JP2012241528A - Exhaust emission control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an exhaust emission control device of an internal combustion engine, with which cost of an emission control catalyst can be reduced while improving exhaust emission control performance.SOLUTION: A target to be subjected to A/F modulation control is determined based on an intake air flow (S10-S18). If the target is a three-way catalyst of a pre-stage, modulation amplitude of a waveform pattern of an air-fuel ratio is determined based on the temperature of the three-way catalyst of the pre-stage (S20). A/F modulation control is performed using an oxygen concentration in the downstream of the three-way catalyst of the pre-stage (S22). Alternatively, if the target is a three-way catalyst of a post-stage, modulation amplitude of a waveform pattern of an air-fuel ratio is determined based on the temperature of the three-way catalyst of the post-stage (S24). Then, A/F modulation control is performed using an oxygen concentration in the downstream of the three-way catalyst of the post-stage (S26). When A/F modulation control conditions are terminated, these routines are returned (S28).

Description

  The present invention relates to an exhaust control device for an internal combustion engine, and more particularly, to a technique for increasing exhaust purification efficiency.

  Chemical substances such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) are contained in exhaust from internal combustion engines such as automobiles. For this reason, an exhaust purification catalyst such as a three-way catalyst or a NOx storage catalyst is disposed in the exhaust passage of the internal combustion engine. Then, these chemical substances in the exhaust are oxidized or reduced by the exhaust purification catalyst, and the exhaust is purified and released into the atmosphere.

The three-way catalyst can purify chemicals with high efficiency when the air-fuel ratio is close to the stoichiometric air-fuel ratio (stoichiometric), and the exhaust purification catalyst is activated when the exhaust purification catalyst is hot, and purifies the chemical with high purification efficiency. It is known that it can be done.
From this, the air-fuel ratio of the internal combustion engine is modulated to the rich side and the lean side with the theoretical air-fuel ratio sandwiched as in Patent Document 1, and the oxygen concentration flowing into the three-way catalyst is adjusted within the range of the oxygen storage capacity of the three-way catalyst. A technique for increasing the temperature of the three-way catalyst as much as possible has been developed. Further, as in Patent Document 2, the air-fuel ratio is forcibly modulated before the start of feedback control after the internal combustion engine is started, and the amplitude and period of the modulation of the air-fuel ratio at this time are compared with those in the exhaust control (O ₂ ) A technique for setting both the concentration and the CO concentration to be high and supplying a sufficient amount of CO and O ₂ on the three-way catalyst to promote the temperature rise of the three-way catalyst, as in Patent Document 3 The air-fuel ratio is forcibly modulated after the internal combustion engine is started, and the central air-fuel ratio of the air-fuel ratio is shifted from the lean air-fuel ratio side to the rich air-fuel ratio side as the catalyst temperature rises, so that an appropriate amount is set on the three-way catalyst. A technology for promoting the temperature rise of the three-way catalyst by supplying CO and O ₂ has also been developed.

JP 2008-255972 A JP 2008-111351 A JP 2008-111352 A

As described above, in the technique of Patent Document 1, 2, or 3, the temperature rise of the three-way catalyst is promoted and the purification efficiency of the chemical substance in the three-way catalyst is increased.
However, the capacity of the three-way catalyst needs to be increased in order to further reduce the chemical substances in the exhaust gas by increasing the exhaust gas flow rate or the like. An expensive noble metal such as platinum (Pt), palladium (Pd), rhodium (Rh) is used for the three-way catalyst, and an increase in the capacity of the three-way catalyst is not preferable because it leads to an increase in cost.

  The present invention has been made to solve such problems, and an object of the present invention is to provide an exhaust control device for an internal combustion engine capable of suppressing the cost of an exhaust purification catalyst while improving the exhaust purification performance. Is to provide.

  In order to achieve the above object, in the exhaust control device for an internal combustion engine according to claim 1, a front-stage exhaust purification catalyst provided in an exhaust passage of the internal-combustion engine, and a rear-stage exhaust purification provided downstream of the front-stage exhaust purification catalyst. A catalyst, a first temperature detecting means for detecting the temperature of the front exhaust purification catalyst, a second temperature detecting means for detecting the temperature of the rear exhaust purification catalyst, and detecting the amount of intake air taken into the internal combustion engine On the basis of the intake air amount detection means, the first temperature detection means, the second temperature detection means, and the intake air amount detection means, the air-fuel ratio of the exhaust gas of the internal combustion engine is set to a lean air-fuel ratio and a rich air-fuel ratio. Air-fuel ratio modulation control means for forcibly modulating the air-fuel ratio modulation control means, and the air-fuel ratio modulation control means, when the intake air amount is equal to or less than a predetermined air amount, based on the upstream exhaust purification catalyst temperature, Fuel ratio and rich sky Set the modulation amplitude of the ratio, wherein when the amount of intake air is larger than the predetermined air amount, based on the post-stage exhaust gas cleaning catalyst temperature, and sets the modulation amplitude.

According to a second aspect of the present invention, there is provided an exhaust control device for an internal combustion engine according to the first aspect, wherein the air-fuel ratio modulation control means has a map of the catalyst temperature and the modulation amplitude in advance, and the pre-stage exhaust purification catalyst temperature or the rear-stage The modulation amplitude is set based on an exhaust purification catalyst temperature and the map.
Further, in the exhaust gas purification apparatus for an internal combustion engine according to claim 3, the air-fuel ratio modulation control means according to claim 1 or 2, wherein the air-fuel ratio modulation control means preliminarily has a catalyst temperature higher than the pre-catalyst temperature range and the pre-catalyst temperature range. A region setting means divided into a temperature region after warm-up and a catalyst activity promotion temperature region that is higher than the temperature region before catalyst activation and lower than the temperature region after catalyst warm-up; Based on the rear exhaust purification catalyst temperature and the region setting means, the modulation amplitude is decreased when the front exhaust purification catalyst temperature or the rear exhaust purification catalyst temperature is within the temperature range before the catalyst activation of the region setting means. And the modulation amplitude is set to the pre-catalyst activation temperature when the pre-exhaust purification catalyst temperature or the post-exhaust purification catalyst temperature is within the post-catalyst warm-up temperature region of the region setting means. The modulation amplitude is set to be larger than the modulation amplitude of the region, and the modulation amplitude is set to the post-catalyst warm-up temperature when the front exhaust purification catalyst temperature or the rear exhaust purification catalyst temperature is the catalyst activation promotion temperature region of the region setting means. It is characterized by being set larger than the modulation amplitude of the region.

  According to a fourth aspect of the present invention, there is provided an exhaust gas control apparatus for an internal combustion engine according to any one of the first to third aspects, wherein the exhaust gas control device is provided between the front exhaust gas purification catalyst and the rear exhaust gas purification catalyst. And a second oxygen concentration detection means for detecting the oxygen concentration of the exhaust gas provided downstream of the rear exhaust purification catalyst, and the air-fuel ratio modulation control means includes the intake air When the air amount is equal to or less than the predetermined air amount, an average value of the air-fuel ratio between the lean air-fuel ratio and the rich air-fuel ratio is set based on the detection result of the first oxygen concentration detecting means, and the intake air amount is When the amount of air is larger than the predetermined amount of air, the average value of the air-fuel ratio is set based on the detection result of the second oxygen concentration detection means.

According to a fifth aspect of the present invention, there is provided an exhaust gas control apparatus for an internal combustion engine according to any one of the first to fourth aspects, wherein the air-fuel ratio modulation control means performs modulation 1 between the lean air-fuel ratio and the rich air-fuel ratio. In the cycle, the period that is the lean air-fuel ratio is made longer than the period that is the rich air-fuel ratio.
Further, in the exhaust gas control apparatus for an internal combustion engine according to claim 6, in any one of claims 1 to 5, the air-fuel ratio modulation control unit is configured to perform modulation between the lean air-fuel ratio and the rich air-fuel ratio. In the cycle, the enrichment degree that is the absolute value of the difference between the equivalence ratio and the stoichiometric ratio at the rich air-fuel ratio is greater than the leaning degree that is the absolute value of the difference between the equivalence ratio and the stoichiometric ratio at the lean air-fuel ratio. It is large.

  Further, in an exhaust control device for an internal combustion engine according to a seventh aspect of the present invention, in any one of the first to sixth aspects, the first catalyst state detecting means for detecting the state of the front stage exhaust purification catalyst and the rear stage exhaust purification catalyst And a second catalyst state detecting means for detecting the state of the engine, wherein the air-fuel ratio modulation control means detects the detection result of the first catalyst state detecting means when the intake air amount is less than or equal to the predetermined air amount. The average value of the air-fuel ratio is shifted to a rich side when the state of the front-stage exhaust purification catalyst is a lean atmosphere, and the average of the air-fuel ratio is shifted when the state of the front-stage exhaust purification catalyst is a rich atmosphere. The value is shifted to the lean side, and after the shift, the average value of the air-fuel ratio is restored to the average value of the air-fuel ratio before the shift, and when the intake air amount is larger than the predetermined air amount, the second catalyst Based on the detection result of the state detection means, when the state of the rear exhaust purification catalyst is a lean atmosphere, the average value of the air-fuel ratio is shifted to the rich side, and the state of the rear exhaust purification catalyst is a rich atmosphere Further, the average value of the air-fuel ratio is shifted to the lean side, and the average value of the air-fuel ratio is returned to the average value of the air-fuel ratio before the shift after the shift.

  In the exhaust control device for an internal combustion engine according to claim 8, the air-fuel ratio modulation control means according to any one of claims 1 to 6, wherein the intake air amount is equal to or less than the predetermined air amount. When the air-fuel ratio downstream of the preceding exhaust purification catalyst is lean based on the detection result of the first oxygen concentration detection means, the average value of the air-fuel ratio is shifted to the rich side, and the air-fuel ratio is rich When the average value of the air-fuel ratio is shifted to the lean side, the average value of the air-fuel ratio is restored to the average value of the air-fuel ratio before the shift after the shift, and the intake air amount is larger than the predetermined air amount Based on the detection result of the second oxygen concentration detection means, when the air-fuel ratio downstream of the rear exhaust purification catalyst is lean, the average value of the air-fuel ratio is shifted to the rich side, and the air-fuel ratio is rich. Is The average value of the air-fuel ratio in the case to shift to the lean side, characterized in that to return to the mean value of the air-fuel ratio before shifting average value of the air-fuel ratio after the shift.

According to the first aspect of the present invention, when the intake air amount is equal to or less than the predetermined air amount, the modulation amplitude between the lean air-fuel ratio and the rich air-fuel ratio is set based on the upstream exhaust purification catalyst temperature, and the intake air amount is predetermined. When the amount of air is larger than the amount of air, the modulation amplitude between the lean air-fuel ratio and the rich air-fuel ratio is set based on the exhaust gas purification catalyst temperature.
As described above, the amplitude of the modulation between the lean air-fuel ratio and the rich air-fuel ratio is set by selectively using the front-stage exhaust purification catalyst temperature and the rear-stage exhaust purification catalyst temperature depending on the intake air amount. Therefore, when the exhaust flow rate is reduced and the chemical components in the exhaust gas can be purified only with the front-stage exhaust purification catalyst, the temperature of the catalyst can be promoted or the catalyst can be increased by changing the modulation amplitude according to the front-stage exhaust purification catalyst temperature. CO and HC discharged without being purified can be suppressed. In addition, when the intake air amount is large and therefore the exhaust flow rate is large, and it is necessary to purify the chemical components in the exhaust gas with the front-stage exhaust purification catalyst and the rear-stage exhaust purification catalyst, the amplitude of the modulation depends on the rear-stage exhaust purification catalyst temperature. By changing the above, it is possible to promote the temperature rise of the catalyst and to suppress CO and HC discharged without being purified by the catalyst.

Therefore, it is possible to purify the chemical substances in the exhaust by efficiently using the front-stage exhaust purification catalyst and the rear-stage exhaust purification catalyst, and to reduce the amount of noble metal used for the exhaust purification catalyst and to reduce the cost of the exhaust purification catalyst. Can do.
According to the second aspect of the present invention, there is a map of the catalyst temperature and the modulation amplitude, and the modulation amplitude is set based on the front-stage exhaust purification catalyst temperature or the rear-stage exhaust purification catalyst temperature and the map.

As described above, the modulation amplitude is set based on the map, and if the catalyst is at a temperature before activation, the slip of the CO and HC catalyst is suppressed and the temperature of the catalyst needs to be increased. The temperature rise of the catalyst can be promoted. Further, if the temperature is after completion of warming up of the catalyst, the fuel injection amount can be reduced while maintaining the temperature of the catalyst at an appropriate temperature.
Therefore, before the catalyst is activated, the catalyst is prevented from slipping and CO and HC are prevented from being discharged. When the temperature of the catalyst needs to be increased, the temperature of the catalyst is increased and the temperature of the catalyst is further increased. Then, since the temperature of the catalyst can be maintained, the chemical substances in the exhaust gas can be purified efficiently by using the front stage exhaust purification catalyst and the rear stage exhaust purification catalyst, and the amount of noble metal used for the exhaust purification catalyst can be reduced. This can suppress the cost of the exhaust purification catalyst. Further, in the temperature range after the completion of warming up of the catalyst, unnecessary fuel injection is suppressed, so that fuel consumption can be improved. Further, the modulation amplitude can be easily set based on the catalyst temperature in each of the case where the intake air amount is equal to or less than the predetermined air amount and the case where the intake air amount is larger than the predetermined air amount.

  According to the third aspect of the present invention, if the front-stage exhaust purification catalyst temperature or the rear-stage exhaust purification catalyst temperature is in the pre-catalyst temperature range, the modulation amplitude is set small, and the front-stage exhaust purification catalyst temperature or the rear-stage exhaust purification catalyst temperature If the temperature range is after the catalyst warm-up, the modulation amplitude is set to be larger than the modulation amplitude in the temperature range before the catalyst activation, and if the upstream exhaust purification catalyst temperature or the post-exhaust purification catalyst temperature is in the catalyst activation promotion temperature range, Since the modulation amplitude is set larger than the modulation amplitude in the temperature region after the catalyst is warmed up, and the modulation amplitude is set for each temperature region of the catalyst, the control can be simplified.

According to the invention of claim 4, the air-fuel ratio is determined based on the detection result of either the first oxygen concentration detection means or the second oxygen concentration detection means downstream of the upstream exhaust purification catalyst, depending on the intake air amount. The average value is set.
As described above, the average value of the air-fuel ratio between the lean air-fuel ratio and the rich air-fuel ratio is set by properly using the oxygen concentration downstream of the front-stage exhaust purification catalyst and the oxygen concentration downstream of the rear-stage exhaust purification catalyst depending on the intake air amount. For example, if the intake air amount is small and the exhaust flow rate is small and the chemical components in the exhaust can be purified only with the front exhaust purification catalyst, the average value of the air-fuel ratio is changed depending on the oxygen concentration downstream of the front exhaust purification catalyst. Thus, it is possible to promote the temperature rise of the catalyst and to suppress CO and HC discharged without being purified by the catalyst. In addition, when the amount of intake air is large, the exhaust flow rate is large, and it is necessary to purify the chemical components in the exhaust gas with the front-stage exhaust purification catalyst and the rear-stage exhaust purification catalyst, the air is exhausted depending on the oxygen concentration downstream of the rear-stage exhaust purification catalyst. By changing the average value of the fuel ratio, it is possible to promote the temperature rise of the catalyst and to suppress CO and HC discharged without being purified by the catalyst.

Therefore, the chemical substances in the exhaust gas can be purified more efficiently by using the front-stage exhaust purification catalyst and the rear-stage exhaust purification catalyst, and the amount of noble metal used for the exhaust purification catalyst can be reduced, thereby reducing the cost. it can.
According to the fifth aspect of the present invention, in one cycle of modulation between the lean air-fuel ratio and the rich air-fuel ratio, the lean air-fuel ratio period is made longer than the rich air-fuel ratio period. Therefore, the purification efficiency of HC and NOx in the catalyst can be increased. Therefore, the amount of noble metal used for the exhaust purification catalyst can be suppressed and the cost can be suppressed.

  According to the sixth aspect of the present invention, the enrichment degree is made larger than the lean degree in one cycle of the modulation between the lean air-fuel ratio and the rich air-fuel ratio. More NOx purification efficiency can be achieved at the lean air-fuel ratio by adsorbing more. Thereby, the usage-amount of the noble metal used for an exhaust gas purification catalyst can be suppressed, and cost can be suppressed.

According to the invention of claim 7, the state of the front exhaust purification catalyst or the rear exhaust purification catalyst shifts the average value to the rich side immediately after the lean atmosphere, and the state of the front exhaust purification catalyst becomes the average immediately after the rich atmosphere. The value is shifted to the lean side, and after the shift, the average value of the air-fuel ratio is restored to the average value of the air-fuel ratio before the shift.For example, if the fuel cut is performed by turning off the accelerator, the air-fuel ratio becomes excessively lean. The state becomes the state, and O ₂ becomes excessive in the upstream exhaust purification catalyst, and after the lean atmosphere, the NOx purification efficiency decreases. Further, when the internal combustion engine is operated at a high load with a sudden accelerator ON on an uphill road or the like, the air-fuel ratio becomes excessively rich, and the surface of the front exhaust purification catalyst is covered with CO or HC, and the HC purification efficiency decreases.

Therefore, the NOx or HC purification efficiency can be increased by shifting the average value of the air-fuel ratio to the rich side immediately after the lean atmosphere and to the lean side immediately after the rich atmosphere. The amount used can be reduced, and the cost can be reduced.
According to the invention of claim 8, the average value of the air-fuel ratio is shifted to the rich side immediately after the air-fuel ratio downstream of the front-stage exhaust purification catalyst or the rear-stage exhaust purification catalyst is lean, and immediately after the air-fuel ratio is rich. The average value of the fuel ratio is shifted to the lean side, and after the shift, the average value of the air-fuel ratio is restored to the average value of the air-fuel ratio before the shift. The amount can be reduced and the cost can be reduced.

1 is a schematic configuration diagram of an engine to which an exhaust control device for an internal combustion engine according to the present invention is applied. It is a flowchart of A / F modulation control which ECU performs. It is a figure which shows the waveform pattern of the air fuel ratio which concerns on embodiment of this invention in time series. It is a map which shows the modulation amplitude in the catalyst temperature which concerns on embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of an intake port fuel injection engine (hereinafter referred to as engine 1) (internal combustion engine) to which an exhaust control device for an internal combustion engine is applied.
As shown in FIG. 1, the engine 1 is a four-cycle in-line four-cylinder gasoline engine that injects fuel into the intake port 12 from a fuel injection valve 22 disposed in the intake manifold 21 toward the intake valve 14. FIG. 1 shows a longitudinal section of one cylinder of the engine 1. In addition, illustration and description are abbreviate | omitted as what has the same structure also about another cylinder.

As shown in FIG. 1, the engine 1 is configured by mounting a cylinder head 3 on a cylinder block 2.
The cylinder block 2 is provided with a water temperature sensor 4 that detects the temperature of cooling water that cools the engine 1. A piston 6 is provided in the cylinder 5 formed in the cylinder block 2 so as to be slidable up and down. The piston 6 is connected to a crankshaft 8 via a connecting rod 7. The cylinder block 2 is provided with a crank angle sensor 9 that detects the rotational speed of the engine 1 and the phase of the crankshaft 8. A combustion chamber 10 is formed by the cylinder head 3, the cylinder 5, and the piston 6.

  The cylinder head 3 is provided with a spark plug 11 so as to face the combustion chamber 10. Further, an intake port 12 is formed in the cylinder head 3 from the combustion chamber 10 toward one side surface of the cylinder head 3, and an exhaust port 13 is formed from the combustion chamber 10 toward the other side surface of the cylinder head 3. Yes. The cylinder head 3 is provided with an intake valve 14 that communicates and shuts off the combustion chamber 10 and the intake port 12, and an exhaust valve 15 that communicates and shuts off the combustion chamber 10 and the exhaust port 13. . Further, camshafts 18 and 19 having cams 16 and 17 for driving the intake valve 14 and the exhaust valve 15 are provided on the cylinder head 3. A cam angle sensor 20 that detects the phase of the camshaft 18 is provided at the top of the cylinder head 3. An intake manifold 21 is connected to one side surface of the cylinder head 3 so as to communicate with the intake port 12.

  The intake manifold 21 is provided with a fuel injection valve 22 that injects fuel into the intake port 12. An intake pipe 23, a surge tank 24 for temporarily storing the intake air, and an electronically controlled throttle valve 25 for adjusting the intake air flow rate are provided at the intake upstream end of the intake manifold 21. The surge tank 24 is provided with an intake pressure sensor (not shown). The electronically controlled throttle valve 25 is provided with a throttle position sensor 26 that detects the degree of opening of the throttle valve.

The intake pipe 23 on the upstream side of the electronically controlled throttle valve 25 is provided with an air flow sensor (intake air amount detection means) 27 for detecting the intake air flow rate, and the intake air at the intake upstream end of the intake pipe 23 An air cleaner 28 is provided for removing dust and the like therein.
On the other hand, an exhaust manifold 29 is connected to the side surface of the cylinder head 3 opposite to the side surface to which the intake manifold 21 is connected so as to communicate with the exhaust port 13. An exhaust pipe (exhaust passage) 30 is connected to the exhaust downstream end of the exhaust manifold 29 so as to communicate therewith. In addition, downstream of the exhaust pipe 30 is provided with a pre-stage three-way catalyst (pre-stage exhaust purification catalyst) 31 having a function of purifying CO, HC and NOx in the exhaust. The front three-way catalyst 31 is provided with a front temperature sensor (first temperature detection means) 32 that detects the temperature of the front three-way catalyst 31. A front O ₂ sensor (first oxygen concentration detection means) 33 for detecting the oxygen concentration in the exhaust gas that has passed through the front three-way catalyst 31 is disposed downstream of the front three-way catalyst 31 in the exhaust pipe 30. ing. Further, the exhaust pipe 30 downstream of the front O ₂ sensor 33 is provided with a rear three-way catalyst (a rear exhaust purification catalyst) 34 having a function of purifying CO, HC and NOx in the exhaust. The rear three-way catalyst 34 is provided with a rear temperature sensor (second temperature detecting means) 35 that detects the temperature of the rear three-way catalyst 34. Further, in the downstream of the subsequent three-way catalyst 34 of the exhaust pipe 30, the rear O ₂ sensor (second oxygen concentration detector) 36 for detecting the oxygen concentration in the exhaust gas passing through the subsequent three-way catalyst 34 is disposed ing.

The front-stage three-way catalyst 31 and the rear-stage three-way catalyst 34 are supported by a carrier in which a passage through which exhaust gas passes in a honeycomb shape is formed of ceramic, stainless steel, or the like, and a catalyst layer formed on the carrier in two layers, an inner layer and a surface layer. Has been. In the inner layer, palladium (Pd), ceria (CeO ₂ ) for enhancing the ternary function, and the like are added. Further, rhodium (Rh) or the like is added to the surface layer.
And it is a control apparatus for performing comprehensive control including operation control of the engine 1, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), and the like. An electronic control unit (air-fuel ratio modulation control means) (ECU) 40 is provided.

Water temperature sensor 4, crank angle sensor 9, cam angle sensor 20, intake pressure sensor, throttle position sensor 26, air flow sensor 27, front temperature sensor 32, front O ₂ sensor 33, rear temperature sensor 35, rear O ₂ sensor 36 and vehicle Various sensors such as a vehicle speed sensor (not shown) for detecting the vehicle speed are electrically connected to the input side of the ECU 40 mounted on the vehicle, and detection information from these sensors is input to the ECU 40.

On the other hand, various devices such as the spark plug 11, the fuel injection valve 22, and the electronic control throttle valve 25 are electrically connected to the output side of the ECU 40, and these various devices receive detection information from various sensors. Based on the calculated ignition timing, fuel injection amount, fuel injection timing, throttle opening, and the like are output.
Next, the air-fuel ratio control in the ECU 40 will be described.

  FIG. 2 is a flowchart of A / F modulation control (air-fuel ratio modulation control) executed by the ECU 40. FIG. 3 is a diagram showing the air-fuel ratio waveform pattern in time series. In the figure, the alternate long and short dash line indicates the air-fuel ratio modulation average value AFave, and the broken line indicates the theoretical air-fuel ratio AFst. FIG. 4 is a map showing the modulation amplitude at the catalyst temperature, where (a) shows the pre-catalytic activity region, (b) shows the catalytic activity promotion region, and (c) shows the post-catalyst warm-up region. Yes.

As shown in FIG. 2, in step S <b> 10, the coolant temperature of the engine 1 is detected from the detection signal of the water temperature sensor 4. Then, the process proceeds to step S12.
In step S12, based on the output signals of the front O ₂ sensor 33 and the rear O ₂ sensor 36, the activation conditions of the O ₂ sensors 33 and 36 are detected. Then, the process proceeds to step S14.

In step S14, the front-stage three-way catalyst temperature and the rear-stage three-way catalyst temperature, which are the temperatures of the front-stage three-way catalyst 31 and the rear-stage three-way catalyst 34, are detected from the detection signals of the front temperature sensor 32 and the rear temperature sensor 35. . Then, the process proceeds to Step 16.
In step S16, the intake air amount is detected from the detection signal of the air flow sensor 27. Then, the process proceeds to step S18.

  In step S18, it is determined whether or not the preceding three-way catalyst 31 is a control target. Specifically, it is determined whether or not the intake air amount detected in step S16 is equal to or less than a predetermined air amount. If the determination result is true (Yes) and the intake air amount is equal to or less than the predetermined air amount, the control is performed on the preceding three-way catalyst 31 and the process proceeds to step S20, and the determination result is negative (No) and the intake air amount is greater than the predetermined air amount. If there are more, the latter three-way catalyst 34 is targeted, and the process proceeds to step S24.

  In step S20, control parameters for A / F modulation control of the front-stage three-way catalyst 31 are determined. Specifically, as shown in FIG. 3, the rich air-fuel ratio AFrich is set to be shorter than the lean air-fuel ratio AFlean in one cycle of A / F modulation control. Further, the excess air ratio λrich at the rich air-fuel ratio AFrich, that is, the rich degree calculated as an absolute value by subtracting the stoichiometric ratio (= 1) from the equivalent ratio of the rich air-fuel ratio AFrich is the excess air at the lean air-fuel ratio AFlean. The excess air ratio λst at the stoichiometric air-fuel ratio AFst, that is, the stoichiometric ratio (= 1) is subtracted from the equivalence ratio of the ratio λlean, that is, the lean air-fuel ratio AFlean, so as to be larger than the lean degree calculated as an absolute value. . Further, the modulation amplitude of the waveform pattern of the air-fuel ratio is determined based on the previous three-way catalyst temperature detected in step S14 and the preset map shown in FIG. Then, the process proceeds to step S22.

In step S < _b > 22, A / F modulation control using the front O ₂ sensor 33 downstream of the upstream three-way catalyst 31 is performed. Specifically, the modulation average air-fuel ratio AFave shown in FIG. 3 is shifted to the lean side or the rich side based on the detection result of the front O ₂ sensor 33, that is, based on the oxygen concentration downstream of the upstream three-way catalyst 31. For example, if the fuel cut is performed by turning off the accelerator or the like and the air-fuel ratio downstream of the upstream three-way catalyst 31 becomes lean, the modulation average air-fuel ratio AFave is shifted to the rich side, and the air-fuel ratio downstream of the upstream three-way catalyst 31 Is rich, the modulated average air-fuel ratio AFave is shifted to the lean side, and after the shift, the modulated average air-fuel ratio AFave is returned to the modulated average air-fuel ratio AFave before the shift. Then, the process proceeds to step S28.

  In step S24, control parameters for A / F modulation control of the latter-stage three-way catalyst 34 are determined. Specifically, as in step S20, the rich air-fuel ratio AFrich is set to be shorter than the lean air-fuel ratio AFlean in one cycle of A / F modulation control. Further, the rich degree is set to be larger than the lean degree. Further, the modulation amplitude of the air-fuel ratio waveform pattern is determined based on the subsequent three-way catalyst temperature detected in step S14 and the preset map shown in FIG. Then, the process proceeds to step S26.

In step S26, A / F modulation control using the rear O ₂ sensor 36 downstream of the rear three-way catalyst 34 is performed. Specifically, the modulation average air-fuel ratio AFave shown in FIG. 3 is shifted to the lean side or the rich side based on the detection result of the rear O ₂ sensor 36, that is, the oxygen concentration downstream of the rear three-way catalyst 34. For example, if the fuel cut is performed by turning off the accelerator or the like, and the air-fuel ratio downstream of the rear three-way catalyst 34 becomes lean, the modulation average air-fuel ratio AFave is shifted to the rich side, and the air fuel ratio downstream of the rear three-way catalyst 34 Is rich, the modulated average air-fuel ratio AFave is shifted to the lean side, and after the shift, the modulated average air-fuel ratio AFave is returned to the modulated average air-fuel ratio AFave before the shift. Then, the process proceeds to step S28.

In step S28, it is determined whether or not the A / F modulation control condition has ended. If the determination result is true (Yes) and the A / F modulation control condition is ended, the routine is returned. If the determination result is No (No) and the A / F modulation control condition is not ended, step S10 is performed. Return to.
As described above, in the exhaust gas control apparatus for an internal combustion engine according to the present invention, the A / F modulation control is based on the temperature of the front three-way catalyst 31 with the front three-way catalyst 31 being controlled when the intake air amount is equal to or less than the predetermined air amount. The modulation amplitude of the A / F modulation control is set, and when the intake air amount is larger than the predetermined air amount, the rear three-way catalyst 34 is set as the control target, and the modulation amplitude of the A / F modulation control is based on the rear three-way catalyst temperature. Is set.

  Therefore, the control target is switched between the front three-way catalyst 31 and the rear three-way catalyst 34 depending on the intake air amount, and the modulation amplitude is set based on the front three-way catalyst temperature or the rear three-way catalyst temperature. When the intake air amount is small and the exhaust flow rate is small and the chemical components in the exhaust gas can be purified only by the front three-way catalyst 31, the modulation amplitude is controlled by the temperature of the front three-way catalyst 31. The temperature increase of the catalyst 31 can be promoted, and CO and HC discharged without being purified by the preceding three-way catalyst 31 can be suppressed. In addition, when the intake air amount is large and the exhaust flow rate is large and the chemical components in the exhaust gas need to be purified by the front three-way catalyst 31 and the rear three-way catalyst 34, the temperature depends on the temperature of the rear three-way catalyst 34. By controlling the modulation amplitude, it is possible to promote the temperature rise of the rear three-way catalyst 34 and to suppress CO and HC discharged without being purified by the rear three-way catalyst 34.

As a result, the front three-way catalyst 31 and the second three-way catalyst 34 can be efficiently used to purify the chemical substances in the exhaust, and the precious metal used for the first three-way catalyst 31 and the second three-way catalyst 34 can be purified. The amount of these three-way catalysts 31, 34 can be reduced by reducing the amount used.
In addition, since the modulation amplitude is determined based on the map and the previous three-way catalyst temperature or the latter three-way catalyst temperature, the catalyst is prevented from slipping and CO and HC are discharged before the catalyst is activated, When the temperature of the catalyst needs to be increased, the temperature of the catalyst is accelerated, and when the temperature of the catalyst is further increased, the temperature of the catalyst can be maintained. Can be used to purify chemicals in the exhaust. Further, in the temperature range after the completion of warming up of the catalyst, unnecessary fuel injection is suppressed, so that fuel consumption can be improved.

Further, since the air-fuel ratio waveform pattern is determined so that the period of lean air-fuel ratio AFlean is longer than the period of rich air-fuel ratio AFrich in one cycle of A / F modulation control, the NOx purification efficiency is improved. Can be high.
In addition, since the air / fuel ratio waveform pattern of the A / F modulation control is determined so that the rich degree is larger than the lean degree in one cycle of the A / F modulation control, the inner layer palladium includes the exhaust gas in the exhaust gas. More CO and HC can be adsorbed, and the NOx purification efficiency can be increased at the lean air-fuel ratio.

Further, depending on the intake air amount, the oxygen concentration is a lean air-fuel ratio based on the detection result of the front O ₂ sensor 33 downstream of the front three-way catalyst 31 or the detection result of the rear O ₂ sensor 36 downstream of the rear three-way catalyst 34. If there is, the modulated average air-fuel ratio AFave is shifted to the rich side. For example, if the fuel is cut by turning off the accelerator or the like, the air-fuel ratio becomes excessively lean, and O ₂ becomes excessive in the front three-way catalyst 31. After the lean air-fuel ratio, the NOx purification efficiency decreases. . Further, when the engine 1 is operated at a high load when the accelerator is suddenly turned on on an uphill road or the like, the air-fuel ratio becomes excessively rich, and the surface of the three-way catalyst 31 is covered with CO or HC, and the HC purification efficiency decreases. .

Accordingly, the NOx or HC purification efficiency can be increased by shifting the modulation average air-fuel ratio AFave to the rich side immediately after the lean air-fuel ratio and to the lean side immediately after the rich air-fuel ratio. The amount of noble metal used can be reduced, and the cost can be reduced.
This is the end of the description of the embodiment of the present invention. However, the embodiment of the present invention is not limited to the above embodiment.

In the above embodiment, the oxygen concentration downstream of the upstream three-way catalyst 31 is detected by the O ₂ sensor 33, and the modulation average air-fuel ratio AFave is changed by the air-fuel ratio of the exhaust gas. However, the present invention is not limited to this. Instead of this, the state of the front three-way catalyst 31 may be detected by a catalyst state detection means (for example, a linear A / F sensor), and the modulation average air-fuel ratio AFave may be changed based on the detection result.

In the above embodiment, the modulation waveform is a rectangular wave. However, the present invention is not limited to this, and it may be a triangular waveform or a sawtooth waveform, and the same effect can be obtained.
Further, the modulation amplitude is determined based on the map and the previous three-way catalyst temperature or the latter three-way catalyst temperature. However, the present invention is not limited to this. For example, as shown in FIG. To set the area indicating the catalyst state (here, the pre-catalyst activation area, the catalytic activation promotion area, and the post-catalyst warm-up area), and depending on the area, set the modulation amplitude to be small if it is within the pre-catalyst activation area If within the area after catalyst warm-up, the modulation amplitude is set to be greater than the modulation amplitude in the area before catalyst activation, and further in the case of the catalyst activation promotion area, the modulation amplitude is greater than the modulation amplitude in the area after catalyst warm-up, The modulation amplitude may be determined uniformly in each region.

1 engine (internal combustion engine)
27 Air flow sensor (intake air amount detection means)
30 Exhaust pipe (exhaust passage)
31 First three-way catalyst (first exhaust purification catalyst)
32 Front temperature sensor (first temperature detection means)
33 Front O ₂ sensor (first oxygen concentration detection means)
34 Second-stage three-way catalyst (second-stage exhaust purification catalyst)
35 Rear temperature sensor (second temperature detection means)
36 Rear O ₂ sensor (second oxygen concentration detection means)
40 ECU (air-fuel ratio modulation control means)

Claims (8)

A pre-stage exhaust purification catalyst provided in the exhaust passage of the internal combustion engine;
A rear exhaust purification catalyst provided downstream of the front exhaust purification catalyst;
First temperature detection means for detecting the temperature of the front stage exhaust purification catalyst;
A second temperature detecting means for detecting the temperature of the rear exhaust purification catalyst;
An intake air amount detecting means for detecting an intake air amount sucked into the internal combustion engine;
Based on the first temperature detecting means, the second temperature detecting means, and the intake air amount detecting means, an air-fuel ratio that forcibly modulates the air-fuel ratio of the exhaust gas of the internal combustion engine between a lean air-fuel ratio and a rich air-fuel ratio. Fuel ratio modulation control means,
The air-fuel ratio modulation control unit sets a modulation amplitude between a lean air-fuel ratio and a rich air-fuel ratio based on the upstream exhaust purification catalyst temperature when the intake air amount is equal to or less than a predetermined air amount, and the intake air amount An exhaust control device for an internal combustion engine, wherein the modulation amplitude is set based on the rear exhaust purification catalyst temperature when the amount of air is larger than the predetermined air amount. The air-fuel ratio modulation control means has a map of the catalyst temperature and the modulation amplitude in advance,
The exhaust control device for an internal combustion engine according to claim 1, wherein the modulation amplitude is set based on the front-stage exhaust purification catalyst temperature or the rear-stage exhaust purification catalyst temperature and the map. The air-fuel ratio modulation control means preliminarily sets the catalyst temperature to a temperature range before catalyst activation, a temperature range after catalyst warm-up higher than the temperature range before catalyst activation, and higher than the temperature range before catalyst activation after the catalyst warm-up. Having a region setting means divided into a catalyst activity promoting temperature region lower than the temperature region;
Based on the front-stage exhaust purification catalyst temperature or the rear-stage exhaust purification catalyst temperature and the region setting means, the front-stage exhaust purification catalyst temperature or the rear-stage exhaust purification catalyst temperature is within the temperature range before the catalyst activation of the region setting means. The modulation amplitude is set to be small, and the modulation amplitude is set to the pre-catalyst activation temperature when the front exhaust purification catalyst temperature or the rear exhaust purification catalyst temperature is within the temperature range after the catalyst warm-up of the region setting means. The modulation amplitude is set to be larger than the modulation amplitude of the region, and the modulation amplitude is set to the post-catalyst warm-up temperature when the front exhaust purification catalyst temperature or the rear exhaust purification catalyst temperature is the catalyst activation promotion temperature region of the region setting means. The exhaust control device for an internal combustion engine according to claim 1 or 2, wherein the exhaust control device is set to be larger than a modulation amplitude of the region. A first oxygen concentration detection means provided between the front exhaust purification catalyst and the rear exhaust purification catalyst for detecting the oxygen concentration of exhaust;
A second oxygen concentration detecting means provided downstream of the rear exhaust purification catalyst for detecting the oxygen concentration of the exhaust,
The air-fuel ratio modulation control means includes
When the intake air amount is equal to or less than the predetermined air amount, based on the detection result of the first oxygen concentration detection means, an average value of the air / fuel ratio between the lean air / fuel ratio and the rich air / fuel ratio is set,
4. The air / fuel ratio average value is set based on a detection result of the second oxygen concentration detection means when the intake air amount is larger than the predetermined air amount. 5. An exhaust control device for an internal combustion engine according to claim 1.   The air-fuel ratio modulation control means is characterized in that, in one cycle of modulation between the lean air-fuel ratio and the rich air-fuel ratio, the lean air-fuel ratio is set longer than the rich air-fuel ratio. The exhaust control device for an internal combustion engine according to any one of claims 1 to 4.   The air-fuel ratio modulation control means has a richness degree that is an absolute value of a difference between an equivalence ratio and a stoichiometric ratio in the rich air-fuel ratio in one cycle of modulation between the lean air-fuel ratio and the rich air-fuel ratio. The exhaust control device for an internal combustion engine according to any one of claims 1 to 5, wherein the exhaust control device of the internal combustion engine is greater than a lean degree that is an absolute value of a difference between an equivalence ratio at a lean air-fuel ratio and the stoichiometric ratio. . First catalyst state detection means for detecting the state of the preceding exhaust purification catalyst;
Second catalyst state detecting means for detecting the state of the rear exhaust purification catalyst,
When the intake air amount is equal to or less than the predetermined air amount, the air-fuel ratio modulation control unit is configured such that, based on the detection result of the first catalyst state detection unit, the state of the preceding exhaust purification catalyst is a lean atmosphere. The average value of the air-fuel ratio is shifted to the rich side, and the average value of the air-fuel ratio is shifted to the lean side when the state of the preceding exhaust purification catalyst is in a rich atmosphere, and the average of the air-fuel ratio after the shift While returning the value to the average value of the air-fuel ratio before the shift,
When the intake air amount is larger than the predetermined air amount, the average value of the air-fuel ratio is enriched based on the detection result of the second catalyst state detecting means when the state of the rear exhaust purification catalyst is a lean atmosphere. The average value of the air-fuel ratio is shifted to the lean side when the state of the post-exhaust purification catalyst is a rich atmosphere, and the average value of the air-fuel ratio is shifted to the average of the air-fuel ratio before the shift after the shift. The exhaust control device for an internal combustion engine according to any one of claims 1 to 6, wherein the value is returned to a value. When the intake air amount is equal to or less than the predetermined air amount, the air-fuel ratio modulation control means determines that the air-fuel ratio downstream of the upstream exhaust purification catalyst is lean based on the detection result of the first oxygen concentration detection means. In some cases, the average value of the air-fuel ratio is shifted to the rich side, and when the air-fuel ratio is rich, the average value of the air-fuel ratio is shifted to the lean side, and the average value of the air-fuel ratio is shifted after the shift. While returning to the previous average air-fuel ratio,
When the intake air amount is larger than the predetermined air amount, the average value of the air-fuel ratio is obtained when the air-fuel ratio downstream of the rear exhaust purification catalyst is lean based on the detection result of the second oxygen concentration detection means. When the air-fuel ratio is rich, the average value of the air-fuel ratio is shifted to the lean side, and after the shift, the average value of the air-fuel ratio is restored to the average value of the air-fuel ratio before the shift. The exhaust control device for an internal combustion engine according to any one of claims 1 to 6, characterized in that:

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