JP2016173039A - Exhaust emission control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To promote temperature rise of a selective catalyst reduction type NOx catalyst in purge control.SOLUTION: An exhaust emission control system according to the invention includes a selective catalyst reduction type NOx catalyst 23 provided in an exhaust passage 4 of an engine 1, an intercooler 15 provided in an intake passage 3 of the engine, a bypass passage 50 bypassing the intercooler, a bypass valve 60 for opening and closing the bypass passage, and a control unit 100 for controlling the bypass valve so as to open the bypass passage when execution of purge control for recovering NOx purification capability of the NOx catalyst is requested and a temperature of the NOx catalyst is lower than a prescribed temperature required for purge control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an exhaust gas purification system, and more particularly to a system for purifying exhaust gas of an engine (internal combustion engine).

  A selective catalytic reduction NOx catalyst (SCR: Selective Catalytic Reduction) for purifying nitrogen oxide (NOx) in exhaust gas is installed in an exhaust passage of a compression ignition type internal combustion engine, that is, a diesel engine. A diesel engine is usually equipped with a turbocharger, and an intercooler for cooling the intake air supercharged by the compressor is installed in the intake passage.

  For example, in Patent Document 1, the temperature of the oxidation catalyst provided in the exhaust pipe is detected by a temperature sensor, and when the detected catalyst temperature is lower than the reference temperature, the intake air cooling device interposed in the intake pipe is bypassed to the engine. Supplying and thereby raising the exhaust temperature is described.

JP-A-7-332094

  Due to the sulfur (S) content in the fuel, sulfur components in the exhaust may accumulate in the form of sulfate in the NOx catalyst, and the NOx catalyst may be sulfur poisoned (S poison). When S poisoning occurs, the NOx purification ability of the NOx catalyst decreases. Therefore, purge control is executed for the purpose of forcibly desorbing (purging) the sulfur component from the NOx catalyst and restoring the NOx purification ability of the NOx catalyst.

  Further, urea water is supplied to the selective catalytic reduction type NOx catalyst, but urea contained in the urea water may become solid crystals (white product) and accumulate in the NOx catalyst and in the exhaust pipe. . Even if this solid urea deposition occurs, the NOx purification capacity of the NOx catalyst decreases. Therefore, purge control is executed for the purpose of forcibly desorbing (purging) the solid urea from the NOx catalyst and recovering the NOx purification ability of the NOx catalyst.

  In purging control, in order to perform purging with high efficiency, the NOx catalyst needs to have a sufficiently high temperature suitable for desorption of sulfur components and solid urea. However, when the intake air passes through the intercooler, the intake air is cooled, thereby reducing the temperature of the exhaust gas, and it becomes difficult to raise the catalyst temperature to a temperature necessary for purge control.

  Accordingly, the present invention has been made in view of such circumstances, and an object of the present invention is to provide an exhaust gas purification system capable of promoting the temperature rise of the selective catalytic reduction type NOx catalyst during purge control.

According to one aspect of the invention,
A selective catalytic reduction type NOx catalyst provided in the exhaust passage of the engine;
An intercooler provided in the intake passage of the engine;
A bypass passage for bypassing the intercooler;
A bypass valve for opening and closing the bypass passage;
The bypass valve is configured to open the bypass passage when there is a request for execution of purge control for recovering the NOx purification capability of the NOx catalyst and the temperature of the NOx catalyst is lower than a predetermined temperature required for the purge control. A control unit for controlling
An exhaust gas purification system comprising: is provided.

  The purge control may be for desorbing solid urea adhering to the inside of the NOx catalyst and the inside of the exhaust pipe.

  According to the present invention, an excellent effect that the temperature increase of the selective catalytic reduction type NOx catalyst can be promoted during the purge control is exhibited.

1 is a schematic view of an exhaust gas purification system according to an embodiment of the present invention. It is a flowchart which shows the control routine in this embodiment.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic view of an exhaust gas purification system according to an embodiment of the present invention. The engine (internal combustion engine) 1 is a multi-cylinder compression ignition internal combustion engine mounted on a vehicle, that is, a diesel engine.

  The engine 1 includes an engine body 2, an intake passage 3 and an exhaust passage 4 connected to the engine body 2, and a fuel injection device 5. As is well known, the engine body 2 includes a structure such as a cylinder head, a cylinder block, and a crankcase, and a piston, a crankshaft, a valve mechanism, and the like housed in the structure.

  The fuel injection device 5 includes a common rail fuel injection device, and includes a fuel injection valve, that is, an injector 7 provided in each cylinder, and a common rail 8 connected to the injector 7. The injector 7 directly injects fuel into the cylinder 9. The common rail 8 stores the fuel injected from the injector 7 in a high pressure state.

  The intake passage 3 is mainly defined by an intake manifold 10 connected to the engine body 2 (particularly a cylinder head) and an intake pipe 11 connected to the upstream end of the intake manifold 10. The intake manifold 10 distributes and supplies the intake air sent from the intake pipe 11 to the intake ports of each cylinder. The intake pipe 11 is provided with an air cleaner 12, an air flow meter 13, a compressor 14 </ b> C of the turbocharger 14, an intercooler 15, and an electronically controlled throttle valve 16 in order from the upstream side. The air flow meter 13 is a sensor (intake air amount sensor) for detecting the intake air amount (intake air flow rate) per unit time of the engine 1.

  The exhaust passage 4 is mainly defined by an exhaust manifold 20 connected to the engine body 2 (particularly a cylinder head) and an exhaust pipe 21 disposed on the downstream side of the exhaust manifold 20. The exhaust manifold 20 collects exhaust gas sent from the exhaust port of each cylinder. A turbine 14 </ b> T of the turbocharger 14 is provided between the exhaust pipe 21 or between the exhaust manifold 20 and the exhaust pipe 21. In the exhaust pipe 21 downstream of the turbine 14T, an oxidation catalyst 22 and a NOx catalyst 23 are provided in order from the upstream side. The NOx catalyst 23 is composed of a selective catalytic reduction type NOx catalyst (SCR: Selective Catalytic Reduction).

An oxidation catalyst (DOC: Diesel Oxidation Catalyst) 22 oxidizes and purifies unburned components (hydrocarbon HC and carbon monoxide CO) in the exhaust gas. The oxidation catalyst 22 has a function of heating and raising the temperature of exhaust gas with heat generated during oxidation of HC and CO. The oxidation catalyst 22 also has a function of oxidizing NO in the exhaust to NO _2.

  The selective catalytic reduction type NOx catalyst 23 continuously reduces nitrogen oxide NOx in the exhaust when a reducing agent is added. An addition valve 25 for adding urea water as a reducing agent to the NOx catalyst 23 is provided on the upstream side of the NOx catalyst 23, particularly in the exhaust passage 4 near the inlet. The NOx catalyst 23 reduces and purifies NOx when the catalyst temperature (catalyst bed temperature) is in the active temperature range (for example, 200 to 400 ° C.) and urea water is added. When urea water is added, urea water is hydrolyzed on the catalyst, and ammonia is generated. This ammonia reacts with NOx in the catalyst to reduce NOx.

  It is preferable to provide a particulate filter (DPF: Diesel Particulate Filter) downstream of the oxidation catalyst 22 and upstream of the NOx catalyst 23. The particulate filter collects and removes particulate matter (PM) contained in the exhaust gas. The particulate filter is preferably composed of a so-called continuous regeneration type DPF with a catalyst in which a noble metal (catalyst substance) such as Pt is supported on the inner wall.

  The engine 1 also includes an EGR device 30. The EGR device 30 includes an EGR passage 31 for returning a part of exhaust gas (referred to as “EGR gas”) in the exhaust passage 4 (especially in the exhaust manifold 20) to the intake passage 3 (particularly in the intake manifold 10). The EGR cooler 32 that cools the EGR gas flowing through the EGR passage 31 and the EGR valve 33 for adjusting the flow rate of the EGR gas are provided.

  Further, in the present embodiment, an electronic control unit (hereinafter referred to as “ECU”) 100 serving as a control unit or a controller is provided. ECU 100 includes a CPU, a ROM, a RAM, an input / output port, a storage device, and the like. The ECU 100 controls the injector 7, the throttle valve 16, and the EGR valve 33.

  Regarding the sensors, in addition to the air flow meter 13 described above, a rotational speed sensor 40 for detecting the rotational speed (rpm) of the engine and an accelerator opening sensor 41 for detecting the accelerator opening are provided. Further, exhaust temperature sensors 42 and 43 for detecting the exhaust temperature upstream of the oxidation catalyst 22 and the NOx catalyst 23 or in the vicinity of the inlet are provided. Output signals from these sensors are sent to the ECU 100.

  ECU 100 estimates the temperatures of oxidation catalyst 22 and NOx catalyst 23 based on the exhaust temperature detected by exhaust temperature sensors 42 and 43, respectively. Each temperature may be directly detected by a temperature sensor provided in each of the oxidation catalyst 22 and the NOx catalyst 23, or estimation and detection may be combined. These estimation and detection are collectively referred to as acquisition.

  In the present embodiment, in particular, a bypass passage 50 that bypasses the intercooler 15 is provided. The bypass passage 50 has an upstream end 51 connected to the intake pipe 11 through the intake passage 3 upstream of the intercooler 15 and a downstream end 52 connected to the intake pipe 11 through the intake passage 3 downstream of the intercooler 15. .

  A bypass valve 60 for opening and closing the bypass passage 50 is provided. The bypass valve 60 is a three-way electromagnetic valve installed at a connection position between the upstream end 51 of the bypass passage 50 and the intake pipe 11. The bypass valve 60 has a cooler position A that flows intake air only to the intercooler 15 side and does not flow to the bypass passage 50 side, and a bypass position B that flows intake air only to the bypass passage 50 side and does not flow to the intercooler 15 side. Continuously variable between. The bypass valve 60 is controlled by the ECU 100.

  When the bypass valve 60 is in the cooler position A, the intake passage 3 on the intercooler 15 side is fully opened, and the bypass passage 50 is fully closed. Therefore, for convenience, the opening degree of the bypass valve 60 and the bypass passage 50 at this time is fully closed, that is, 0%. When the bypass valve 60 is in the bypass position B, the intake passage 3 on the intercooler 15 side is fully closed, and the bypass passage 50 is fully opened. Therefore, for convenience, the opening degree of the bypass valve 60 and the bypass passage 50 at this time is fully opened, that is, 100%. The opening degree of the bypass valve 60 is continuously variable between 0% and 100%. As the opening degree of the bypass valve 60 increases, the opening degree of the intake passage 3 on the intercooler 15 side decreases, and the flow rate of the intake air flowing through the intercooler 15 decreases. The opening degree of the bypass passage 50 increases, and the flow rate of the intake air flowing through the bypass passage 50 increases. That is, the flow rate ratio of the intake air flowing through the bypass passage 50 increases with respect to the flow rate ratio of the intake air flowing through the intercooler 15. Except when the opening degree of the bypass valve 60 is 0%, the bypass passage 50 is in an open state. However, normally, the opening degree of the bypass valve 60 is set to 0%.

  Next, the contents of the control of this embodiment will be described.

As described above, due to the sulfur S contained in the fuel, the sulfur component in the exhaust gas adheres or accumulates in the NOx catalyst in the form of sulfate such as BaSO ₄ , and the NOx catalyst 23 is sulfur poisoned ( S poisoning). When this S poisoning occurs, the NOx purification ability of the NOx catalyst 23 decreases. Therefore, purge control is executed for the purpose of forcibly desorbing (purging) the sulfur component from the NOx catalyst and restoring the NOx purification ability of the NOx catalyst 23.

  Further, urea water is supplied to the NOx catalyst 23 from the addition valve 25, but urea contained in the urea water becomes solid crystals (white product) and adheres or accumulates in the NOx catalyst and in the exhaust pipe. Sometimes. Even if this solid urea deposition occurs on the NOx catalyst 23, the NOx purification ability of the NOx catalyst is reduced. Therefore, purge control is executed for the purpose of forcibly desorbing (purging) the solid urea from the NOx catalyst and recovering the NOx purification ability of the NOx catalyst.

  During the execution of the purge control, for example, multi-injection such as post-injection is executed by the injector 7 and the air-fuel ratio of the exhaust gas upstream of the oxidation catalyst 22 is temporarily enriched. Alternatively, fuel may be directly injected into the exhaust passage 4 by an exhaust injector separately installed in the exhaust passage 4.

  As a result, unburned components (particularly HC) contained in the exhaust gas in a relatively large amount are oxidized and burned in the oxidation catalyst 22, and the exhaust gas heated to a high temperature is supplied to the NOx catalyst 23, and the NOx catalyst 23 rises. Be warmed. When the temperature of the NOx catalyst 23 rises above a predetermined temperature necessary for purge control, that is, a minimum temperature necessary for desorbing the sulfur component and solid urea (for example, a value of about 500 to 600 ° C.), the sulfur component and solid Urea is desorbed.

  The desorbed sulfur component (sulfate) is decomposed into sulfur oxide (SOx) in the catalyst. Solid urea is sublimated and desorbed. The desorption of the sulfur component and the desorption of the solid urea are carried out at the same level of catalyst temperature.

  In order to perform purge control with high efficiency, the temperature of the NOx catalyst 23 needs to be equal to or higher than the predetermined temperature necessary for purge control. This predetermined temperature is significantly higher than the activation start temperature of the NOx catalyst 23, that is, the minimum temperature (for example, 200 ° C.) in the activation temperature range of the NOx catalyst 23. Hereinafter, for convenience, this predetermined temperature is referred to as “purge temperature”.

  The ECU 100 performs purge control when the temperature of the NOx catalyst 23 is equal to or higher than the purge temperature. The purge temperature is experimentally obtained in advance and stored in the ECU 100.

  Further, when ECU 100 determines that it is time to perform purge control, ECU 100 executes purge control on the condition that the catalyst temperature condition is satisfied, assuming that there is a request for execution of purge control. This determination can be performed by any method including a known method. For example, when the travel distance of the vehicle or the engine operation time is equal to or greater than a predetermined threshold, it may be determined that the timing at which purge control is necessary has been reached. Alternatively, it may be determined that the timing at which purge control is necessary has been reached based on the result of the deterioration diagnosis of the NOx catalyst 23 performed separately.

  By the way, if the catalyst temperature condition is not satisfied when there is a request for executing such purge control, the purge control cannot be performed substantially, or even if the purge control is performed, it can be performed with high efficiency. Can not.

  Therefore, the ECU 100 controls the bypass valve 60 so as to open the bypass passage 50 when the catalyst temperature condition is not satisfied when the purge control execution request is made. As a result, the intake air can flow through the bypass passage 50, and it is possible to suppress the intake air from passing through the intercooler 15 and being cooled, and thus the exhaust temperature from being lowered. And the temperature rise of the NOx catalyst 23 can be promoted, and the catalyst temperature can be raised to the purge temperature at an early stage.

  In particular, in the present embodiment, when there is a request for execution of purge control and the catalyst temperature condition is not satisfied, the ECU 100 causes the intake valve 3 on the intercooler 15 side to be fully closed and the bypass passage 50 to be fully opened. 60 is controlled to the bypass position B, and the opening degree of the bypass valve 60 is controlled to 100%. As a result, the intake air can be prevented from passing through the intercooler 15, and the intake air can flow only to the bypass passage 50. The maximum temperature increase effect of the NOx catalyst 23 can be obtained.

  Next, a control routine in the present embodiment will be described with reference to FIG. The illustrated routine is repeatedly executed by the ECU 100 at every predetermined calculation cycle τ (for example, 10 msec).

  First, in step S101, it is determined whether there is a purge control execution request. If there is no execution request, the routine is terminated.

  If there is an execution request, it is determined in step S102 whether or not the estimated catalyst temperature Tc of the NOx catalyst 23 is lower than the purge temperature Tcs.

  When the catalyst temperature Tc is lower than the purge temperature Tcs, the bypass valve 60 is controlled to the bypass position B in step S103. Thereby, the catalyst temperature Tc can be raised to the purge temperature Tcs at an early stage. On the other hand, when the catalyst temperature Tc is equal to or higher than the purge temperature Tcs, the bypass valve 60 is controlled to the normal cooler position A in step S104.

  According to this routine, when the purge control is requested and the catalyst temperature Tc is lower than the purge temperature Tcs, the bypass valve 60 is controlled to the bypass position B, so the catalyst temperature Tc is raised to the purge temperature Tcs early. be able to. When the catalyst temperature Tc reaches the purge temperature Tcs, purge control is started or executed in a separate routine, and sulfur components and solid urea adhering or depositing inside the NOx catalyst are desorbed. After the catalyst temperature Tc reaches the purge temperature Tcs, the bypass valve 60 is controlled to the cooler position A.

  Although the basic embodiment of the present invention has been described in detail above, the present invention can be applied to other embodiments as described below.

  (1) In the basic embodiment described above, when the purge control is requested and the catalyst temperature Tc is lower than the purge temperature Tcs, the bypass valve 60 is controlled to the bypass position B and the catalyst temperature is not executed without performing the purge control. After waiting for Tc to become equal to or higher than the purge temperature Tcs, purge control was executed when the catalyst temperature Tc became equal to or higher than the purge temperature Tcs, and the bypass valve 60 was also controlled to the cooler position A.

  On the other hand, in this other embodiment, when there is a request for execution of purge control and the catalyst temperature Tc is lower than the purge temperature Tcs, the bypass valve 60 is controlled to the bypass position B and purge control is executed. When Tc becomes equal to or higher than the purge temperature Tcs, purge control is continued and the bypass valve 60 is controlled to the cooler position A.

  In this way, when the catalyst temperature Tc is lower than the purge temperature Tcs, the exhaust gas is enriched by executing the purge control. However, since the catalyst temperature Tc is not a high temperature necessary for the purge, high purge efficiency can be obtained. Have difficulty. However, the purge temperature control can still raise the catalyst temperature Tc to the purge temperature Tcs more quickly than when the bypass valve 60 is only controlled to the bypass position B. Therefore, the catalyst temperature required for the purge control can be realized earlier, and the purge control can be performed with high efficiency at an earlier timing.

  (2) The installation position and configuration of the bypass valve 60 are arbitrary. For example, a bypass valve 60 composed of the same three-way electromagnetic valve as described above may be installed at the connection position between the downstream end 52 of the bypass passage 50 and the intake pipe 11. Further, the bypass valve 60 may be more simply opened and closed only by the bypass passage 50. However, in this case, since there is no function of closing the intake passage 3 on the intercooler 15 side, some intake air flows through the intercooler 15 even if the bypass valve 60 is opened. The bypass valve 60 may be composed of two two-way solenoid valves instead of the three-way solenoid valve and function in the same manner as the three-way solenoid valve.

  (3) When the bypass valve 60 is opened, the bypass valve 60 may be controlled to an intermediate opening degree that is larger than 0% and smaller than 100%. This is because the flow rate of the intake air flowing through the intercooler 15 can be reduced and the temperature increase effect of the NOx catalyst 23 can be obtained.

  The configurations of the above-described embodiments can be combined partially or wholly unless there is a particular contradiction. The embodiment of the present invention is not limited to the above-described embodiment, and includes all modifications, applications, and equivalents included in the concept of the present invention defined by the claims. Therefore, the present invention should not be construed as being limited, and can be applied to any other technique belonging to the scope of the idea of the present invention.

1 Engine 3 Intake Passage 4 Exhaust Passage 15 Intercooler 21 Exhaust Pipe 23 NOx Catalyst 50 Bypass Passage 60 Bypass Valve 100 Electronic Control Unit (ECU)

Claims (2)

A selective catalytic reduction type NOx catalyst provided in the exhaust passage of the engine;
An intercooler provided in the intake passage of the engine;
A bypass passage for bypassing the intercooler;
A bypass valve for opening and closing the bypass passage;
The bypass valve is configured to open the bypass passage when there is a request for execution of purge control for recovering the NOx purification capability of the NOx catalyst and the temperature of the NOx catalyst is lower than a predetermined temperature required for the purge control. A control unit for controlling
An exhaust gas purification system comprising: The exhaust gas purification system according to claim 1, wherein the purge control is for desorbing solid urea adhering to the inside of the NOx catalyst and the inside of the exhaust pipe.

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