JP2008138562A - Deterioration diagnostic system of exhaust emission control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a deterioration diagnostic system of an exhaust emission control device of an internal combustion engine capable of surely diagnosing the deterioration without increasing cost. <P>SOLUTION: This deterioration diagnostic system of the exhaust emission control deice is provided by arranging a preprocessing catalyst 132 in an exhaust passage and a storage-reduction type NOx catalyst 136 on its downstream side, and has a first A/F sensor 138 arranged on the upstream side of the storage reduction type NOx catalyst on the downstream side of the preprocessing catalyst, a second A/F sensor 139 arranged on the downstream side of the storage reduction type NOx catalyst, a reducing agent adding valve 115, and a diagnostic means for diagnosing a deterioration degree of the preprocessing catalyst based on the size of a difference, by determining the difference between an arrival exhaust air-fuel ratio value detected by the first A/F sensor and an arrival exhaust air-fuel ratio value detected by the second A/F sensor in a predetermined time when operating the reducing agent adding valve 115, by operating the reducing agent adding valve 115 in the predetermined timing. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a deterioration diagnosis device for an exhaust gas purification device of an internal combustion engine, and more particularly to an exhaust purification device for an internal combustion engine in which a pretreatment catalyst having an oxidation function in an exhaust passage and an NOx storage reduction catalyst are installed downstream thereof. The present invention relates to a deterioration diagnosis apparatus.

  In general, for example, in a diesel engine or a lean-burn gasoline engine, nitrogen oxide (NOx) in exhaust gas is occluded in an oxidizing (lean) atmosphere, and then reduced by supplying a reducing agent (fuel, etc.) into the exhaust gas. 2. Description of the Related Art There is known an exhaust gas purification apparatus that uses an NOx storage reduction catalyst that releases (stores rich) stoichiometric NOx and reduces and purifies the stored NOx. In the case of a diesel engine that is always used in a lean state, in order to reliably form a reducing atmosphere for the NOx storage reduction catalyst, it has a reducing agent addition device and an oxidation function upstream of the NOx storage reduction catalyst. An exhaust emission control device in which an oxidation catalyst or a three-way catalyst as a pretreatment catalyst is arranged has been proposed.

  The NOx storage reduction catalyst has a characteristic of storing NOx in the exhaust gas lean state, and conversely releasing the stored NOx in the exhaust gas rich state. In the exhaust gas rich state, NOx released from the NOx storage reduction catalyst is reduced by HC and CO and discharged as nitrogen gas, and HC and CO are oxidized and discharged as water vapor and carbon dioxide.

  Further, there is a limit to the amount of NOx that the NOx storage reduction catalyst can store, and this limit value tends to decrease as the NOx storage reduction catalyst deteriorates. Therefore, oxygen concentration sensors are disposed upstream and downstream of the NOx storage reduction catalyst, and air-fuel ratio enrichment is performed to release NOx stored in the NOx storage reduction catalyst. A method of determining the degree of deterioration of the NOx storage reduction catalyst based on the delay time from the time when the rich air-fuel ratio is changed to a value when the output value of the downstream oxygen concentration sensor is changed to a value showing the rich air-fuel ratio. It has been known.

  However, even in the case of a lean-burn gasoline engine, lean operation is not always performed, and depending on the engine operation state, stoichiometric operation in which the air-fuel ratio is set to the stoichiometric air-fuel ratio, or to an air-fuel ratio richer than the stoichiometric air-fuel ratio. Since the rich operation to be set is also performed, not only the NOx storage reduction catalyst but also a three-way catalyst having a redox action is used in combination. Further, in the case of a diesel engine, in order to reliably form a reducing atmosphere for the NOx storage reduction catalyst, an oxidation as a reducing agent addition device or a pretreatment catalyst having an oxidation function is provided upstream of the NOx storage reduction catalyst. As described above, the catalyst and the three-way catalyst are arranged.

  When such a three-way catalyst deteriorates, when the air-fuel ratio is changed from a lean air-fuel ratio to a rich air-fuel ratio, the timing at which the oxygen concentration decreases on the downstream side of the three-way catalyst becomes earlier and has a reducing action. Since the concentration of HC and CO also increases, the time required for the reduction may change even if the NOx amount stored in the NOx storage reduction catalyst is the same, and deterioration of the NOx storage reduction catalyst may not be accurately determined. Therefore, even when the NOx storage reduction catalyst is arranged on the downstream side of the three-way catalyst, the three-way provided on the upstream side of such an NOx storage reduction catalyst in order to accurately determine the degree of deterioration thereof. In the exhaust gas purification apparatus provided with the catalyst, first and second oxygen concentration sensors for detecting the oxygen concentration in the exhaust gas are provided upstream and downstream of the NOx storage reduction catalyst, respectively. A third oxygen concentration sensor provided upstream of the catalyst, the techniques so as to determine the deterioration of the degree of deterioration of the three-way catalyst and NOx storage reduction catalyst is disclosed in Patent Document 1.

JP 2000-328929 A

  However, the technique described in Patent Document 1 is for a gasoline engine, and the first to third oxygens are used to determine the degree of deterioration of the upstream three-way catalyst and the deterioration of the NOx storage reduction catalyst on the downstream side. Degradation determination is performed by providing a concentration sensor, and there is a problem that cost increases due to an increase in the number of oxygen concentration sensors.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a deterioration diagnosis device for an exhaust gas purification apparatus for an internal combustion engine that can reliably perform deterioration diagnosis without increasing the cost.

A deterioration diagnosis device for an exhaust gas purification apparatus for an internal combustion engine according to an embodiment of the present invention that achieves the above object is an internal combustion engine in which a pretreatment catalyst having an oxidation function in an exhaust passage and an NOx storage reduction catalyst are installed downstream thereof. The exhaust gas purification device deterioration diagnosis apparatus of the present invention further comprises a first exhaust air / fuel ratio detection means disposed downstream of the pretreatment catalyst and upstream of the NOx storage reduction catalyst, and downstream of the NOx storage reduction catalyst. A second exhaust air / fuel ratio detecting means disposed;
Upstream of the pretreatment catalyst, a first reducing agent adding means for adding a reducing agent to exhaust gas; and a first reducing agent adding means operating means for operating the first reducing agent adding means at a predetermined time; The first exhaust air / fuel ratio value detected by the first exhaust air / fuel ratio detection means and the first exhaust air / fuel ratio value within a predetermined time when the first reducing agent addition means is actuated by the first reducing agent addition means actuating means. And a diagnostic means for diagnosing the degree of deterioration of the pretreatment catalyst based on a difference between the exhaust exhaust air / fuel ratio value detected by the exhaust air / fuel ratio detection means of 2 and the magnitude of the difference. .

  In the deterioration diagnosis device for an exhaust gas purification apparatus for an internal combustion engine according to one aspect of the present invention, the first reducing agent adding means is operated by the first reducing agent adding means operating means at a predetermined time, and the pretreatment catalyst When the reducing agent is added to the exhaust gas upstream of the exhaust gas, the exhaust gas whose exhaust air-fuel ratio has shifted to the rich side flows through the pretreatment catalyst having an oxidation function and the NOx storage reduction catalyst downstream thereof. Become. The exhaust air / fuel ratio of the exhaust gas shifted to the rich side is the first exhaust air / fuel ratio detecting means disposed downstream of the pretreatment catalyst and upstream of the NOx storage reduction catalyst, and downstream of the NOx storage reduction catalyst. It is detected by the arranged second exhaust air / fuel ratio detecting means. That is, within a predetermined time when the first reducing agent adding means is operated by the first reducing agent adding means operating means, the pre-catalyst pre-catalyst air / fuel ratio value detected by the first exhaust air / fuel ratio detecting means and the second The after-catalyst air-fuel ratio value detected by the exhaust air-fuel ratio detection means is detected, and further, the difference between the pre-catalyst air-fuel ratio value and the after-catalyst air-fuel ratio value is obtained. Based on this, the degree of deterioration of the pretreatment catalyst is diagnosed.

  Specifically, when the oxidation function of the pretreatment catalyst decreases or deteriorates, the oxidation reaction between the added reducing agent and oxygen in the exhaust gas is not sufficiently performed, and first passes through the first exhaust air-fuel ratio detection means. The exhaust air / fuel ratio of the exhaust gas is higher than the actual oxygen concentration sensed by the exhaust air / fuel ratio detection means, and the output is shifted to lean. However, after that, when passing through the NOx storage reduction catalyst, oxygen in the exhaust gas is used for the oxidation reaction in the catalyst, and the ultimate exhaust air-fuel ratio shifts to the rich side. Therefore, when the difference between the pre-catalyst pre-catalyst air-fuel ratio value and the post-catalyst air-fuel ratio value is large, it is diagnosed that the oxidation function of the pretreatment catalyst is not sufficient and deteriorated. In contrast, when the difference between the pre-catalyst pre-catalyst air-fuel ratio value and the post-catalyst post-air-fuel ratio value is small, it is the result of the oxygen in the exhaust gas being treated by the pre-treatment catalyst, and the pre-treatment catalyst is functioning normally. Is diagnosed.

  Therefore, according to the configuration of the above aspect, the pre-catalyst pre-catalyst air-fuel ratio value and the second exhaust gas are simply detected by the first exhaust air-fuel ratio detection means without requiring additional parts such as a third oxygen concentration sensor. The deterioration diagnosis of the pretreatment catalyst can be reliably performed based on the difference in the after-catalyst post-catalyst air-fuel ratio value by the air-fuel ratio detection means without increasing costs.

  Here, the amount of reducing agent added and supplied by the first reducing agent addition means may be an amount at which the exhaust air-fuel ratio does not reach stoichiometry.

  According to this embodiment, the amount of reducing agent used can be reduced, and the detection accuracy of the first and second exhaust air / fuel ratio detection means can be improved.

  Further, the first reached exhaust air / fuel ratio estimating means for estimating the reached exhaust air / fuel ratio resulting from the amount of reducing agent added and supplied by the first reducing agent adding means, and the first reached exhaust air / fuel ratio estimating means The estimated first reached exhaust air / fuel ratio estimated value, the before-catalyst air / fuel ratio value detected by the first exhaust air / fuel ratio detection means, or the after-catalyst detected by the second exhaust air / fuel ratio detection means A difference from the air-fuel ratio value is obtained, and based on the magnitude of the difference, a second diagnostic means for diagnosing the first reducing agent addition means, and a reducing agent is added to the exhaust gas upstream of the pretreatment catalyst. Second reducing agent adding means, second reaching exhaust air / fuel ratio estimating means for estimating the reaching exhaust air / fuel ratio due to the amount of reducing agent added and supplied by the second reducing agent adding means, and the second Estimated by the exhaust air / fuel ratio estimation means 2 reached exhaust air-fuel ratio estimated value, and the pre-catalyst air-fuel ratio value detected by the first exhaust air-fuel ratio detection means or the after-catalyst air-fuel ratio value detected by the second exhaust air-fuel ratio detection means And a third diagnostic means for diagnosing the first reducing agent addition means, the pretreatment catalyst, and the NOx storage reduction catalyst based on the magnitude of the difference.

  According to this embodiment, the first exhaust exhaust air / fuel ratio estimation means estimates the ultimate exhaust air / fuel ratio caused by the amount of reducing agent added and supplied by the first reducing agent addition means, and this estimated first arrival is achieved. A difference between the estimated exhaust air / fuel ratio and the pre-catalyst air / fuel ratio value detected by the first exhaust air / fuel ratio detection means or the post-catalyst air / fuel ratio value detected by the second exhaust air / fuel ratio detection means is obtained. . Then, based on the magnitude of the difference, the first reducing agent adding means is diagnosed by the second diagnostic means. That is, when the difference between the estimated first reached exhaust air / fuel ratio estimated value and the actually measured value by the first or second exhaust air / fuel ratio detecting means deviates greatly, the first reducing agent adding means is abnormal or malfunctioning. There is a possibility. On the contrary, when the difference is small, the first reducing agent addition means is diagnosed as normal, so that the pretreatment catalyst is diagnosed as functioning normally.

  Then, when it is determined that the first reducing agent addition means is abnormal or has a possibility of failure, the reducing agent is added to the exhaust gas upstream of the pretreatment catalyst by the second reducing agent addition means. The ultimate exhaust air / fuel ratio is estimated by the ultimate exhaust air / fuel ratio estimating means due to the amount of reducing agent added and supplied by the second reducing agent addition means. Further, the estimated second reached exhaust air / fuel ratio estimated value, the reached before-catalyst air / fuel ratio value detected by the first exhaust air / fuel ratio detecting means, or the reached catalyst detected by the second exhaust air / fuel ratio detecting means. The difference from the rear air-fuel ratio value is obtained. The third diagnosis means diagnoses the first reducing agent addition means, the pretreatment catalyst, and the NOx storage reduction catalyst based on the difference. That is, when the difference between the second ultimate exhaust air / fuel ratio estimated value and the actual value measured by the first or second exhaust air / fuel ratio detecting means is greatly different from the first ultimate exhaust air / fuel ratio estimated value described above, This means that the difference between the estimated value and the actual measurement value is large even though the ultimate exhaust air-fuel ratio due to the amount of reducing agent added and supplied by the reducing agent addition means and the second reducing agent addition means is equal. . Therefore, in this case, the first reducing agent addition means is normal, but the pretreatment catalyst and the NOx storage reduction catalyst are diagnosed as abnormal or deteriorated. On the contrary, when the difference is small, it is diagnosed that the first reducing agent adding means is abnormal or out of order.

  Therefore, according to this embodiment, it is possible to diagnose the case where the pretreatment catalyst and the NOx storage reduction catalyst are simultaneously deteriorated and the case where the first reducing agent addition means is abnormal or faulty. Furthermore, it can be performed with high accuracy.

  The first and second reducing agent addition means use one or the other of a reducing agent addition valve provided in the exhaust passage and a fuel injection valve provided in the combustion chamber, respectively. Is preferred.

  According to this embodiment, since it is sufficient to add one reducing agent addition valve as the reducing agent addition means, the embodiment can be implemented without much cost increase.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram illustrating a schematic configuration of an embodiment in which the present invention is applied to an automobile diesel engine.

  In FIG. 1, 100 is a diesel engine body, 102 is an intake passage of the engine 100, 104 is a surge tank provided in the intake passage 102, and 106 is an intake branch pipe connecting the surge tank 104 and the intake port of each cylinder. . In the present embodiment, the intake passage 102 is provided with an intake throttle valve 108 that restricts the flow rate of intake air flowing through the intake passage 102 and an intercooler 110 that cools intake air. The intake throttle valve 108 includes an actuator 108A of an appropriate type such as a solenoid or a vacuum actuator, and takes an opening degree according to a control signal from an electronic control unit (ECU) 200 described later. In the present embodiment, the intake throttle valve 108 reduces the intake pressure, for example, at the time of low engine rotation, and increases the amount of exhaust gas (EGR gas) that returns to the surge tank 104 through the EGR passage 152 described later. Used.

  In FIG. 1, an air flow meter 112 is provided near the intake inlet of the intake passage 102. In the present embodiment, the air flow meter 112 is of a type that can measure the mass flow rate of the intake air flowing through the intake passage 102, such as a hot-wire flow meter. After the air flowing into the intake passage 102 passes through the air flow meter 112, it is pressurized by the compressor 130C driven by the turbine 130T of the turbocharger 130, cooled by the intercooler 110 provided in the intake passage 102, and then the surge tank 104. Then, it is sucked into each cylinder through the branch pipe 106.

  Reference numeral 114 in FIG. 1 denotes a fuel injection valve that directly injects fuel into each cylinder. The fuel injection valve 114 is connected to a common pressure accumulation chamber (common rail) 116 that stores high-pressure fuel. The fuel of the engine 100 is boosted by a high-pressure fuel pump 118, supplied to the common rail 116, and injected directly into each cylinder from the common rail 116 via each fuel injection valve 114. In addition, a reductant addition device that injects and supplies fuel as a reductant into exhaust gas is provided. In this embodiment, this reductant addition device supplies fuel as a reductant to an exhaust port in one cylinder. A possible reducing agent addition valve 115 is provided and connected to the common rail 116 via a supply pipe (not shown).

  Further, reference numeral 120 in FIG. 1 denotes an exhaust manifold that connects the exhaust port of each cylinder and the exhaust passage 122, and the above-described turbocharger 130 is disposed downstream thereof. As described above, the turbocharger 130 includes the exhaust turbine 130T driven by the exhaust gas in the exhaust passage 122 and the intake compressor 130C driven by the exhaust turbine 130T.

  Further, in the present embodiment, a pretreatment catalyst device (for example, an oxidation catalyst or a three-way catalyst) 132 having an oxidation function is disposed in the exhaust passage 122 downstream of the turbocharger 130, and the exhaust passage 122 is disposed downstream thereof. An exhaust throttle valve 134 for controlling the flowing exhaust gas flow rate is arranged. The exhaust throttle valve 134 includes an actuator 134A similar to the intake throttle valve 108, and takes a fully open position and a closed position with a predetermined opening according to a control signal from the ECU 200. In the present embodiment, the exhaust throttle valve 134 is used when raising the exhaust temperature for early activation of the pretreatment catalyst device 132. In the present embodiment, the above-described storage reduction type NOx catalyst 136 is disposed downstream of the exhaust throttle valve 134.

The NOx storage reduction catalyst 136 of this embodiment has a noble metal such as platinum Pt as a catalyst component and a NOx absorption component supported on the surface of a honeycomb substrate made of an oxide such as alumina Al ₂ O _3. It is configured. The NOx absorbing component is at least one selected from, for example, an alkali metal such as potassium K, sodium Na, lithium Li, and cesium Cs, an alkaline earth such as barium Ba and calcium Ca, and a rare earth such as lanthanum La and yttrium Y. It consists of one.

  With this NOx storage reduction catalyst 136, NOx is stored in the NOx storage reduction catalyst 136 when the exhaust is in an oxidizing atmosphere (lean) during engine operation. In a reducing atmosphere (stoichiometric or rich), NOx stored in the NOx storage reduction catalyst 136 is released as nitrogen oxide (NO) and is reduced by hydrocarbon (HC) or carbon monoxide (CO). As a result, purification of NOx is performed.

  In the exhaust passage 122 upstream of the NOx storage reduction catalyst 136, a pre-catalyst air-fuel ratio sensor as a first exhaust air-fuel ratio detection means, that is, a first air-fuel ratio sensor (hereinafter also referred to as an A / F sensor). ) And the exhaust passage 122 downstream of the NOx storage reduction catalyst 136 are respectively provided with a post-catalyst air-fuel ratio sensor as a second exhaust air-fuel ratio detection means, that is, a second air-fuel ratio sensor 139. The first and second A / F sensors 138 and 139 are sensors that detect the air-fuel ratio of the exhaust based on the oxygen component in the exhaust and linearly output a voltage signal proportional to the air-fuel ratio.

  Further, in the present embodiment, an EGR device 150 that recirculates part of the engine exhaust to the intake system is provided. The EGR device 150 includes the EGR passage 152 that connects the exhaust manifold 120 and the intake surge tank 104, an EGR control valve (hereinafter referred to as an EGR valve) 154 disposed in the EGR passage 152, and an upstream side of the EGR valve 154. The EGR cooler 156 provided in the EGR passage 152 is provided. The EGR valve 154 includes actuators such as stepper motors and solenoid actuators (not shown), takes an opening degree according to a control signal from the ECU 200, and controls an EGR gas flow rate recirculated to the intake surge tank 104 through the EGR passage 152. . Since the EGR gas is a high-temperature exhaust gas discharged from the cylinder, when a large amount of EGR gas is recirculated to the intake air, the intake air temperature rises, and the intake volume efficiency of the engine decreases. In the present embodiment, in order to prevent this, a water-cooled or air-cooled EGR cooler 156 is provided in the EGR passage 152 upstream of the EGR valve 154. In the present embodiment, by using the EGR cooler 156 to reduce the temperature of the EGR gas recirculated to the intake system, it is possible to recirculate a relatively large amount of EGR gas while suppressing a decrease in the intake volume efficiency of the engine. ing.

  Further, an electronic control unit (ECU) of the engine 100 is indicated by 200 in FIG. The ECU 200 according to the present embodiment is configured as a microcomputer having a known configuration, and is configured such that a CPU, a RAM, a ROM, an input port, and an output port are connected to each other via a bidirectional bus. The ECU 200 performs basic control such as fuel injection control and rotation speed control of the engine 100, and in this embodiment, performs deterioration diagnosis of the pretreatment catalyst device 132 and the NOx storage reduction catalyst 136, as will be described later.

  In order to perform these controls, a signal corresponding to the engine rotational speed NE is input to the input port of the ECU 200 from the rotational speed sensor 160 disposed in the vicinity of the crankshaft of the engine 100. A signal corresponding to the air amount Gn is also disposed in the EGR valve 154 and a signal corresponding to the accelerator pedal depression amount (accelerator opening) of the driver from an accelerator opening sensor 162 disposed in the vicinity of an unillustrated accelerator pedal. The EGR valve opening sensor 164 receives a signal indicating the EGR valve opening, and the first A / F sensor 138 and the second A / F sensor 139 input a signal indicating the air-fuel ratio of the exhaust gas. .

  The output port of the ECU 200 is connected to the fuel injection valve 114 and the reducing agent addition valve 115 of the engine 100 via a fuel injection circuit (not shown), and the fuel injection amount and the fuel injection timing from the fuel injection valve 114 and the reducing agent addition valve 115. And are controlled respectively. Further, the output port of the ECU 200 is connected to the actuators of the EGR valve 154, the intake throttle valve 108, and the exhaust throttle valve 134 via a drive circuit (not shown), and the respective valve opening degrees are also controlled.

[First Embodiment]
Hereinafter, a first embodiment of the processing procedure of the deterioration diagnosis of the exhaust gas purification apparatus configured as described above will be described with reference to the flowchart of FIG. Here, the series of processing shown in this flowchart conceptually shows the processing procedure of the deterioration diagnosis processing, and the actual processing is executed by the ECU 200 as a subroutine processing at predetermined intervals. Note that this deterioration diagnosis processing routine is performed in a so-called one trip from when the engine 100 is started to when it is stopped, for example, at least once or at a predetermined cycle at a relatively early time after completion of warming up of the engine 100. It only needs to be executed several times. Therefore, when diagnosis is normally completed, useless diagnosis during one trip may be avoided by setting a diagnosis completion flag. The timing or number of times of the diagnosis can be set in advance in a program in the ECU 200.

  Therefore, when the process starts in the ECU 200, it is determined in step S201 whether or not a deterioration diagnosis execution request has been made (= ON). That is, it is determined whether or not the time set in the program has been reached as described above. If not, that is, if “No”, this routine is once terminated. If “Yes”, the process proceeds to step S202 to execute rich spike. When this rich spike is executed, fuel as a reducing agent is supplied from the reducing agent addition valve 115 to the exhaust port of the first cylinder for a predetermined number of times and in a predetermined amount. In the description of the present specification, “rich spike” means that a predetermined amount of reducing agent is added to the exhaust gas, and an amount of reducing agent that necessarily exceeds the stoichiometric range and reaches the rich region is added. Including the case of not.

  Then, in the next step S203, the first A / F sensor 138 downstream of the pretreatment catalyst device 132 within a predetermined time when a predetermined amount of fuel as a reducing agent is injected and supplied from the reducing agent addition valve 115. The pre-catalyst air-fuel ratio upstream of the NOx storage reduction catalyst 136 is sequentially measured, and the minimum value of the measured value is stored as the pre-catalyst air-fuel ratio value A / Fin-min. Similarly, in step S204, the post-catalyst air-fuel ratio downstream of the NOx storage reduction catalyst 136 is sequentially measured by the second A / F sensor 139, and the minimum value of the measured values is the reached post-catalyst air-fuel ratio value A / Fout. Stored as -min.

  Further, the process proceeds to step S205, where the pre-catalyst air-fuel ratio value A / Fin-min that is the minimum value of the pre-catalyst air-fuel ratio obtained in step S203 and the minimum value of the post-catalyst air-fuel ratio obtained in step S204 are reached. A difference ΔA / F from the post-catalyst air-fuel ratio value A / Fout-min is obtained. In the next step S206, the difference ΔA / F in the reached exhaust air / fuel ratio value is compared with a predetermined threshold value α, and the degree of deterioration of the pretreatment catalyst 132 is diagnosed based on the difference. That is, when the difference ΔA / F is smaller than the predetermined threshold value α, in other words, when “No”, the process proceeds to step S207, and the pretreatment catalyst deterioration flag is determined that the oxidation function of the pretreatment catalyst 132 is not lowered or deteriorated. The diagnosis is terminated with “OFF”. On the other hand, when the difference ΔA / F is larger than the predetermined threshold value α, in other words, when “Yes”, the process proceeds to step S208, and the pretreatment catalyst deterioration flag is determined that the oxidation function of the pretreatment catalyst 132 is lowered or deteriorated. The diagnosis is terminated with “ON”.

  Here, the before-catalyst air-fuel ratio value A / Fin-min measured by the first A / F sensor 138 and the after-catalyst air-fuel ratio value A / Fout measured by the second A / F sensor 139 are measured. The reason why the degree of deterioration of the pretreatment catalyst 132 can be diagnosed based on the difference ΔA / F from −min will be described.

  FIG. 3 shows the exhaust air-fuel ratio measured by the first A / F sensor 138 and the second A / F sensor 139 when the pretreatment catalyst 132 and the NOx storage reduction catalyst 136 are functioning normally. It is a time chart which shows the mode of change, taking the exhaust air-fuel ratio (A / F) on the vertical axis and time (Time-sec) on the horizontal axis. Here, the solid line A represents the pre-catalyst air-fuel ratio A / Fin upstream of the NOx storage reduction catalyst 136 downstream of the pretreatment catalyst device 132 measured by the first A / F sensor 138, and the dotted line B represents the second The post-catalyst air-fuel ratio A / Fout downstream of the NOx storage reduction catalyst 136 measured by the A / F sensor 139 is shown. 4 shows that the NOx storage reduction catalyst 136 is normal, but the oxidation function of the pretreatment catalyst 132 is reduced or deteriorated, and FIG. 5 shows the first case where the pretreatment catalyst 132 is normal. It is a time chart which shows the mode of the change of the A / F sensor output measured and output by the A / F sensor 138 and the 2nd A / F sensor 139, respectively.

  Now, at time t1 in FIG. 3, a predetermined amount of fuel as a reducing agent is injected and supplied from the reducing agent addition valve 115 to the exhaust port of the first cylinder, and is rich for a predetermined time (for example, 1 to 2 seconds). If the pretreatment catalyst 132 is functioning normally when the spike is performed, the oxygen is consumed by the oxidation reaction between the added reducing agent and oxygen in the exhaust gas. A / Fin shifts to the rich side, and reaches a substantially constant pre-catalyst exhaust air-fuel ratio A / Fin-min within a predetermined time T depending on the supply or addition amount of fuel as a reducing agent.

  On the other hand, when the exhaust gas whose exhaust air-fuel ratio has shifted to the rich side flows into the NOx storage reduction catalyst 136, the NOx stored in the NOx storage reduction catalyst 136 is released as nitrogen oxide (NO), and hydrocarbons ( HC) and carbon monoxide (CO). At the same time, in this reducing atmosphere (stoichiometric or rich), oxygen is generated by the reaction of nitrogen dioxide released from the NOx storage reduction catalyst 136 with hydrocarbon (HC) or carbon monoxide (CO). Thus, during the reduction of NOx, the exhaust air-fuel ratio of the exhaust gas that has passed through the NOx storage reduction catalyst 136 does not immediately become rich, but is maintained near the stoichiometry as shown by the dotted line B in FIG. . When the amount of NOx occluded in the NOx storage reduction catalyst 136 shown in black in FIG. 3 disappears at time t2, the above-described reduction reaction is stopped, resulting in the post-catalyst air-fuel ratio A / Fout. Shifts to the rich side, and finally reaches the post-catalyst exhaust air-fuel ratio A / Fout-min (time t3).

  Thus, when the pretreatment catalyst 132 is functioning normally, the pre-catalyst exhaust air-fuel ratio A / Fin where the pre-catalyst air-fuel ratio A / Fin and the post-catalyst air-fuel ratio A / Fout finally reach each other is reached. -min is equal to the post-catalyst exhaust air-fuel ratio A / Fout-min. Therefore, the difference between the pre-catalyst air / fuel ratio value A / Fin-min obtained by the first A / F sensor 138 and the post-catalyst air / fuel ratio value A / Fout-min obtained by the second A / F sensor 139. Is smaller than the predetermined threshold value α, which is a result of processing the oxygen in the exhaust gas by the pretreatment catalyst 132, and it is diagnosed that the pretreatment catalyst 132 is functioning normally.

  By the way, when the oxidation function of the pretreatment catalyst 132 is lowered or deteriorated, the oxidation reaction between the added reducing agent and oxygen in the exhaust gas is not sufficiently performed and first passes through the first A / F sensor 138. As shown in FIG. 4, the exhaust air / fuel ratio A / Fin of the exhaust gas to be discharged, and hence the exhaust air / fuel ratio A / Fin-min before reaching the catalyst, shifts to the lean side. However, when the exhaust gas shifted to the lean side passes through the NOx storage reduction catalyst 136, the oxygen in the exhaust gas is used for the oxidation reaction in the NOx storage reduction catalyst 136, and the post-catalyst air-fuel ratio A / Fout, In this case, the exhaust air / fuel ratio A / Fout-min after the reaching catalyst shifts to the rich side. Therefore, the difference between the pre-catalyst air / fuel ratio value A / Fin-min obtained by the first A / F sensor 138 and the post-catalyst air / fuel ratio value A / Fout-min obtained by the second A / F sensor 139. Is large, it is diagnosed that the oxidation function of the pretreatment catalyst 132 is not sufficient and deteriorated.

  In the rich spike performed for the purpose of diagnosing whether the oxidation function of the pretreatment catalyst 132 is lowered or deteriorated, as shown in FIG. 5, when the pretreatment catalyst 132 is normal, the first The reached after-catalyst air-fuel ratio value A / Fin-min obtained by the A / F sensor 138 and the after-catalyst air-fuel ratio value A / Fout-min obtained by the second A / F sensor 139 are both equal on the lean side. Therefore, the amount of the reducing agent added may be small so that the exhaust air-fuel ratio exceeds the stoichiometric range and does not reach the rich region. This reduces the amount of reducing agent used and improves the detection accuracy of the first and second A / F sensors 138 and 139.

[Second Embodiment]
Next, a second embodiment of the processing procedure for deterioration diagnosis according to the present invention will be described with reference to the flowchart of FIG. In the previous embodiment, when both the pretreatment catalyst 132 and the NOx storage reduction catalyst 136 are not functioning normally, there is a possibility that an erroneous diagnosis is performed. Therefore, this second embodiment is intended to further improve the diagnostic accuracy of the pretreatment catalyst 132 by verifying the functional state of the case where both are not functioning normally and the reducing agent addition means. .

Therefore, when the process is started in the ECU 200, the same processes as in steps S201 to S206 in the first embodiment are executed in steps S601 to S606. Therefore, the detailed description of steps S601 to S606 uses the description of the above-described steps S201 to S206, but a simple list is as follows.
Step S601: It is determined whether or not there is a deterioration diagnosis execution request.
Step S602: A rich spike is performed.
Step S603: Sequential measurement of the pre-catalyst air / fuel ratio A / Fin by the first A / F sensor 138 and the first pre-catalyst air / fuel ratio value (1) · A / Fin-min are stored.
Step S604: Sequential measurement of the post-catalyst air-fuel ratio A / Fout by the second A / F sensor 139 and the first post-catalyst air-fuel ratio value (1) · A / Fout-min are stored.
Step S605: A first difference ΔA / F between the first pre-catalyst air-fuel ratio value (1) and A / Fin-min and the first post-catalyst air-fuel ratio value (1) A / Fout-min Find (1).
Step S606: The first difference ΔA / F (1) between the air-fuel ratio values before and after these catalysts is compared with a predetermined threshold value α, and the degree of deterioration of the pretreatment catalyst 132 is diagnosed based on the magnitude of the difference. . Here, the above steps S602 to S606 constitute the first diagnosis means in the embodiment of the present invention.

  When the first difference ΔA / F (1) is larger than the predetermined threshold value α, in other words, when “Yes”, the process proceeds to step S607, and the oxidation function of the pretreatment catalyst 132 is lowered or deteriorated. Then, the pretreatment catalyst deterioration flag is set to “ON” and the diagnosis is terminated. On the other hand, when the first difference ΔA / F (1) is smaller than the predetermined threshold value α, in other words, when it is “No”, the process proceeds to step S608 and the first estimated exhaust air / fuel ratio (1) · A / F. Is calculated. The first estimated exhaust air / fuel ratio (1) · A / F is calculated based on the intake air amount GA measured by the air flow meter 112, the fuel injection amount Qi injected into the cylinder from the fuel injection valve 114, and the reducing agent. Based on the fuel addition amount Qa injected and supplied from the addition valve 115, the ECU 200 calculates (1) · A / F = GA / (Qi + Qa).

  Then, the process proceeds to the next step S609, and the second difference ΔA / between the first estimated reached exhaust air / fuel ratio (1) · A / F and the first reached before-catalyst air / fuel ratio value (1) · A / Fin-min. F (2) is obtained. In step S609, the second difference ΔA / F (1) between the first estimated reached exhaust air / fuel ratio (1) · A / F and the first after-catalyst air / fuel ratio value (1) · A / Fout-min. 2) may be obtained. This is because, as is clear from the determination in step S606, there is no significant difference between the two.

  Next, in step S610, the second difference ΔA / F (2) is compared with a predetermined threshold β, and when the second difference ΔA / F (2) is smaller than the predetermined threshold β, in other words, “ If “No”, the process proceeds to step S618, and the pretreatment catalyst deterioration flag is set to “OFF”, assuming that the addition function of the reducing agent addition valve 115 is normal and the oxidation function of the pretreatment catalyst 132 is not lowered or deteriorated. End diagnosis. This is based on the first pre-catalyst pre-catalyst air-fuel ratio value (1) · A / Fin-min obtained by actual measurement by the first A / F sensor 138 having a small difference or the actual measurement by the second A / F sensor 139. The difference between the obtained first after-catalyst air-fuel ratio value (1) · A / Fout-min and the first estimated reached exhaust air-fuel ratio (1) · A / F calculated by the ECU 200 is small. A proper amount of fuel is added from the reducing agent addition valve 115, and oxygen in the exhaust gas is correctly processed by the pretreatment catalyst 132, and the reducing agent addition valve 115 and the pretreatment catalyst 132 are functioning normally. Because it means.

  Conversely, when the second difference ΔA / F (2) is larger than the predetermined threshold value β in the determination in step S610, in other words, when “Yes”, there is a possibility that the reducing agent addition valve 115 may be broken. Then, the process proceeds to step S611 and further diagnosis is continued. Here, steps S608 to S610 constitute the second diagnosis means in the embodiment of the present invention.

  Therefore, a rich spike is performed in step S611. This rich spike is performed by so-called post-injection in which light oil as fuel is injected into the cylinder from the fuel injection valve 114 as the second reducing agent addition means in the late stage of the expansion stroke or in the exhaust stroke.

  In the next step S 612, the first A / F sensor 138 stores the occlusion reduction type downstream of the pretreatment catalyst device 132 within a predetermined time when a predetermined amount of fuel as a reducing agent is injected and supplied by post injection. The pre-catalyst air-fuel ratio upstream of the NOx catalyst 136 is sequentially measured, and the minimum value of the measured value is stored as the second pre-catalyst air-fuel ratio value (2) · A / Fin-min.

  In step S613, the second estimated exhaust air / fuel ratio (2) · A / F is calculated. This second estimated exhaust air / fuel ratio (2) · A / F is the intake air amount GA measured by the air flow meter 112 and the fuel that is normally injected and supplied from the fuel injection valve 114 into the cylinder in the initial stage of the expansion stroke. Based on the injection amount Qi and the fuel addition amount Qp supplied by post injection, the ECU 200 calculates (2) · A / F = GA / (Qi + Qp).

  Then, the process proceeds to the next step S614, the third difference ΔA / between the second estimated reached exhaust air / fuel ratio (2) · A / F and the first before-catalyst pre-catalyst air / fuel ratio value (1) · A / Fin-min. F (3) is obtained.

  Next, in step S615, the third difference ΔA / F (3) is compared with a predetermined threshold γ, and when the third difference ΔA / F (3) is larger than the predetermined threshold γ, in other words, “ When it is determined “Yes”, the process proceeds to step S616, and the pretreatment catalyst deterioration flag is set to “ON” on the assumption that the oxidation function of the pretreatment catalyst 132 is lowered or deteriorated and the NOx storage reduction catalyst 136 is also deteriorated. ", And the NOx storage reduction catalyst deterioration flag is set to" ON ", and the diagnosis is terminated. Here, the above steps S611 to S615 constitute the third diagnosis means in the embodiment of the present invention.

On the other hand, when the third difference ΔA / F (3) is smaller than the predetermined threshold γ in step S615, in other words, when “No”, the process proceeds to step S617, and the addition function of the reducing agent addition valve 115 is abnormal. It is determined that there is, and the reducing agent addition valve failure flag is set to “ON”. Then, the process proceeds to the next step S618, assuming that the oxidation function of the pretreatment catalyst 132 has not been lowered or deteriorated, the pretreatment catalyst deterioration flag is set to “OFF”, and the diagnosis is terminated.

  This is because the third pre-catalyst air-fuel ratio value (3) · A / Fin-min obtained by actual measurement by the first A / F sensor 138 and the second estimated ultimate exhaust air-fuel ratio calculated by the ECU 200 ( 2) The small difference from A / F is the result of the appropriate amount of fuel being added by post-injection, and the oxygen in the exhaust gas being correctly processed by the pretreatment catalyst 132. This is because the fuel addition amount is not appropriate, and the pretreatment catalyst 132 is functioning normally.

1 is a schematic diagram showing a schematic configuration of a deterioration diagnosis device for an exhaust gas purification device for an internal combustion engine according to the present invention. It is a flowchart which shows the process sequence of the deterioration diagnosis in 1st Embodiment of the deterioration diagnosis apparatus of the exhaust gas purification device of the internal combustion engine which concerns on this invention. Changes in the exhaust air-fuel ratio measured by the first A / F sensor 138 and the second A / F sensor 139 when the pretreatment catalyst 132 and the NOx storage reduction catalyst 136 function normally. It is a time chart which shows. Although the NOx storage reduction catalyst 136 is normal, the exhaust air-fuel ratio measured by the first A / F sensor 138 and the second A / F sensor 139 when the oxidation function of the pretreatment catalyst 132 decreases or deteriorates. It is a time chart which shows the mode of change of. Time chart showing how the exhaust air-fuel ratio changes measured by the first A / F sensor 138 and the second A / F sensor 139 when the pretreatment catalyst 132 and the NOx storage reduction catalyst 136 are normal It is. It is a flowchart which shows the process sequence of the degradation diagnosis in 2nd Embodiment of the degradation diagnostic apparatus of the exhaust gas purification device of the internal combustion engine which concerns on this invention.

Explanation of symbols

100 Diesel engine body 112 Air flow meter 114 Fuel injection valve 115 Reductant addition valve 132 Pretreatment catalyst device (oxidation catalyst or three-way catalyst)
136 NOx storage reduction catalyst 138 First air-fuel ratio sensor (first A / F sensor)
139 Second air-fuel ratio sensor (second A / F sensor)
200 Electronic control unit (ECU)

Claims (4)

A deterioration diagnosis device for an exhaust gas purification device for an internal combustion engine, in which a pretreatment catalyst having an oxidation function in an exhaust passage and an NOx storage reduction catalyst downstream thereof are installed,
First exhaust air-fuel ratio detection means disposed downstream of the pretreatment catalyst and upstream of the NOx storage reduction catalyst;
Second exhaust air-fuel ratio detecting means disposed downstream of the NOx storage reduction catalyst;
A first reducing agent addition means for adding a reducing agent to the exhaust gas upstream of the pretreatment catalyst;
First reducing agent addition means operating means for operating the first reducing agent addition means at a predetermined time;
The pre-catalyst pre-catalyst air / fuel ratio value detected by the first exhaust air / fuel ratio detection means and the first reductant addition means operating means within a predetermined time when the first reducing agent addition means is operated by the first reducing agent addition means operating means. A diagnostic means for diagnosing the degree of deterioration of the pretreatment catalyst based on the difference between the post-catalyst post-catalyst air / fuel ratio value detected by the exhaust air / fuel ratio detection means of
A deterioration diagnosis device for an exhaust gas purification device for an internal combustion engine, comprising:   2. The deterioration diagnosis device for an exhaust gas purification apparatus for an internal combustion engine according to claim 1, wherein the amount of the reducing agent added and supplied by the first reducing agent adding means is an amount at which the exhaust air-fuel ratio does not reach stoichiometry. . First attainment exhaust air-fuel ratio estimation means for estimating an attainment exhaust air-fuel ratio resulting from the amount of reducing agent added and supplied by the first reducing agent addition means;
The first ultimate exhaust air / fuel ratio estimation value estimated by the first ultimate exhaust air / fuel ratio estimation means, the ultimate catalyst air / fuel ratio value detected by the first exhaust air / fuel ratio detection means, or the second exhaust gas A second diagnosing means for diagnosing the first reducing agent adding means based on a difference between the air-fuel ratio value after the reached catalyst detected by the air-fuel ratio detecting means and the magnitude of the difference;
Upstream of the pretreatment catalyst, a second reducing agent addition means for adding a reducing agent to the exhaust gas;
Second reached exhaust air / fuel ratio estimating means for estimating an reached exhaust air / fuel ratio resulting from the amount of reducing agent added and supplied by the second reducing agent adding means;
The second ultimate exhaust air / fuel ratio estimated value estimated by the second ultimate exhaust air / fuel ratio estimation means, the ultimate catalyst air / fuel ratio value detected by the first exhaust air / fuel ratio detection means, or the second exhaust gas A difference from the post-attainment catalyst post-air-fuel ratio value detected by the air-fuel ratio detection means is obtained, and the first reducing agent addition means, the pretreatment catalyst, and the NOx storage reduction catalyst are diagnosed based on the difference. A third diagnostic means;
The deterioration diagnosis device for an exhaust gas purification device for an internal combustion engine according to claim 1 or 2, characterized by comprising:   The first and second reducing agent addition means use one or the other of a reducing agent addition valve provided in the exhaust passage and a fuel injection valve provided in the combustion chamber, respectively. The deterioration diagnosis apparatus for an exhaust gas purification apparatus for an internal combustion engine according to any one of claims 1 to 3.

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