control, the air-fuel ratio is set to a richer side in a cycle where the sulfur component occluded in the NOx catalyst is the largest and therefore the amount of sulfur component desorbed can be expected to be increased. As a result, the desorption amount of the sulfur component from the NOx catalyst can be increased efficiently.

  Furthermore, since the PM filter can be regenerated in the lean state in the NOx catalyst regeneration control, regeneration of the PM filter and regeneration of the NOx catalyst can be performed simultaneously. This is advantageous for fuel consumption.

  According to the second aspect of the present invention, since the air-fuel ratio in the NOx catalyst regeneration control is not set to the rich side over a long period of time, smoke increases due to the air-fuel ratio being set to the rich side. It is suppressed.

  According to the third aspect of the present invention, in the initial stage of the NOx catalyst regeneration control in which the amount of sulfur component accumulated in the NOx catalyst is relatively large, the air-fuel ratio is set to be smaller so that The elimination of the sulfur component is promoted. On the other hand, after the initial stage of the NOx catalyst regeneration control, the amount of sulfur component deposited is relatively reduced. Therefore, the increase in smoke is suppressed by setting the air-fuel ratio to a constant value that is leaner than the initial stage. . That is, an increase in smoke is suppressed while the sulfur component is efficiently desorbed from the NOx catalyst.

According to the fourth aspect of the present invention, in the NOx catalyst regeneration control, the supply amount of the SCR reducing agent is decreased as the air-fuel ratio in the rich step is smaller. Here, in the rich step of the NOx catalyst regeneration control, desorption of the nitrogen component in addition to the sulfur component from the NOx catalyst is promoted, and NH ₃ can be generated from the desorbed nitrogen component. At this time, if the air-fuel ratio in the rich step is set smaller, the desorption amount of the nitrogen component increases and the generation amount of NH ₃ also increases.

In this case, when supplied to the SCR catalyst in the usual feeding amount NH ₃ from SCR for reducing agent supply means, it means that the NH ₃ generated from the NOx catalyst is additionally supplied, NH ₃ is excessive SCR catalyst Will be supplied. However, according to this configuration, in the NOx catalyst regeneration control, the supply amount of the SCR reducing agent is decreased as the air-fuel ratio in the rich step is smaller, that is, as the amount of NH ₃ produced from the NOx catalyst is larger. Therefore, excessive supply of NH ₃ to the SCR catalyst is suppressed.

According to the fifth aspect of the present invention, the greater the amount of NH ₃ adsorbed on the SCR catalyst, the lower the air-fuel ratio in the rich step of NOx catalyst regeneration control. Thereby, since the amount of NH ₃ released from the NOx catalyst is reduced, excessive supply of NH ₃ to the SCR catalyst is suppressed.

  According to the sixth aspect of the present invention, in the NOx catalyst rich purge control, the temperature of the PM filter disposed on the downstream side is maintained at a high temperature by the heat generated by the oxidation of the unburned fuel in the oxidation catalyst. The For this reason, if the PM filter regeneration control is performed subsequent to the end of the NOx catalyst rich purge control, it is easy to quickly raise the PM filter to a temperature at which particulate matter can be removed, and it is necessary to raise the temperature of the PM filter. The amount of unburned fuel supplied can be reduced.

  According to the invention described in claim 7, the effect described in claim 1 is realized in the engine control method.

  That is, according to the control device and control method for an engine according to the present invention, S poisoning of the NOx catalyst can be more efficiently eliminated.

1 is a schematic configuration diagram of an engine system to which an engine control device according to an embodiment of the present invention is applied. It is a figure which shows DPF schematically. It is a figure which shows notionally NOx and SOx adsorption | suction in a NOx catalyst. It is a block diagram which shows the control system of an engine system. It is the figure which showed the control map of passive DeNOx control and active DeNOx control. It is the flowchart which showed the flow of DeNOx control, DPF control, and DeSOx control. It is the flowchart which showed the flow of DeSOx control. It is explanatory drawing which shows typically aggregation of the sulfur component in a NOx catalyst. It is the time chart which showed typically the time change of each parameter when DeSOx control etc. were implemented. Is a graph showing the relationship between the post-injection amount in the rich step of adsorption and DeSOx control of NH ₃ in the SCR catalyst.

  Hereinafter, an engine control apparatus according to an embodiment of the present invention will be described with reference to the drawings.

(1) Overall Configuration FIG. 1 is a schematic configuration diagram of an engine system 100 to which an engine control device of this embodiment is applied.

  The engine system 100 includes a four-stroke engine main body 1, an intake passage 20 for introducing air (intake air) into the engine main body 1, an exhaust passage 40 for discharging exhaust from the engine main body 1 to the outside, a first A turbocharger 51 and a second turbocharger 52 are provided. The engine system 100 is provided in a vehicle, and the engine body 1 is used as a drive source for the vehicle. The engine body 1 is a diesel engine, for example, and has four cylinders 2 arranged in a direction orthogonal to the paper surface of FIG.

  The engine body 1 includes a cylinder block 3 in which a cylinder 2 is formed, a cylinder head 4 provided on the upper surface of the cylinder block 3, and a piston 5 that is slidably inserted into the cylinder 2. Yes. A combustion chamber 6 is formed above the piston 5.

  The piston 5 is connected to the crankshaft 7, and the crankshaft 7 rotates about its central axis in accordance with the reciprocating motion of the piston 5.

  The cylinder head 4 is provided with an injector 10 for injecting fuel into the combustion chamber 6 (inside the cylinder 2) and a glow plug 11 for raising the temperature of the fuel / air mixture in the combustion chamber 6. One set is provided for each.

  In the example shown in FIG. 1, the injector 10 is provided at the center of the ceiling surface of the combustion chamber 6 so as to face the combustion chamber 6 from above. The glow plug 11 has a heat generating portion that generates heat when energized, and is attached to the ceiling surface of the combustion chamber 6 so that the heat generating portion is located in the vicinity of the front end portion of the injector 10. ing. For example, the injector 10 is provided with a plurality of nozzle holes at its tip, and the glow plug 11 is located between the plurality of sprays from the plurality of nozzles of the injector 10 so that the heat generating portion is not in direct contact with the fuel spray. Have been placed.

  The injector 10 is an injection that is mainly performed to obtain engine torque, and injects fuel that burns in the vicinity of compression top dead center into the combustion chamber 6. Even so, post-injection in which fuel is injected into the combustion chamber 6 at a time when the combustion energy hardly contributes to the engine torque can be performed.

  The cylinder head 4 is generated in the intake port for introducing the air supplied from the intake passage 20 into the combustion chamber 6 of each cylinder 2, the intake valve 12 for opening and closing the intake port, and the combustion chamber 6 of each cylinder 2. An exhaust port for leading the exhausted gas to the exhaust passage 40 and an exhaust valve 13 for opening and closing the exhaust port are provided.

  In the intake passage 20, the air cleaner 21, the compressor 51 a of the first turbocharger 51 (hereinafter, appropriately referred to as the first compressor 51 a), and the compressor 52 a of the second turbocharger 52 (hereinafter, appropriately) from the upstream side. , A second compressor 52a), an intercooler 22, a throttle valve 23, and a surge tank 24. The intake passage 20 is provided with an intake side bypass passage 25 that bypasses the second compressor 52a and an intake side bypass valve 26 that opens and closes the intake side bypass passage 25. The intake-side bypass valve 26 is switched between a fully closed state and a fully open state by a driving device (not shown).

  In the exhaust passage 40, in order from the upstream side, the turbine 52b of the second turbocharger 52, the turbine 51b of the first turbocharger 51, the first catalyst 43, particulate matter (PM) in the exhaust gas (PM). DPF (Diesel Particulate Filter) 44, urea injector (SCR reducing agent supply means) 45, SCR (Selective Catalytic Reduction) catalyst 46, and slip catalyst 47 are provided.

  The SCR catalyst 46 hydrolyzes the urea injected from the urea injector 45 to generate ammonia, and purifies the ammonia by reacting (reducing) with NOx in the exhaust gas.

  The DPF 44 collects particulate matter (PM) in the exhaust gas. FIG. 2 is a cross-sectional view along the exhaust flow path schematically showing the DPF 44. The DPF 44 has a plurality of passages formed in a lattice shape with porous ceramics or the like. The plurality of passages are a passage 44a that is open on the exhaust upstream side and closed on the exhaust downstream side, and an exhaust upstream side is closed on the exhaust. The passages 44b opened on the downstream side are alternately arranged in a staggered pattern. The exhaust gas that has entered the passage 44a passes through the partition wall 44c that separates the passages and exits to the passage 44b. At this time, the partition 44c functions as a filter that prevents the particulate matter from escaping into the passage 44b, and the particulate matter is collected in the partition 44c.

  The partition 44c of the DPF 44 is coated with an oxidation catalyst layer 44d. Hydrocarbon (HC), that is, unburned fuel, carbon monoxide (CO), and the like are adsorbed on the oxidation catalyst layer 44d, and these are oxidized into water and carbon dioxide by oxygen in the exhaust gas. This oxidation reaction occurring in the oxidation catalyst layer 44d is an exothermic reaction, and when an oxidation reaction occurs in the oxidation catalyst layer 44d, the temperature of the exhaust is raised.

  The PM collected in the DPF 44 is exposed to a high temperature and burned by receiving supply of oxygen, and is removed from the DPF 44. The temperature at which PM efficiently burns and is removed from the DPF 44 is a relatively high temperature of about 600 ° C. Therefore, in order to burn PM and remove it from the DPF 44, the temperature of the DPF 44 needs to be relatively high.

  The first catalyst 43 includes a NOx catalyst 41 for purifying NOx and an oxidation catalyst (DOC: Diesel Oxidation Catalyst) 42.

  The oxidation catalyst 42 uses oxygen in the exhaust gas to oxidize hydrocarbons (HC), that is, unburned fuel, carbon monoxide (CO), and the like to change them into water and carbon dioxide. Here, this oxidation reaction generated in the oxidation catalyst 42 is an exothermic reaction, and when the oxidation reaction occurs in the oxidation catalyst 42, the temperature of the exhaust is raised.

  As conceptually shown in FIG. 3A, the NOx catalyst 41 carries a catalyst metal 41a. As the catalyst metal 41a, for example, a noble metal such as platinum (Pt) or rhodium (Rh) is employed. Is done. Further, the NOx catalyst 41 carries a storage agent 41b. As the storage agent 41b, for example, an alkaline earth metal, an alkali metal, or a rare earth is employed. More specifically, as the storage agent 41b, for example, barium (Ba), strontium (Sr), magnesium (Mg) or the like is adopted, and the lean state (air) in which the air-fuel ratio of the exhaust gas is leaner than the stoichiometric air-fuel ratio. At an excess ratio λ> 1), NOx in the exhaust is oxidized by the catalyst metal 41a and stored in the storage agent 41b. Further, as shown in FIG. 3B, in the NOx catalyst 41, when the air-fuel ratio of the exhaust is in a lean state, SOx in the exhaust is also oxidized by the catalyst metal 41a and stored in the storage agent 41b.

  The NOx and SOx stored in the NOx catalyst are in a state where the air-fuel ratio of the exhaust is in the vicinity of the stoichiometric air-fuel ratio (λ≈1) or in a rich state where the stoichiometric air-fuel ratio is smaller (λ <1). Exhaust gas passing through is released and reduced in a reducing atmosphere containing a large amount of unburned HC. Therefore, the NOx catalyst 41 is a NOx storage reduction catalyst (NSC: NOx Storage Catalyst).

Specifically, the NOx catalyst 41 is configured to store oxygen contained in the exhaust gas in a lean state where the excess air ratio λ of the exhaust gas is greater than 1. For example, the NOx catalyst 41 includes ceria having oxygen storage capacity. Then, the NOx catalyst 41 oxidizes NO in the exhaust gas using oxygen contained in the exhaust gas and stored oxygen (to be NO ₂ ), and stores this.

  Further, the NOx catalyst 41 generates and releases NH3 (ammonia) when reducing the stored NOx. Specifically, during NOx reduction, “N” in NOx stored by the NOx catalyst 41 and NOx passing through the NOx catalyst 41 are combined with H, which is a reducing agent introduced into the NOx catalyst 41. Thus, NH3 is generated.

  The first catalyst 43 is formed, for example, by coating the surface of a DOC catalyst material layer with an NSC catalyst material.

  In the present embodiment, there is no separate device for supplying air or fuel to the exhaust passage, and the air-fuel ratio of the exhaust and the air-fuel ratio of the air-fuel mixture in the combustion chamber 6 correspond. That is, when the air-fuel ratio of the air-fuel mixture in the combustion chamber 6 is leaner than the stoichiometric air-fuel ratio, the air-fuel ratio of the exhaust gas becomes lean, and the air-fuel ratio of the air-fuel mixture in the combustion chamber 6 is in the vicinity of the stoichiometric air-fuel ratio (λ ≈1) or rich state smaller than the stoichiometric air-fuel ratio (λ <1), the exhaust air-fuel ratio is also in the vicinity of the stoichiometric air-fuel ratio (λ≈1), or the rich state smaller than the stoichiometric air-fuel ratio (λ <1).

  As shown in FIG. 1, the urea injector 45 injects urea into the exhaust passage 40 on the downstream side of the DPF 44. The urea injector 45 is connected to the urea tank 45c via the urea supply path 45a and the urea delivery pump 45b, and injects the urea pressure-fed from the urea tank 45c by the urea delivery pump 45b into the exhaust passage 40. In the present embodiment, a heater 45d is provided for preventing freezing of urea. Urea injected from the urea injector 45 is introduced into the SCR catalyst 46.

  The SCR catalyst 46 purifies by reacting (reducing) NH3 (ammonia) with NOx in the exhaust gas. The SCR catalyst 46 hydrolyzes the urea injected from the urea injector 45 to generate NH3 (CO (NH2) 2 + H2O → CO2 + 2NH3), and reacts (reduces) the generated NH3 with NOx in the exhaust gas to reduce NOx. To purify.

  Thus, in the present embodiment, urea that is injected (supplied) into the exhaust passage 40 by the urea injector 45 functions as the NH3 raw material and the SCR reducing agent in the claims.

  Specifically, in the SCR catalyst 46, the introduced NH3 is adsorbed, and the adsorbed NH3 and NOx react to reduce NOx. As described above, when NOx is reduced in the NOx catalyst 41, NH3 is also released from the NOx catalyst 41. The SCR catalyst 46 removes NH3 released from the NOx catalyst 41 in the exhaust gas. NOx is also purified by reacting (reducing) with NOx.

  For example, the SCR catalyst 46 uses a catalyst metal (Fe, Ti, Ce, W, etc.) having a function of reducing NOx by NH3 on a zeolite having a function of trapping NH3 as a catalyst component. It is made by supporting it on the cell wall of the honeycomb carrier.

  Both the SCR catalyst 46 and the NOx catalyst 41 can purify NOx, but they have different temperatures at which the purification rate (NOx storage rate) increases, and the SCR catalyst 46 and the NOx storage rate (NOx storage rate). ) Increases when the temperature of the exhaust gas is relatively high, and the NOx purification rate of the NOx catalyst 41 increases when the temperature of the exhaust gas is relatively low.

That is, in this embodiment, NOx purification is performed using both the NOx catalyst 41 and the SCR catalyst 46. Specifically, the temperature of the SCR catalyst 46 is lower than the first temperature, and the SCR catalyst 46
When the NOx purification rate is low, NOx purification is performed only by the NOx catalyst 41,
The temperature of the SCR catalyst 46 is equal to or higher than the second temperature (the second temperature is higher than the first temperature), and the SCR
When the NOx purification rate by the catalyst 46 is high, NOx purification is performed only by the SCR catalyst 46. When the temperature of the SCR catalyst 46 is between the first temperature and the second temperature, NOx
NOx purification is performed by both the catalyst 41 and the SCR catalyst 46. Further, when the exhaust gas flow rate is large and the NOx purification rate by the SCR catalyst 46 becomes low, the NOx catalyst 41 and the SCR
NOx purification is performed by both the catalyst 46 and the catalyst 46.

The slip catalyst 47 oxidizes and purifies unreacted NH 3 discharged from the SCR catalyst 46.

  The exhaust passage 40 includes an exhaust-side bypass passage 48 that bypasses the second turbine 52b, an exhaust-side bypass valve 49 that opens and closes the exhaust passage, a waste gate passage 53 that bypasses the first turbine 51b, and a waste gate that opens and closes the exhaust passage. A valve 54 is provided. The exhaust side bypass valve 49 and the waste gate valve 54 are switched between a fully closed state and a fully opened state by a driving device (not shown), respectively, and are changed to an arbitrary opening degree therebetween.

  The engine system 100 according to the present embodiment includes an EGR device 55 that recirculates a part of exhaust gas to intake air. The EGR device 55 connects the portion of the exhaust passage 40 upstream of the upstream end of the exhaust-side bypass passage 48 and the portion of the intake passage 20 between the throttle valve 23 and the surge tank 24. A first EGR valve 57 that opens and closes it, and an EGR cooler 58 that cools the exhaust gas that passes through the EGR passage 56. Further, the EGR device 55 includes an EGR cooler bypass passage 59 that bypasses the EGR cooler 58 and a second EGR valve 60 that opens and closes the EGR cooler bypass passage 59.

(2) Control system The control system of an engine system is demonstrated using FIG. The vehicle is provided with a DCU (Dosing Control Unit) 300 mainly for controlling the urea injector 45 and a PCM (Power-train Control Module) 200 for controlling other parts. The PCM 200 and the DCU 300 are microprocessors each composed of a CPU, ROM, RAM, I / F, and the like. In the present embodiment, the PCM 200 and the DCU 300 constitute a control device in the claims. Further, the PCM 200 includes a NOx catalyst rich purge control unit 201 that performs DeNOx control (NOx catalyst rich purge control), DeSOx control (NOx catalyst regeneration control), and DPF regeneration control (PM filter regeneration control), which will be described later. The NOx catalyst regeneration control unit 202 and the PM filter regeneration control unit 203 are provided.

  Information from various sensors is input to the PCM 200. For example, the PCM 200 detects a rotation speed sensor SN1 that detects the rotation speed of the crankshaft 7, that is, the engine rotation speed, and an intake air amount that is provided near the air cleaner 21 and that is the amount of fresh air (air) that flows through the intake passage 20. An air flow sensor SN3, an intake pressure sensor SN3 for detecting the pressure of the intake air in the surge tank 24 after being supercharged by the turbochargers 51, 52, that is, the supercharging pressure, provided in the surge tank 24, and the exhaust passage 40 Of these, it is electrically connected to an exhaust O2 sensor SN4 or the like that detects the oxygen concentration in the portion between the first turbocharger 51 and the first catalyst 43, and receives input signals from these sensors SN1 to SN4. . Further, the vehicle is provided with an accelerator opening sensor SN5 that detects an accelerator opening that is an opening of an accelerator pedal (not shown) operated by a driver, a vehicle speed sensor SN6 that detects a vehicle speed, and the like. Detection signals from these sensors SN5 and SN6 are also input to the PCM 200. The PCM 200 controls the injector 10 and the like by executing various calculations and the like based on input signals from the sensors (SN1 to SN6 and the like).

  The DCU 300 and the PCM 200 are connected so as to be capable of bidirectional communication. The DCU 300 controls the urea injector 45 by calculating the amount of urea injected into the exhaust passage 40 by the urea injector 45 using the calculation result in the PCM 200 and the like. The DCU 300 also controls the urea delivery pump 45b and the heater 45d.

(2-1) Normal Control In normal control performed during normal operation without performing DeNOx control, DeSOx control, and DPF regeneration control, the air-fuel ratio of the air-fuel mixture in the combustion chamber 6 (hereinafter simply referred to as mixing) Is sometimes made leaner (λ> 1) than the stoichiometric air-fuel ratio. For example, in the normal control, the excess air ratio λ of the air-fuel mixture is about λ = 1.7. In normal control, post injection is stopped and only main injection is performed. In normal control, the operation of the glow plug 11 is stopped. In the normal control, the first EGR valve 57, the second EGR valve 60, the intake side bypass valve 26, the exhaust side bypass valve 49, and the waste gate valve 54 are respectively in an operating state of the engine body 1, for example, the engine speed and the engine. Depending on the load and the like, the EGR rate and the supercharging pressure are controlled to be appropriate values.

(2-2) DeNOx Control Control for releasing (desorbing) NOx occluded in the NOx catalyst 41 (hereinafter referred to as occluded NOx as appropriate), which is performed by the NOx catalyst rich purge control unit 201. DeNOx control (NOx catalyst rich purge control) will be described.

  As described above, in the NOx catalyst 41, in a state where the air-fuel ratio of the exhaust gas and thus the air-fuel ratio of the air-fuel mixture is close to the stoichiometric air-fuel ratio (λ≈1) or in a rich state where the stoichiometric air-fuel ratio is smaller (λ <1), The stored NOx is reduced. Therefore, in order to reduce the stored NOx, it is necessary to reduce the air-fuel ratio of the exhaust gas and the air-fuel ratio of the air-fuel mixture as compared with those during normal operation (when normal control is performed).

  As one method for reducing the excess air ratio λ of the air-fuel mixture (the excess air ratio λ of the exhaust gas), it is conceivable to reduce the amount of fresh air (air) introduced into the combustion chamber 6. However, if the amount of fresh air is simply reduced, the engine torque may not be obtained properly. In particular, if the amount of fresh air is reduced during acceleration, the acceleration performance may deteriorate. When adjusting the amount of fresh air, it is relatively difficult to accurately control the excess air ratio λ of the air-fuel mixture.

  Therefore, in the present embodiment, post injection is performed without reducing the amount of fresh air or while reducing the amount of fresh air while reducing the air-fuel ratio of the air-fuel mixture. That is, the PCM 200 (NOx catalyst rich purge control unit 201) reduces the air-fuel ratio of the exhaust by causing the injector 10 to perform post injection in addition to main injection. For example, in DeNOx control, the excess air ratio λ of the air-fuel mixture and exhaust is set to about λ = 0.94 to 1.06.

  In the present embodiment, DeNOx control for performing post injection to reduce the stored NOx in this way is performed only in the first region R1 and the second region R2 shown in FIG. In the first region R1, the engine speed is equal to or higher than a first reference speed N1 set in advance and equal to or lower than a second reference speed N2 set in advance. The engine load is equal to or higher than a first reference load Tq1 set in advance. This is an area below the set second reference load Tq2. The second region R2 is a region where the engine load is higher than that of the first region R1, and the engine load is equal to or higher than a preset third reference load Tq3.

  Further, the PCM 200 (NOx catalyst rich purge control unit 201) performs active DeNOx control in which the post-injection is performed at the timing when the post-injected fuel burns in the combustion chamber 6 in the first region R1. The injection timing of the post injection is set in advance, for example, in the first half of the expansion stroke, and is set to a time between 30 to 70 ° CA after the compression top dead center. In the present embodiment, in the active DeNOx control, the air-fuel mixture is heated by energizing the glow plug 11 in order to promote the combustion of the post-injected fuel.

  In the active DeNOx control, the opening degree of the first EGR valve 57 and the second EGR valve 60 is made smaller (closed side) than that in the normal operation while introducing EGR gas into the combustion chamber 6, that is, the active DeNOx control is temporarily performed. Make it smaller than the opening when you did not. In the present embodiment, in the active DeNOx control, the first EGR valve 57 is fully closed and the second EGR valve 60 is opened, but the opening is made smaller than that during normal operation.

  This is to reduce the amount of soot generated by the combustion while promoting the combustion of the post-injected fuel. Specifically, when the post-injected fuel is combusted, the combustion chamber 6 contains the burned gas generated by the main injection in addition to the EGR gas. For this reason, if a large amount of EGR gas is introduced, the post-injected fuel and air are not sufficiently mixed, and soot may be generated in a large amount. On the other hand, since the post injection is performed at a timing when the temperature and pressure in the combustion chamber 6 are relatively low, the combustion stability tends to deteriorate. Therefore, as described above, in the active DeNOx control, the introduction of the low-temperature EGR gas that has passed through the EGR cooler 58 is stopped while the first EGR valve 57 is closed, and the second EGR valve 60 is opened to open the high-temperature EGR gas. Is introduced to promote the combustion of the post-injected fuel to improve combustion stability, and the opening of the second EGR valve 60 is made smaller than that during normal operation to reduce the amount of soot generated.

  Specifically, the PCM 200 includes an opening degree of the first EGR valve 57 and an opening degree of the second EGR valve 60 during active DeNOx control, an opening degree of the first EGR valve 57 and an opening degree of the second EGR valve 60 during normal operation. Is stored in a map for the engine speed, engine load, etc., and the PCM 200 (NOx catalyst rich purge control unit 201) extracts a value from the map corresponding to the control being executed, and the first EGR valve 57 And the opening degree of the second EGR valve 60 is set. Then, at the same engine speed and engine load, the map value for active DeNOx control is set smaller than the map value for normal control.

  On the other hand, in the second region R2, the PCM 200 (NOx catalyst rich purge control unit 201) determines that the post-injected fuel does not burn in the combustion chamber 6 (second half of the expansion stroke, for example, 100 ° CA after compression top dead center). Passive DeNOx control that performs post-injection at ˜120 ° CA) is performed. Further, in the passive DeNOx control, the first EGR valve 57 and the second EGR valve 60 are fully closed in order to avoid the EGR cooler 58 and the like from being blocked by deposits resulting from post-injected unburned fuel.

  As described above, the control content of the DeNOx control is changed between the first region R1 and the second region R2 for the following reason.

  In a region where the engine load is low or the engine load is relatively high but the engine speed is low, the temperature of the NOx catalyst 41 tends to be lower than the temperature at which the stored NOx can be reduced as the exhaust gas temperature is low. Therefore, in this embodiment, DeNOx control is stopped in this region.

  In addition, as described above, post injection is performed in the DeNOx control. If the post-injected fuel is discharged without being burned into the exhaust passage 40, the EGR cooler 58 and the like are caused by deposits caused by the unburned fuel. There is a risk of blockage. Therefore, the post-injected fuel is preferably burned in the combustion chamber 6. However, in a region where the engine load is high or the engine load is relatively low but the engine speed is high, combustion occurs due to the high temperature in the combustion chamber 6 or the short time per crank angle. It is difficult to sufficiently mix the post-injected fuel and air until the gas in the chamber 6 is exhausted, and the post-injected fuel may not be sufficiently combusted in the combustion chamber 6. is there. Moreover, there exists a possibility that wrinkles may increase when the said mixing is inadequate. Accordingly, the DeNOx control is basically stopped in such a region.

  However, in the second region R2 where the engine load is very high, the air-fuel ratio of the air-fuel mixture is kept small even during normal operation due to the large injection amount of the main injection (hereinafter referred to as the main injection amount as appropriate). It is done. Therefore, in the second region R2, the amount of post-injection necessary for reducing the stored NOx (hereinafter referred to as post-injection amount as appropriate) is reduced, and unburned fuel is discharged into the exhaust passage 40. The influence can be suppressed small.

  Therefore, in the present embodiment, in the first region R1 in which neither the engine load nor the engine speed is neither too low nor too high, active DeNOx control is performed in which the post-injected fuel burns in the combustion chamber 6, In the second region R2, passive DeNOx control is performed in which the post-injected fuel is not burned in the combustion chamber 6. The second region R2 is a region where the exhaust temperature is sufficiently high and the oxidation catalyst 42 is sufficiently activated. Therefore, the unburned fuel discharged to the exhaust passage 40 is purified by the oxidation catalyst 42. In addition, by permitting DeNOx control only in the middle-rotation middle load region in this way, it is possible to ensure the combustion stability of post-injection during the execution of DeNOx control and suppress the deterioration of exhaust performance.

  In the active DeNOx control and the passive DeNOx control, the NOx occlusion amount, which is the NOx occlusion amount that the NOx catalyst 41 occludes, and the temperature of the SCR catalyst 46 is lower than the predetermined temperature, the temperature of the NOx catalyst 41 is equal to or higher than the predetermined temperature, respectively. If the value is equal to or greater than a predetermined amount, the implementation is permitted. However, as described above, the active DeNOx control is performed only when the engine body 1 is operated in the first region R1, and the passive DeNOx control is performed when the engine body 1 is operated in the second region R2. Will be implemented only. Further, in the present embodiment, the minimum value of the NOx occlusion amount that is permitted to be implemented is set to a value that is smaller in the passive DeNOx control than in the active DeNOx control.

  In the present embodiment, as will be described later, the active DeNOx control is performed before the DPF regeneration control is performed when the DPF regeneration control is started in a state where the engine body 1 is operated in the first region R1. Alternatively, the active DeNOx control may be performed when the NOx occlusion amount is very high regardless of whether or not the DPF regeneration control is being performed. However, even in this case, active DeNOx control is performed when the engine body 1 is operated in the first region R1. Also in the above case, when the temperature of the SCR catalyst 46 is raised to a temperature at which the SCR catalyst 46 can purify NOx, the SCR catalyst 46 can purify NOx, so that the active DeNOx control is not performed. Also in the above case, when the temperature of the NOx catalyst 41 is not increased to a temperature at which the stored NOx can be reduced, the active DeNOx control is not performed.

  Note that the temperature of the NOx catalyst 41 is estimated based on, for example, a temperature detected by a temperature sensor provided immediately upstream of the NOx catalyst 41. The temperature of the SCR catalyst 46 is estimated based on, for example, a temperature detected by a temperature sensor provided immediately upstream of the SCR catalyst 46. The NOx occlusion amount is estimated by, for example, integrating the NOx amount in the exhaust estimated based on the operating state of the engine body 1, the exhaust flow rate, the temperature, and the like.

(2-3) DPF regeneration control In this embodiment, the PM filter regeneration control unit 203 removes the PM collected by the DPF 44 and regenerates the purification ability of the DPF 44. (Playback control) is performed.

  In the DPF regeneration control, the oxidation catalyst 42 becomes a predetermined temperature so that the oxidation reaction is possible, and the regeneration amount in which the amount of PM trapped in the DPF 44 (hereinafter simply referred to as PM deposition amount) is set in advance is started. It starts when the accumulated amount is exceeded. The amount of accumulated PM is calculated from, for example, the differential pressure across the DPF 44 (difference between the pressure upstream and downstream of the DPF 44) calculated from pressure sensors provided on the upstream and downstream sides of the DPF 44. The Further, the regeneration start accumulation amount is set to a value that is a predetermined amount smaller than the maximum amount of PM accumulation that the DPF 44 can collect.

  As described above, the PM collected in the DPF 44 can be burned and removed at a high temperature. In contrast, if the oxidation catalyst 42 included in the first catalyst 43 provided on the upstream side of the DPF 44 is subjected to an oxidation reaction of HC or the like, that is, unburned fuel, the temperature of the exhaust gas flowing into the DPF 44 and thus the temperature of the DPF 44 is increased. be able to. Furthermore, the temperature of the DPF 44 can be increased by oxidizing the unburned fuel in the oxidation catalyst layer 44 d of the DPF 44.

  Therefore, in the present embodiment, as DPF regeneration control, post-injection is performed while the air-fuel ratio of the air-fuel mixture is leaner than the stoichiometric air-fuel ratio, and air and unburned fuel are allowed to flow into the oxidation catalyst 42 to convert them into the oxidation catalyst. Control to oxidize at 42 is performed. Specifically, in the DPF regeneration control, the post-injected fuel is not burned in the combustion chamber 6 (the second half of the expansion stroke, for example, 100 ° CA to 120 ° CA after compression top dead center). Inject. For example, in the DPF regeneration control, the excess air ratio λ of the air-fuel mixture and the exhaust is set to about λ = 1.2 to 1.4.

  In the DPF regeneration control, the first EGR valve 57 and the second EGR valve 60 are fully closed in order to prevent unburned fuel from flowing into the EGR passage 56 and the EGR cooler 58 and closing them. Further, in the DPF regeneration control, energization to the glow plug 11 is stopped because there is no need to burn the post injection.

(2-4) DeSOx Control DeSOx, which is performed by the NOx catalyst regeneration control unit 202, is control for reducing and removing SOx occluded in the NOx catalyst 41 (a sulfur component, hereinafter referred to as occluded SOx as appropriate). The control (NOx catalyst regeneration control) will be described next.

  As described above, in the NOx catalyst 41, the stored SOx is reduced in a state where the air-fuel ratio of the exhaust is in the vicinity of the stoichiometric air-fuel ratio (λ≈1) or in a rich state where the air-fuel ratio is smaller than the stoichiometric air-fuel ratio (λ <1). . Accordingly, in DeSOx control, in addition to the main injection, the air-fuel ratio of the air-fuel mixture is in the vicinity of the stoichiometric air-fuel ratio (λ≈1) or in a rich state smaller than the stoichiometric air-fuel ratio (λ <1). Perform post-injection.

  However, since SOx has a stronger binding force than NOx, in order to reduce the stored SOx, the temperature of the NOx catalyst 41 and thus the temperature of the exhaust gas passing through the NOx catalyst 41 are made higher than that at the time of DeNOx control (about 600 ° C.). There is a need to. On the other hand, as described above, if the unburned fuel is oxidized in the oxidation catalyst 42, the temperature of the exhaust gas passing through the first catalyst 43 and thus the NOx catalyst 41 can be increased.

  Therefore, in the present embodiment, post-injection is performed as DeSOx control in the same manner as DeNOx control so that the air-fuel ratio of the exhaust gas is made richer than that in normal operation and is made close to or smaller than the theoretical air-fuel ratio (hereinafter simply referred to as appropriate). A rich step (to make it rich), and post-injection while making the air-fuel ratio of the exhaust gas leaner than the stoichiometric air-fuel ratio (hereinafter simply referred to as “lean” as appropriate) A rich lean cycle including a lean step of supplying and oxidizing these with the oxidation catalyst 42 is performed a plurality of times.

  In the rich step, as with the active DeNOx control, the post-injected fuel is combusted in the combustion chamber 6 (the first half of the expansion stroke, for example, 30 to 70 ° CA after compression top dead center). To implement.

  In the rich step, the excess air ratio λ of the mixture and exhaust is set to about 1.0, and the air-fuel ratio of the mixture and exhaust is made close to the theoretical air-fuel ratio. Specifically, the excess air ratio λ in the rich step is set to the smallest initial excess air ratio λ0 in the first rich lean cycle, and after the excess air ratio λ increases stepwise in the subsequent rich lean cycle. Finally, the final excess air ratio λE is kept constant. For example, when the initial excess air ratio λ0 is set to 0.93 and the final excess air ratio λE is set to 0.96, and two rich lean cycles are set between them, Λ1 is set to 0.94 and λ2 is set to 0.95 so as to increase stepwise from the initial excess air ratio λ0 to the final excess air ratio λE.

  Further, in the rich step, as in the active DeNOx control, the first EGR valve 57 is fully closed while the second EGR valve 57 is fully closed in order to increase the stability of combustion while suppressing soot associated with the combustion of post-injected fuel. 60 is opened and the opening of the second EGR valve 60 is made smaller than that during normal operation. In addition, the PCM 200 (NOx catalyst regeneration control unit 202) sets the intake air amount of the throttle valve 23, the exhaust side bypass valve 49, and the waste gate valve 54 so that the air-fuel ratio of the air-fuel mixture becomes lower than that during normal operation. Also control to decrease.

  On the other hand, in the lean step, post-injection is performed at a timing at which post-injected fuel does not burn in the combustion chamber 6 (second half of the expansion stroke, for example, 100 ° CA to 120 ° CA after compression top dead center). . Then, the air / fuel ratio of the mixture and exhaust is set to 1 or more so that the air / fuel ratio of the mixture and exhaust becomes leaner than the stoichiometric air / fuel ratio. For example, in the lean step, the excess air ratio λ of the air-fuel mixture and exhaust is set to about λ = 1.2 to 1.4. In the lean step, the first EGR valve 57 and the second EGR valve 60 are fully closed in order to prevent the EGR cooler and the like from being blocked by deposits caused by unburned fuel.

  Thus, in DeSOx control, it is necessary to make the air-fuel ratio of the air-fuel mixture in the combustion chamber 6 lean. Therefore, it is difficult to perform DeSOx control in the second region R2 where the engine load is high and the air-fuel ratio of the air-fuel mixture cannot be made sufficiently lean. On the other hand, as described above, the control for burning the post-injection is preferably performed in the first region R1. Therefore, in the present embodiment, DeSOx control is performed only when the engine body 1 is operating in the first region (specific operation region) R1.

  Note that the PCM 200 calculates the fuel injection amount corresponding to the required torque calculated from the accelerator opening and the like as the main injection amount. Next, the PCM 200 detects the oxygen concentration of the exhaust detected by the exhaust O2 sensor SN4 provided on the upstream side of the first catalyst 43 (NOx catalyst 41), the intake air amount detected by the airflow sensor SN2, the combustion chamber The oxygen concentration in the combustion chamber 6 (the oxygen concentration before combustion) is estimated based on the amount of EGR gas introduced into the combustion chamber 6. Then, a basic value of the post-injection amount is calculated based on the estimated oxygen concentration in the combustion chamber 6, that is, the oxygen concentration of the intake air. The amount of EGR gas is estimated from the operating state of the engine, the differential pressure across the EGR valves 57 and 60, and the like. Next, the PCM 200 performs feedback correction on the basic post-injection amount based on the oxygen concentration of the exhaust detected by the exhaust O2 sensor SN4, the amount of main injection, and the like. That is, the PCM 200 feedback-controls the post-injection amount so that the air-fuel ratio of the exhaust corresponding to the detected oxygen concentration of the exhaust becomes the target air-fuel ratio, thereby setting the air-fuel ratio of the exhaust to an appropriate value. Thus, in this embodiment, the excess air ratio λ of the exhaust gas is changed by changing the injection amount of the post injection.

  Here, as described above, if the air-fuel ratio of the air-fuel mixture in the combustion chamber 6 is leaner than the stoichiometric air-fuel ratio and the post-injection is performed without burning the fuel, PM can be removed by combustion. The PM can be removed by combustion during the lean step. In this embodiment, the air-fuel ratio of the air-fuel mixture in the lean step is the same value as the air-fuel ratio in the DPF regeneration control as described above so that PM can be removed by combustion when the lean step is performed. (Excess air ratio λ is set to λ = 1.2 to 1.4).

(2-5) Urea Water Injection Control Next, the injection control of the urea injector 45 will be described. Hereinafter, the amount of urea injected from the urea injector 45 is referred to as a urea injection amount as appropriate. As described above, the injection control of the urea injector 45 is performed by the DCU 300 while obtaining information from the PCM 200.

For NOx reduction, that is, DeNOx control or DeSOx control, NH ₃ is released from the NOx catalyst 41 and introduced into the SCR catalyst 46. Therefore, if the urea injection amount at the time of performing DeNOx control or DeSOx control is set to the same amount as the urea injection amount when these controls are not performed, the amount of NH ₃ supplied to the SCR catalyst 46 becomes excessive, There is a possibility that NH ₃ slips downstream from the SCR catalyst 46. Therefore, when the DeNOx control is performed and when the DeSOx control is performed, the urea injection amount is made smaller than when these controls are not performed.

However, the urea injection amount with DeNOx control and with DeSOx control is supplied to the SCR catalyst 46 only by controlling the urea injection amount to a predetermined amount smaller than when not performing these controls regardless of the operating conditions. It has been found that the amount of NH ₃ becomes excessive or insufficient, and a lot of NH ₃ passes through the downstream side of the SCR catalyst 46, or NOx may not be properly purified in the SCR catalyst 46. Therefore, in this embodiment, the amount of NH ₃ released from the NOx catalyst 41 is estimated by the DCU 300 with DeNOx control and DeSOx control, and the urea injection amount decreases as the estimated NH ₃ amount increases. The injector 45 is controlled.

Hereinafter, an estimation procedure of the amount of NH ₃ released from the NOx catalyst 41 will be described.

  In the present embodiment, the DCU 300 is functionally provided with a first estimation unit 301 and a second estimation unit 302.

When the DeNOx control and the DeSOx control are performed, the first estimation unit 301 generates NH ₃ (hereinafter referred to as a first NH as appropriate) generated by combining NOx occluded in the NOx catalyst 41 with H as a reducing agent. ₃ )).

The second estimating unit 302 combines NOx (hereinafter, appropriately referred to as RawNOx) generated by the engine body 1 and flowing into the NOx catalyst 41 with H as a reducing agent at the NOx catalyst 41 during DeNOx control and DeSOx control. NH ₃ generated by (hereinafter referred to as the called 2NH ₃₎ to estimate the amount of.

The first estimation unit 301 first estimates the current NOx occlusion amount of the NOx catalyst 41. Next, the first estimation unit 301 multiplies the estimated value of the NOx occlusion amount by the first temperature coefficient β1, the first flow coefficient β2, the first A / F coefficient β3, and the first thermal deterioration coefficient β4. Then, the amount of the first NH ₃ is calculated.

The first temperature coefficient β1 is set according to the temperature of the NOx catalyst 41. Specifically, the temperature coefficient β1 is set to a smaller value as the temperature of the NOx catalyst 41 is higher. That has been found that the reaction of NOx which towards the temperature of the NOx catalyst 41 is high is stored in the NOx catalyst 41 is converted into HN ₃ is promoted, towards the temperature of the NOx catalyst 41 is high the 1N H ₃ The first temperature coefficient β1 is set so that the amount is calculated to be large.

The first flow coefficient β2 is set according to the exhaust flow rate. Specifically, the first flow coefficient β2 is increased as the exhaust flow rate increases. That is, as the exhaust gas flow rate increases, the amount of reducing material flowing into the NOx catalyst 41 increases and the amount of HN ₃ released from the NOx catalyst 41 increases. Accordingly, the higher the exhaust gas flow rate, the higher the first NH _3. The first flow coefficient β2 is set so that the amount is calculated to be large.

The first A / F coefficient β3 is set according to the air-fuel ratio (A / F) of the exhaust gas. Specifically, the A / F coefficient β3 is set to a larger value as the air-fuel ratio of the exhaust gas is smaller (rich). That is, as the air-fuel ratio of the exhaust gas is richer, the amount of reducing material flowing into the NOx catalyst 41 increases and the amount of NH ₃ released from the NOx catalyst 41 increases. The first A / F coefficient β3 is set so that the first NH ₃ amount is calculated to be larger.

The first thermal deterioration coefficient β4 is a coefficient set according to the degree of deterioration of the NOx catalyst 41. The PCM 200 estimates the degree of deterioration of the NOx catalyst 41 based on the running time of the vehicle, the number of executions of DeNOx control, and the like, and the thermal deterioration coefficient β4 increases as the estimated degree of deterioration increases (deterioration progresses). And so on). That is, it is known that the higher the degree of deterioration of the NOx catalyst 41, the more the reaction of converting NOx occluded in the NOx catalyst 41 into NH ₃ is promoted. The thermal deterioration coefficient β4 is set so that the first NH ₃ amount is greatly calculated.

The second estimation unit 302 first estimates the amount (flow rate) of RawNOx discharged from the engine body 1. In the present embodiment, the RawNOx flow rate is estimated from the exhaust flow rate, the excess air ratio λ of the air-fuel mixture, and the like. Next, the second estimation unit 302 calculates the amount of second NH _{3 by} multiplying the estimated value of the occluded NOx amount by the second flow coefficient β22 and the second A / F coefficient β23, respectively.

  The second flow coefficient β22 is set according to the exhaust flow rate. Specifically, the second flow coefficient β22 is set to a larger value as the exhaust flow rate is larger, like the first flow coefficient β2. However, unlike NOx stored in the NOx catalyst 41, the influence of the temperature of the NOx catalyst 41 on RawNOx is equivalent when the temperature of the NOx catalyst 41 becomes equal to or higher than the predetermined temperature, and the second flow coefficient β22 is equal to the NOx catalyst 41. When the temperature is equal to or higher than a predetermined temperature, it is a constant value.

  The second A / F coefficient β23 is set according to the air-fuel ratio (A / F) of the exhaust gas. Specifically, the second A / F coefficient β23 is set to a larger value as the air-fuel ratio of the exhaust gas is smaller (rich), like the second A / F coefficient β3. However, unlike the NOx stored in the NOx catalyst 41, the influence of the air-fuel ratio of the exhaust gas on the RawNOx is equivalent when the air-fuel ratio of the exhaust gas becomes a predetermined value or less, and the second A / F coefficient β23 is When the air-fuel ratio is greater than or equal to a predetermined value, it is a constant value.

In this manner, in the present embodiment, the amount and the amount of the 2NH ₃ of the 1N H ₃ is estimated.
Then, DCU300 is the combined amount of the amount and quantity of the 2NH ₃ of the 1N H _3, D
It is calculated as NH ₃ released from the NOx catalyst 41 during eNOx control and DeSOx control.

The DCU 300 estimates the amount of NH ₃ released from the NOx catalyst 41 during DeNOx control and with DeSOx control, and subtracts this from the urea injection amount when these controls are not performed, and finally calculates the value. The urea injector 45 is controlled as a proper urea injection amount.

(2-6) Flow of Control Next, the flow of active DeNOx control, DPF regeneration control, and DeSOx control will be described using the flowchart of FIG.

  In step S1, the PCM 200 determines whether or not the DPF regeneration permission flag is 1. If this judgment is NO, it will progress to Step S20, PCM200 will complete processing after implementing normal control (it returns to Step S1). On the other hand, if determination of step S1 is YES, it will progress to step S2. The DPF regeneration permission flag is a flag that becomes 1 when the regeneration of the DPF 44 is permitted and becomes 0 when the regeneration of the DPF is prohibited. In the present embodiment, the DPF regeneration permission flag is set to 1 when the PM deposition amount of the DPF 44 is equal to or greater than the regeneration start deposition amount, and is set to 0 when the PM deposition amount is equal to or less than the regeneration end deposition amount. The regeneration-completed accumulation amount is a PM accumulation amount that has been reduced to such an extent that it is no longer necessary to remove PM from the DPF 44, and is set to a value near 0, for example.

  In step S2, PCM 200 determines whether engine body 1 is operating in first region R1. If this judgment is NO, it will progress to Step S20, PCM200 will complete processing after implementing normal control (it returns to Step S1). On the other hand, if determination of step S2 is YES, it will progress to step S3.

  In step S3, the PCM 200 (NOx catalyst rich purge control unit 201) performs active DeNOx control.

  After step S3, the process proceeds to step S4. In step S4, the PCM 200 (NOx catalyst rich purge control unit 201) determines whether or not the occlusion NOx amount is equal to or less than a preset DeNOx end determination amount, that is, the occlusion NOx amount becomes DeNOx as the active DeNOx control is performed. It is determined whether or not the amount has fallen below the end determination amount. If this determination is NO, the process returns to step S2. On the other hand, if this determination is YES, the process proceeds to step S5. That is, the PCM 200 (NOx catalyst rich purge control unit 201) continues the active DeNOx control until the occluded NOx amount is equal to or less than the DeNOx end determination amount and the determination in step S4 is YES. The DeNOx end determination amount is set to a value near 0, for example.

During the DeNOx control, the DCU 300 estimates the amount of NH ₃ released from the NOx catalyst 41 and controls the urea injector 45 so that the urea injection amount decreases as the estimated amount increases.

  When the determination in step S4 is YES, the PCM 200 (NOx catalyst rich purge control unit 201) proceeds to step S5. In step S5, the PCM 200 stops active DeNOx control and performs (starts) DPF regeneration control. After step S5, the process proceeds to step S6.

  In step S6, the PCM 200 (PM filter regeneration control unit 203) determines whether or not the PM accumulation amount is equal to or less than a preset DeSOx start accumulation amount (reference amount). If this determination is NO, the PCM 200 (PM filter regeneration control unit 203) returns to step S5. That is, the PCM 200 (PM filter regeneration control unit 203) continues the DPF regeneration control until the PM accumulation amount decreases below the DeSOx start accumulation amount. The DeSOx start deposition amount is set to 10% or more and 20% or less of the regeneration start deposition amount, and is set to 10% of the regeneration start deposition amount in this embodiment.

  Then, when the PM accumulation amount decreases below the DeSOx start accumulation amount and the determination in step S6 becomes YES, the PCM 200 proceeds to step S7. In step S7, the PCM 200 determines whether or not the engine body 1 is operated in the first region R1. If this judgment is NO, it will progress to Step S20, PCM200 will complete processing after implementing normal control (it returns to Step S1).

  On the other hand, if determination of step S7 is YES, it will progress to step S100 and PCM200 (NOx catalyst regeneration control part 202) will start DeSOx control. That is, when the PM accumulation amount falls below the DeSOx start accumulation amount, the control is switched to DeSOx control, so that the NOx catalyst 41 is suitable for regenerating the DPF 44, that is, leaner than the stoichiometric air-fuel ratio and at a high temperature. Exposure to water is suppressed.

  Here, the inventor of the present application has found that when the NOx catalyst 41 is exposed for a long time under the DPF regeneration condition, it is difficult to desorb the stored SOx even by DeSOx control. The reason why it is difficult to desorb the occluded SOx even by DeSOx control is considered to be as follows. As schematically shown in FIG. 7, the storage SOx is stored on the NOx catalyst 41, for example, in the storage agent 41b. As shown in FIG. 7A, when the NOx catalyst 41 is exposed to the DPF regeneration condition, the storage agent 41b tends to aggregate.

  Further, when the NOx catalyst 41 is exposed to a higher temperature or a longer time under the DPF regeneration conditions, the aggregation of the storage agent 41b is further promoted as shown in FIG. 7B, and the storage SOx hardly reacts with the catalyst metal 41a. turn into. Since regeneration of the DPF 44 generally requires a long time, the NOx catalyst 41 is easily exposed to the DPF regeneration condition for a long time. As a result, the occluded SOx is difficult to desorb from the NOx catalyst 41 even by DeSOx control.

  On the other hand, in the present embodiment, as described above, when the PM deposition amount falls below the DeSOx start deposition amount, DeSOx control is started, so the NOx catalyst 41 may be exposed to the DPF regeneration condition for a long time. It is suppressed. As a result, the aggregation of the storage agent 41b in the NOx catalyst 41 is suppressed, so that the SOx can be easily desorbed from the NOx catalyst 41 by the subsequent DeSOx control.

  With reference to FIG. 8, DeSOx control according to step S100 will be described. In step S101, the PCM 200 (NOx catalyst regeneration control unit 202) determines whether or not the DeSOx cycle number n is one. Here, the DeSOx cycle number n indicates how many times the rich lean cycle to be executed next is executed in DeSOx control. That is, if the DeSOx cycle number n is 1, it means that the DPF regeneration control is switched to the DeSOx control and it is the first rich lean cycle.

  If the determination in step S101 is YES, that is, the first rich lean cycle, the PCM 200 (NOx catalyst regeneration control unit 202) proceeds to step S103, and sets the excess air ratio λ of the rich step to the initial excess air ratio λ0. In this embodiment, the initial excess air ratio λ0 is set to 0.93, which is the smallest value in all the rich lean cycles.

  If the determination in step S101 is NO, the PCM 200 (NOx catalyst regeneration control unit 202) proceeds to step S102 and determines whether the DeSOx cycle number n is less than the predetermined cycle number n0. Here, the predetermined number of cycles n0 means the number of cycles in which the excess air ratio λ in the rich step is set to a value smaller than the final excess air ratio λE.

  If the determination in step S102 is YES, the excess air ratio λ in the rich step is increased from the excess air ratio λ in the rich step of the previous rich lean cycle. If the determination in step S102 is NO, the excess air ratio λ in the rich step is set to the final excess air ratio λE.

  In the present embodiment, the predetermined number of cycles n0 is set to 3. That is, in DeSOx control, the excess air ratio λ in the rich step increases stepwise until the third rich-lean cycle, and is maintained constant at the final excess air ratio λE after the fourth time. For example, the excess air ratio λ in the rich step is initially set to 0.93, which is the smallest value, and then gradually increases to 0.94 and 0.95 as the number of rich lean cycles increases. It is kept constant at 0.95 after the fourth time.

  After steps S103 to S105, the process proceeds to step S106. In step S106, a rich step is performed for a predetermined time, and then the process proceeds to step S107. In step S107, a lean step is performed for a predetermined time, and then the process proceeds to step S108. In step S108, the DeSOx cycle number n is counted up to n + 1, that is, the DeSOx cycle number is increased by one.

After step S108, the process proceeds to step S8. As described above, in the DeSOx control, a plurality of rich lean cycles including a rich step and a lean step are performed, the stored SOx is desorbed in the rich step, and the temperature of the NOx catalyst is maintained high in the lean step. PM is burned and removed from the DPF 44. That is, the storage SOx decreases in the rich step, and PM decreases in the lean step.

Further, during the execution of the DeSOx control, the DCU 300 estimates the amount of NH ₃ released from the NOx catalyst 41, and controls the urea injector 45 so that the urea injection amount decreases as the estimated amount increases.

Here, in the present embodiment, during the DeSOx control, the air excess ratio λ of the rich step in the first rich lean cycle is set to the smallest initial air excess ratio λ0. As a result, the NOx catalyst 41 has a large amount of reducing agent. Since it is supplied, the amount of NH ₃ released from the NOx catalyst 41 tends to increase. In the subsequent rich lean cycle, the excess air ratio λ of the rich step increases stepwise, so the amount of NH 3 released from the NOx catalyst 41 decreases stepwise. Therefore, the DCU 300 controls the urea injector 45 so that the urea injection amount decreases as the excess air ratio λ in the rich step decreases.

  In step S9, it is determined whether the PM accumulation amount is equal to or less than a preset regeneration end accumulation amount. If this determination is NO, the PCM 200 (NOx catalyst regeneration control unit 202) returns to step S7. That is, the PCM 200 (NOx catalyst regeneration control unit 202) continues the DeSOx control until the PM accumulation amount falls below the regeneration completion accumulation amount, that is, repeats the rich lean cycle. On the other hand, if this determination is YES, the PCM 200 (NOx catalyst regeneration control unit 202) proceeds to step S20, and the PCM 200 ends the processing after performing normal control.

  FIG. 9 is a diagram schematically showing a time change of each parameter when the control is performed.

  When the DPF regeneration permission flag changes from 0 to 1 at time t1, active DeNOx control is performed. Specifically, the air-fuel ratio of the exhaust is made richer than the stoichiometric air-fuel ratio, and post injection is performed. At this time, the injection timing of the post injection is relatively advanced (first half of the expansion stroke) so that the post-injected fuel burns in the combustion chamber 6. Further, the first EGR valve 57 is fully closed, and the opening degree of the second EGR valve 60 is smaller than that at the time of normal operation, that is, just before the time t1 (to the closing side), but it is to the opening side rather than the full closing. Is done.

  With the execution of the active DeNOx control, the NOx occlusion amount gradually decreases after time t1. Further, as the post-injected fuel burns in the combustion chamber 6 and the temperature of the exhaust gas increases, the temperature of the DPF 44 gradually increases after time t1. Although not shown, the temperature of the oxidation catalyst 42 gradually increases.

Furthermore, although illustration is omitted, the urea injector 45 is arranged so that NH ₃ is released from the NOx catalyst 41 by the execution of the DeNOx control, and the urea injection amount becomes smaller than that when the DeNOx control is not executed. Be controlled.

When the occlusion NOx amount becomes equal to or less than the DeNOx end determination amount at time t2, the active DeN
Ox control is stopped, and then DPF regeneration control is started (PM filter regeneration step).

  Specifically, at time t2, the air-fuel ratio of the exhaust gas is switched to leaner than the stoichiometric air-fuel ratio. Further, post injection is performed after time t2, but the injection timing of this post injection is set to the retarded side timing (the second half of the expansion stroke), and the post-injected fuel is exhausted without being burned in the combustion chamber 6. It is discharged into the passage 40. In addition to the first EGR valve 57, the second EGR valve 60 is fully closed.

  By this control, the temperature of the exhaust gas rises due to the oxidation reaction in the oxidation catalyst 42 and the oxidation catalyst layer 44d, thereby further increasing the temperature of the DPF 44.

  In the illustrated example, the temperature of the DPF 44 has not yet reached a temperature at which PM can be combusted at time t2, and the PM deposition amount starts to decrease by reaching this temperature at time t3. Further, in the illustrated example, when the temperature of the DPF 44 reaches a temperature at which PM can be combusted, the post injection amount is reduced.

  When the PM deposition amount falls below the DeSOx start deposition amount at time t4, that is, when the regeneration start deposition amount falls by 10%, DeSOx control is started (NOx catalyst regeneration step). Specifically, the rich step is first performed at time t4, and post-injection in which the injection timing is relatively advanced and set so that the injected fuel burns in the combustion chamber 6 is performed. In addition, the air-fuel ratio of the exhaust is made richer than the stoichiometric air-fuel ratio. Further, the second EGR valve 60 is opened. However, as in the active DeNOx control, the opening degree of the second EGR valve 60 is made smaller (closed side) than the opening degree at the time of normal operation, that is, the opening degree just before the time t1, even in the rich step. In the present embodiment, the opening degree of the second EGR valve 60 is substantially the same during the rich step and during the active DeNOx control. The first EGR valve 57 is kept fully closed.

  Next, a lean step is performed at time t5, post injection is performed in which the injection timing is relatively retarded and set so that the injected fuel does not burn in the combustion chamber 6, and The air-fuel ratio of the exhaust is made leaner than the stoichiometric air-fuel ratio. Further, the second EGR valve 60 is fully closed again. Also at this time, the first EGR valve 57 is kept fully closed.

  Then, the rich step and the lean step are repeated, whereby the amount of occluded SOx decreases after time t4. Specifically, the amount of occluded SOx decreases as the rich step is performed. In addition, the amount of PM deposition also decreases as a result of the lean step.

  At this time, in the first rich-lean cycle, the post injection amount is increased so that the excess air ratio λ in the rich step is minimized. In the subsequent rich lean cycle, the excess air ratio λ in the rich step is increased stepwise, and the final excess air ratio λE is set constant in the fourth and subsequent rich lean cycles, which is the predetermined number of cycles n0. As described above, the excess air ratio λ in the rich step is changed by adjusting the post injection amount, and the post injection amount gradually decreases from the first rich lean cycle to the fourth rich lean cycle. From the fourth time onward, the amount is maintained at a constant level.

Although illustration is omitted, the urea injector 45 is arranged so that NH ₃ is released from the NOx catalyst 41 by performing DeSOx control, and the urea injection amount becomes smaller than that in the case where DeSOx control is not performed. Be controlled.

Here, in the present embodiment, during the DeSOx control, the air excess ratio λ of the rich step in the first rich lean cycle is set to the smallest initial air excess ratio λ0. As a result, the NOx catalyst 41 has a large amount of reducing agent. Since it is supplied, the amount of NH ₃ released from the NOx catalyst 41 tends to increase. In the subsequent rich lean cycle, the excess air ratio λ of the rich step increases stepwise, so the amount of NH ₃ released from the NOx catalyst 41 decreases stepwise. Therefore, the amount of NH ₃ released from the NOx catalyst 41 decreases step by step as the rich lean cycle number advances, so the urea injection amount by the urea injector 45 increases stepwise.

  At time t6, the SOx occlusion amount decreases to an amount that no longer requires DeSOx control (for example, near zero), but the PM accumulation amount is still larger than the regeneration completion accumulation amount, so DeSOx control is continued.

  Thereafter, the DeSOx control is terminated and the control is switched to the normal control as the PM accumulation amount decreases below the regeneration completion accumulation amount at time t7. Specifically, the post injection amount is set to 0 and the post injection is stopped. Further, the first EGR valve 57 is opened, and the opening degree of the second EGR valve 60 is made larger (open side) than during the DeNOx control and the rich step of the DeSOx control. Further, the DPF regeneration flag is set to 0.

  In this embodiment, in the DeSOx control, the stored SOx is reduced from the NOx catalyst in the rich step, and PM is burned and removed from the DPF 44 in the lean step. In this case, the PM accumulation amount is reduced to the regeneration completion accumulation amount. The capacities of the NOx catalyst 41 and the DPF 44 are appropriately set so that the S poisoning is eliminated. Further, the NOx catalyst 41 detects the amount of NOx slipped from the NOx catalyst 41 by a NOx sensor provided on the upstream side of the SCR catalyst 46. Based on the amount of NOx slipped, the NOx catalyst 41 is subjected to S poisoning. Whether or not the NOx occlusion amount has decreased to a problem state is configured to be indirectly detectable.

(3) Operation and the like As described above, in the present embodiment, the initial excess air ratio λ0 is set to the smallest excess air ratio λ of the rich step in the first rich lean cycle. Here, the amount of SOx desorbed from the NOx catalyst 41 by DeSOx control can be expected to increase as the amount of SOx adsorbed on the NOx catalyst 41 increases. Further, in the DeSOx control, by setting the excess air ratio λ of the rich step to a richer side, the unburned fuel and the reducing agent such as carbon monoxide supplied to the NOx catalyst 41 increase. A large amount of SOx desorbed from 41 can be expected.

  That is, at the start of the DeSOx control in which the SOx stored in the NOx catalyst 41 is the largest and therefore the amount of SOx desorption is expected to be large, the rich step excess air ratio λ is set to the smallest initial excess air ratio λ0. Thus, the amount of SOx desorbed from the NOx catalyst 41 can be increased efficiently.

  Further, by increasing the rich step excess air ratio λ stepwise, the rich step excess air ratio λ in DeSOx control is not set to be smaller over a long period of time. The increase in smoke is suppressed.

  Further, since the excess air ratio λ of the rich step is maintained constant at the final excess air ratio λE after the predetermined number of cycles n0, the initial stage of DeSOx control in which the amount of SOx deposited on the NOx catalyst 41 is relatively large. In this case, by setting the excess air ratio of the rich step smaller, the desorption of SOx from the NOx catalyst 41 is promoted. On the other hand, after the initial stage of DeSOx control, the amount of SOx deposited is relatively reduced. Therefore, by increasing the excess air ratio λ of the rich step to a final excess air ratio λE that is larger than the initial stage, smoke increases. Is suppressed. That is, the increase in smoke is suppressed while SOx is efficiently desorbed from the NOx catalyst 41.

In the DeSOx control, the urea injector 45 is controlled such that the urea injection amount decreases as the excess air ratio λ of the rich step decreases, that is, as the amount of NH ₃ released from the NOx catalyst 41 increases. It is suppressed that NH ₃ is excessively supplied to the catalyst 46 and slips through the slip catalyst 47.

  Since the DeSOx control is started when the PM deposition amount is reduced below the DeSOx start deposition amount, that is, at a relatively early timing after the start of the DPF regeneration control, the time during which the NOx catalyst 41 is exposed to the DPF regeneration conditions is limited. The As a result, the aggregation of the storage agent 41b in the NOx catalyst 41 is suppressed, so that it is suppressed that SOx hardly reacts with the catalyst metal 41a. Therefore, in the NOx catalyst regeneration control, the stored SOx can be easily desorbed from the NOx catalyst 41, and the NOx catalyst 41 can be efficiently recovered from S poisoning.

  Furthermore, since the DeSOx control is performed after the PM accumulated in the DPF 44 is removed to some extent, an excessive increase in the temperature of the DPF 44 in the DeSOx control is suppressed.

  This is because the unburned fuel tends to adhere to the DPF 44 in the rich state in the NOx catalyst regeneration control, and the temperature of the DPF 44 tends to rise due to the unburned fuel reacting with oxygen supplied in the lean state. At this time, if a large amount of PM is accumulated in the DPF 44, the combustion of the PM is promoted in a chain as the temperature of the DPF 44 rises, which may cause the temperature of the DPF 44 to rise excessively. However, according to the present invention, since the DeSOx control is performed after the PM accumulation amount in the DPF 44 is reduced to some extent, the temperature of the DPPF 44 is prevented from excessively rising due to the DeSOx control.

  Further, during the active DeNOx control, the post-injected fuel is combusted in the combustion chamber 6, and the DPF regeneration control is continuously performed after the active DeNOx control.

  Therefore, the temperature of the exhaust gas can be increased during the active DeNOx control, thereby activating the oxidation catalyst 42 and the temperature of the DPF 44, and the PM trapped in the DPF 44 during the subsequent DPF regeneration control can be increased. It can be burned from an early timing. Therefore, compared with the case where the active DeNOx control and the DPF regeneration control are performed at different timings, the time from the start of the DPF regeneration control until the temperature of the DPF 44 reaches the temperature at which PM burns can be shortened. In addition, the amount of unburned fuel that must be supplied to the oxidation catalyst 42 for this temperature rise can be suppressed to a low level, thereby improving fuel efficiency.

  Furthermore, even if the temperature of the NOx catalyst 41 increases due to the execution of the DPF regeneration control because the NOx stored in the NOx catalyst 41 is reduced before the execution of the DPF regeneration control, the NOx catalyst is increased along with this temperature rise. Since a large amount of NOx can be prevented from being released from 41, the exhaust performance can be improved.

  In the present embodiment, the post-injected fuel at the time of active DeNOx control is configured to burn in the combustion chamber 6, so that the post-injection is retarded so that the fuel does not burn in the combustion chamber 6. Compared with the case where it is carried out at the timing of the above, the amount of post-injected fuel leaking from the combustion chamber 6 to the crankcase side and entering the engine oil can be reduced, and the exhaust caused by deposits caused by unburned fuel can be reduced. It is possible to prevent the various devices provided in the passage from being blocked.

  In this embodiment, after the DPF regeneration control is started, the DeSOx control including the lean step is started when the PM deposition amount is reduced below the DeSOx start deposition amount. Therefore, by implementing DeSOx control, the PM of the DPF 44 can be combusted and removed while reducing and removing the SOx stored in the NOx catalyst, and the purification performance of the NOx catalyst 41 and the DPF 44 is efficiently returned to a high state. be able to. In other words, compared with the case where DPF regeneration control and DeSOx control are performed individually, the time required for regeneration control of the DPF 44 can be shortened, and the amount of fuel required for PM combustion of the DPF 44 can be reduced to reduce fuel consumption. Can be further increased.

  In the present embodiment, when the rich step of the DeSOx control is performed, the opening degree of the EGR valves 57 and 60 is set to a closing side opening degree than the normal operation (that is, when the DeSOx control is not performed). In addition to the control, in the DPF regeneration control, the EGR valve 60 is controlled to be fully closed (that is, the opening on the closing side further than when the DeSOx control is performed).

  Therefore, when performing DPF regeneration control, it is possible to prevent various devices provided in the exhaust passage 40 such as the EGR cooler 58 from being blocked by deposits resulting from unburned fuel discharged to the exhaust passage 40, and to perform DeSOx control. When the rich step is performed, the amount of soot produced by the combustion of the post-injected fuel can be reduced while improving the combustion stability of the post-injected fuel.

  Similarly, in the present embodiment, when the active DeNOx control is performed, the opening degrees of the EGR valves 57 and 60 are set to the opening side closer to the closing side than during normal operation (that is, when the active DeNOx control is not performed). I have control. Therefore, at the time of performing DeNOx control, the amount of soot generated by the combustion of the post-injected fuel can be suppressed while increasing the combustion stability of the post-injected fuel.

  In this embodiment, since the DeSOx control is performed every time the DPF regeneration control is performed, it is easy to maintain the SOx accumulation amount in a small state, and SOx is prevented from being taken in due to aggregation, so that a high NOx purification efficiency is achieved. It can be secured.

(4) Modifications In addition to the above embodiment, the rich air excess ratio λ of the rich step in the DeSOx control may be adjusted based on the adsorption amount of NH ₃ in the SCR catalyst 46. Specifically, when the amount of NH ₃ adsorbed on the SCR catalyst 46 is large, the excess air ratio λ in the rich step during DeSOx control is reduced so as to suppress the amount of NH ₃ released from the NOx catalyst 41. You may suppress the degree to do.

That is, as shown in FIG. 10, as the amount of NH ₃ adsorbed on the SCR catalyst 46 increases, the degree of reduction of the excess air ratio λ in the rich step during DeSOx control may be suppressed. The final excess air ratio λE may be kept constant. Thus, SOx can be desorbed while suppressing the amount of NH ₃ released from the NOx catalyst 41 in the rich step, and PM can be burned and removed from the DPF regeneration 44 in the lean step.

Here, the adsorption amount of NH _{3 in} the SCR catalyst 46 is obtained by adding the NOx release amount released from the NOx catalyst 41 calculated by the above-described estimation to the urea injection amount supplied to the SCR catalyst 46 by the injector 45. From this, the consumption amount of NH ₃ in the SCR catalyst 46 may be reduced. The consumption amount of NH _{3 in} the SCR catalyst 46 is calculated based on the NOx purification amount in the SCR catalyst 46 based on a pair of NOx sensors provided upstream and downstream of the SCR catalyst 46. Calculated as the amount of NH ₃ required for purification.

  In the above-described embodiment, the excess air ratio λ of the rich step is set to the smallest initial excess air ratio λ0 in the first rich-lean cycle, and gradually increases in subsequent cycles, and cycles after the predetermined number of cycles n0. Then, the final excess air ratio λE is set to be constant. However, it is sufficient that the air excess ratio of the rich step in the cycle with the earlier execution time is richer than the air excess ratio in the cycle with the later execution time. However, it is only necessary to set the rich step air excess ratio λ in the cycle after the predetermined number of cycles n0 to the rich side. It is not necessary to set. For example, in the cycle up to a predetermined number of cycles n0, the rich step air excess ratio λ in the second rich lean cycle may be set to be richer than the rich step air excess ratio λ in the first rich lean cycle. Good. Further, the predetermined number of cycles n0 may not be plural but may be one. In this case, only in the first rich-lean cycle, the excess air ratio λ of the rich step is set to a richer side than the excess air ratio λ of the rich step in the subsequent rich-lean cycle.

  In the above-described embodiment, the case where the active DeNOx control and the subsequent DPF regeneration control and DeSOx control are performed when the engine body 1 is operated in the first region R1 has been described. This may be carried out outside the first region R1.

  In the embodiment, the case where the second EGR valve 60 is fully closed during the DPF regeneration control has been described. However, the second EGR valve 60 may be opened during the DPF regeneration control. However, even in this case, the post-injected fuel is not combusted in the DPF regeneration control, so that the opening degree of the second EGR valve 60 at the time of the DPF regeneration control is the normal operation in order to prevent the EGR cooler and the like from being blocked. It is preferable to make it smaller than both during active DeSOx control and during rich step of DeNOx control. Further, the opening degree of the second EGR valve 60 may be different between the DeNOx control and the DeSOx control.

1 Engine body (Engine)
2 cylinder 6 combustion chamber 10 injector (fuel injection device)
40 Exhaust passage 41 NOx catalyst 42 Oxidation catalyst 44 DPF (PM filter)
200 PCM (control means)
201 NOx catalyst rich purge control unit 202 NOx catalyst regeneration control unit 203 PM filter regeneration control unit

Claims (7)

An oxidation catalyst capable of oxidizing unburned fuel in the exhaust, and the NOx in the exhaust is occluded in a lean state provided integrally with or downstream of the oxidation catalyst and in which the exhaust air-fuel ratio is leaner than the stoichiometric air-fuel ratio; A NOx catalyst that reduces the stored NOx when the air-fuel ratio is richer than the stoichiometric air-fuel ratio or the stoichiometric air-fuel ratio, and a PM that is provided downstream of the oxidation catalyst and that can collect particulate matter in the exhaust gas An engine control device having a filter and an exhaust passage,
A rich step in which the air-fuel ratio of the exhaust gas introduced into the NOx catalyst is set to a rich state in which the air-fuel ratio is richer than the stoichiometric air-fuel ratio or the stoichiometric air-fuel ratio; A NOx catalyst regeneration control unit that performs NOx catalyst regeneration control to remove sulfur components stored in the NOx catalyst by repeating a plurality of rich lean cycles including a lean step that is set to a lean state that is introduced into
The air-fuel ratio of the exhaust gas introduced into the PM filter is leaner than the stoichiometric air-fuel ratio, and unburned fuel is introduced into the oxidation catalyst so that the collected particulate matter is removed from the PM filter. A PM filter regeneration control unit for performing PM filter regeneration control to be removed;
With
The NOx catalyst regeneration control unit sets the air-fuel ratio of the rich step in the rich lean cycle to be richer in a cycle in which the implementation timing is earlier than in a cycle in which the implementation timing is late among the plurality of cycles. Control device. The NOx catalyst regeneration control unit is configured so that the air-fuel ratio of the rich step in the rich lean cycle becomes richer in stages in the rich lean cycle than in the cycle with the earlier implementation time among the plurality of cycles. Set the fuel ratio,
The engine control apparatus according to claim 1. The NOx catalyst regeneration control unit sets the air-fuel ratio in the rich step to be constant after repeating the rich lean cycle for a predetermined number of cycles.
The engine control device according to claim 1 or 2. Supplying the engine to the exhaust passage, and the SCR catalyst provided downstream of the NOx catalyst, between the NOx catalyst and the SCR catalyst, the SCR reducing agent for consisting raw material or NH ₃ in NH ₃ Further comprising a reducing agent supply means for SCR,
In the NOx catalyst regeneration control, the control device controls the SCR reducing agent supply means so that the supply amount of the SCR reducing agent decreases as the air-fuel ratio in the rich step decreases.
The engine control device according to any one of claims 1 to 3. The engine further includes a pair of NOx sensors provided in the exhaust passage on the upstream side and the downstream side of the SCR catalyst for measuring the concentration of NOx,
The NOx catalyst regeneration control unit
Based on the NOx concentration difference between the upstream side and the downstream side of the SCR catalyst detected by the pair of NOx sensors, the consumption amount of NH _{3 in} the SCR catalyst is calculated,
Based on the consumption amount of NH ₃ and the supply amount of the reducing agent for SCR, the adsorption amount of NH _{3 in} the SCR catalyst is calculated,
The degree to which the air-fuel ratio in the rich step is reduced as the adsorption amount of the NH ₃ in the SCR catalyst is increased is suppressed.
The engine control device according to claim 4. A NOx catalyst rich purge control unit that performs NOx catalyst rich purge control to reduce the NOx stored from the NOx catalyst by bringing the air-fuel ratio into the rich state;
The PM filter regeneration control unit starts the PM filter regeneration control after the end of the NOx catalyst rich purge control,
The engine control device according to any one of claims 1 to 5. An oxidation catalyst capable of oxidizing unburned fuel in the exhaust, and the NOx in the exhaust is occluded in a lean state provided integrally with or downstream of the oxidation catalyst and in which the exhaust air-fuel ratio is leaner than the stoichiometric air-fuel ratio; A NOx catalyst that reduces the stored NOx when the air-fuel ratio is richer than the stoichiometric air-fuel ratio or the stoichiometric air-fuel ratio, and a PM that is provided downstream of the oxidation catalyst and that can collect particulate matter in the exhaust gas An engine control method including a filter in an exhaust passage,
A rich step in which the air-fuel ratio of the exhaust gas introduced into the NOx catalyst is set to a rich state in which the air-fuel ratio is richer than the stoichiometric air-fuel ratio or the stoichiometric air-fuel ratio; NOx catalyst regeneration step for removing sulfur components stored in the NOx catalyst by repeating a plurality of rich lean cycles including a lean step for setting a lean state introduced into
The air-fuel ratio of the exhaust gas introduced into the PM filter is leaner than the stoichiometric air-fuel ratio, and unburned fuel is introduced into the oxidation catalyst so that the collected particulate matter is removed from the PM filter. A PM filter regeneration step to be removed;
Have
The NOx catalyst regeneration step is set such that the air-fuel ratio of the rich step in the rich lean cycle becomes richer in the cycle with the earlier execution time than the cycle with the later execution time among the plurality of cycles. How to control the engine.

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