JP4241279B2 - Exhaust gas purification system for internal combustion engine - Google Patents

Description

  The present invention relates to an exhaust gas purification system for an internal combustion engine.

  Storage and reduction type NOx catalysts (hereinafter simply referred to as NOx catalysts) have been developed to purify nitrogen oxides (NOx) in exhaust gas discharged from internal combustion engines, particularly internal combustion engines that perform lean combustion. When the atmosphere around the catalyst is in a high oxygen concentration state, this NOx catalyst occludes NOx in the exhaust gas into the catalyst, and the atmosphere around the catalyst is in a low oxygen concentration state and is an unburned component of fuel that is a reducing component. (Hereinafter referred to as “HC”) is a catalyst that purifies exhaust gas by reducing NOx stored in the catalyst. In the NOx storage / reduction type catalyst, sulfur oxide (SOx) in the exhaust gas is also stored and deposited in the same way as NOx. As the amount of SOx deposition in the NOx catalyst increases, the exhaust purification function of the NOx catalyst increases. There arises a problem that NOx is not sufficiently purified for reduction, and a problem that the oxidation function by the NOx catalyst is lowered.

  Therefore, by raising the temperature of the NOx catalyst in which the amount of SOx deposited has increased, and exposing the NOx catalyst to a constant air-fuel ratio atmosphere in which HC is present, the SOx deposited on the NOx catalyst is separated from the catalyst. Thus, control for recovering the NOx exhaust purification function of the NOx catalyst (hereinafter referred to as “SOx poisoning recovery control”) is performed (see, for example, Patent Document 1). In SOx poisoning recovery control, in order to expose the NOx catalyst to an atmosphere having a constant air-fuel ratio in which HC exists, for example, a method of changing the air-fuel ratio of the exhaust to the rich side by adding fuel to the exhaust passage. Is used.

Further, in the SOx poisoning recovery control, when SOx deposited on the NOx catalyst is released, hydrogen sulfide is generated along with the release, so that there is a problem that the exhaust discharged into the atmosphere gives off a strange odor. As a technology to deal with this problem, the SOx release degree is suppressed based on the amount of SOx deposited on the NOx catalyst so that a large amount of SOx is not generated in a short time in the process of separation of SOx from the NOx catalyst. Thus, a technique for controlling the operation of the internal combustion engine has been disclosed (see, for example, Patent Document 2).
JP 07-217474 A JP 2000-161107 A

  By the way, in the NOx catalyst, its exhaust purification function and oxidation function are reduced as SOx is deposited. For this reason, when the SOx deposited by the SOx poisoning recovery control is separated from the NOx catalyst, if the air-fuel ratio of the exhaust gas flowing into the NOx catalyst is a constant air-fuel ratio, it depends on the amount of SOx deposited on the catalyst. Is a situation in which HC exceeding the oxidation function of the NOx catalyst flows into the catalyst together with the exhaust gas. Under such circumstances, the HC in the exhaust cannot be completely oxidized by the NOx catalyst, and the HC may be released into the atmosphere and white smoke may be generated.

  The present invention has been made in view of such circumstances, and its purpose is to release a large amount of HC into the atmosphere when SOx deposited on the NOx catalyst is released by SOx poisoning recovery control. An object of the present invention is to provide an exhaust gas purification system for an internal combustion engine that can suppress the generation of white smoke.

  In the following, means for achieving the above object and its effects are described.

In order to achieve the above object, according to the first aspect of the present invention, a NOx catalyst for storing and reducing NOx in exhaust gas is provided, and the air-fuel ratio of the exhaust gas flowing into the NOx catalyst is deposited on the catalyst as a predetermined air-fuel ratio. In an exhaust gas purification system for an internal combustion engine that performs SOx poisoning recovery control for separating SOx, an SOx accumulation amount estimating means for estimating an SOx accumulation amount of the NOx catalyst, and a sulfur concentration of fuel used in the internal combustion engine are detected. And an air-fuel ratio of exhaust when the SOx poisoning recovery control is performed is set to a richer-side air-fuel ratio according to the estimated decrease in the accumulated amount of SOx, and the air-fuel ratio is detected. Air-fuel ratio control means for correcting based on the concentration of the sulfur content of the fuel.

  The NOx catalyst stores NOx in the exhaust gas in the atmosphere in a high oxygen concentration atmosphere, and is stored in the catalyst in an atmosphere with a low oxygen concentration and an unburned component of fuel that is a reducing component. The exhaust gas is purified by reducing NOx. Further, SOx in the exhaust gas is also occluded and accumulated in the NOx catalyst, and the exhaust purification function and the oxidation function of the NOx catalyst decrease as the amount of SOx accumulation increases. For this reason, the exhaust purification function and the oxidation function of the NOx catalyst by the SOx poisoning recovery control can be recovered.

  When such SOx poisoning recovery control is performed, the air-fuel ratio of the exhaust gas flowing into the NOx catalyst is adjusted to a predetermined air-fuel ratio by adding fuel into the exhaust gas, adjusting the fuel injection amount or injection timing in the combustion chamber, and the like. As a result, HC as a reducing agent is supplied to the NOx catalyst. As a result, SOx deposited on the NOx catalyst is released. Note that the predetermined air-fuel ratio is the air-fuel ratio of the exhaust gas in which HC necessary for releasing SOx accumulated in the NOx catalyst is supplied to the NOx catalyst.

  Incidentally, the oxidation function of the NOx catalyst varies depending on the amount of SOx deposited. Therefore, if the air-fuel ratio of the exhaust gas flowing into the NOx catalyst is a constant air-fuel ratio, the NOx catalyst's oxidation function decreases when the amount of SOx accumulation in the NOx catalyst is large. There is a risk that the HC inside is not oxidized in the NOx catalyst and released to the atmosphere.

According to the first aspect of the present invention, during the SOx poisoning recovery control, the air-fuel ratio of the exhaust gas flowing into the NOx catalyst is determined as the SOx accumulation amount estimating means so that the exhaust gas flowing out from the NOx catalyst does not contain a large amount of HC. Thus, the richer side is controlled in accordance with the decrease in the SOx deposition amount estimated by the above.

  For this reason, as the SOx poisoning recovery control is executed, the SOx accumulation amount of the NOx catalyst gradually decreases, and the oxidation function of the NOx catalyst gradually recovers, but the exhaust air-fuel ratio becomes richer depending on the degree of recovery. To change. That is, immediately after the start of SOx poisoning recovery control, such as immediately after the start of SOx poisoning recovery control, if the NOx catalyst oxidation function is still low, the air-fuel ratio of the exhaust gas flowing into the NOx catalyst is made the lean air-fuel ratio, and the SOx deposition amount As the oxidation function of the NOx catalyst gradually recovers as a result of the decrease, the air-fuel ratio of the exhaust gas flowing into the NOx catalyst becomes the richer air-fuel ratio. Therefore, it becomes possible to supply HC corresponding to the oxidation function of the NOx catalyst determined by the SOx deposition amount to the NOx catalyst. As a result, the concentration of HC in the exhaust gas flowing out from the NOx catalyst can be suppressed below the allowable HC concentration, and a large amount of HC is prevented from being released into the atmosphere, thereby suppressing the generation of white smoke. Will be able to.

In the above invention, when a deviation occurs between the estimated SOx deposition amount and the actual SOx deposition amount due to the concentration of the sulfur content of the fuel used in the internal combustion engine, as a countermeasure, The air-fuel ratio of the exhaust under SOx poisoning recovery control is corrected according to the concentration of sulfur. Specifically, the concentration of the sulfur content of the fuel used in the internal combustion engine is detected by the detecting means, and when the concentration is high, the air-fuel ratio of the exhaust is corrected to the lean side compared to when the concentration is low. By performing such correction, even if the estimated SOx accumulation amount deviates from the actual SOx accumulation amount, the air-fuel ratio of the exhaust during the SOx poisoning recovery control is suppressed from deviating from an appropriate value, and the above-described white smoke Can be suppressed.

  Here, an embodiment of an exhaust gas purification system for an internal combustion engine according to the present invention will be described based on the drawings. FIG. 1 is a block diagram showing a schematic configuration of an exhaust purification system to which the present invention is applied, an internal combustion engine 1 including the exhaust purification system, and a control system thereof.

  The internal combustion engine 1 is an internal combustion engine having four cylinders 2. Further, a fuel injection valve 3 for directly injecting fuel into the combustion chamber of the cylinder 2 is provided. The fuel injection valve 3 is connected to a pressure accumulation chamber 4 that accumulates fuel at a predetermined pressure. The pressure accumulating chamber 4 communicates with the fuel pump 6 through the fuel supply pipe 5.

  Next, an intake branch pipe 7 is connected to the internal combustion engine 1, and each branch pipe of the intake branch pipe 7 communicates with a combustion chamber of the cylinder 2 via an intake port. Here, the communication between the combustion chamber of the cylinder 2 and the intake port is performed by opening and closing an intake valve (not shown). The intake branch pipe 7 is connected to the intake pipe 8. An air flow meter 9 that outputs an electrical signal corresponding to the mass of the intake air flowing through the intake pipe 8 is attached to the intake pipe 8. An intake throttle valve 10 for adjusting the flow rate of the intake air flowing through the intake pipe 8 is provided at a portion of the intake pipe 8 located immediately upstream of the intake branch pipe 7. The intake throttle valve 10 is provided with an intake throttle actuator 11 that is configured by a step motor or the like and that opens and closes the intake throttle valve 10.

  Here, a compressor housing 17a of a centrifugal supercharger (turbocharger) 17 that operates using exhaust energy as a drive source is provided in a portion of the intake pipe 8 that is located between the air flow meter 9 and the intake throttle valve 10. It has been. In the intake pipe 8, an intercooler 18 for cooling the intake air that has been compressed in the compressor housing 17a and has reached a high temperature is provided at a portion downstream of the compressor housing 17a.

  On the other hand, an exhaust branch pipe 12 is connected to the internal combustion engine 1, and each branch pipe of the exhaust branch pipe 12 communicates with the combustion chamber of the cylinder 2 through an exhaust port. Here, the communication between the combustion chamber of the cylinder 2 and the exhaust port is performed by opening and closing an exhaust valve (not shown). The exhaust branch pipe 12 is provided with a fuel addition valve 30 for adding fuel to the exhaust gas flowing through the exhaust branch pipe 12.

  The exhaust branch pipe 12 is connected to the turbine housing 17 b of the centrifugal supercharger 17. The turbine housing 17b is connected to an exhaust pipe 13, and the exhaust pipe 13 is connected downstream to a muffler (not shown). Further, in the middle of the exhaust pipe 13, there is provided a NOx catalyst 16 for purifying the exhaust by storing and reducing NOx in the exhaust discharged from the internal combustion engine. In place of the NOx catalyst 16, an exhaust purification means that is a filter carrying the NOx catalyst and has a function of collecting particulate matter in the exhaust gas may be used.

  Further, an exhaust throttle valve 14 for adjusting the flow rate of exhaust gas flowing through the exhaust pipe 13 is provided in the exhaust pipe 13 downstream of the NOx catalyst 16. The exhaust throttle valve 14 is provided with an exhaust throttle actuator 15 that is configured by a step motor or the like and that drives the exhaust throttle valve 14 to open and close.

  Here, the fuel injection valve 3 and the fuel addition valve 30 are opened and closed by a control signal from an electronic control unit (hereinafter referred to as ECU: Electronic Control Unit) 20. That is, in accordance with a command from the ECU 20, the fuel injection timing and the fuel injection amount in the fuel injection valve 3 and the fuel addition valve 30 are controlled for each valve.

The ECU 20 is electrically connected to an accelerator opening sensor 19, a crank position sensor 33, and a high sulfur concentration fuel use switch 34.
The accelerator opening sensor 19 outputs a signal corresponding to the accelerator opening to the ECU 20, and the crank position sensor 33 outputs a signal corresponding to the rotation angle of the output shaft of the internal combustion engine 1 to the ECU 20. The ECU 20 receives a signal corresponding to the accelerator opening from the accelerator opening sensor 19, calculates the engine output required for the internal combustion engine 1 based on the signal, and rotates the output shaft of the internal combustion engine 1 from the crank position sensor 33. A signal corresponding to the angle is received, and the engine rotational speed of the internal combustion engine 1 and the cycle state in the cylinder 2 are calculated.

  The high sulfur concentration fuel use switch 34 is operated by the vehicle driver during refueling according to the type of fuel used in the internal combustion engine 1. As the fuel used in the internal combustion engine 1, a fuel whose sulfur concentration is less than a predetermined value is usually used. However, when a fuel having a sulfur concentration higher than the specified value is supplied for some reason, The user turns on the high sulfur concentration fuel use switch 34. Further, when the fuel whose sulfur concentration is the above specified value is sucked, the high sulfur concentration fuel use switch 34 is turned off by the driver. The ECU 20 receives a signal from the high sulfur concentration fuel use switch 34 and thereby detects the sulfur concentration of the fuel used in the internal combustion engine 1.

  Further, the ECU 20 is electrically connected to an exhaust air / fuel ratio sensor 32 that is provided in the exhaust pipe 13 downstream of the NOx catalyst 16 and detects the air / fuel ratio of the exhaust gas flowing out from the catalyst 16. The exhaust air / fuel ratio sensor 32 transmits a voltage corresponding to the concentration of oxygen in the exhaust to the ECU 20 to detect the air / fuel ratio of the exhaust. Exhaust gas discharged from the internal combustion engine 1 is purified by an exhaust gas purification system including the sensor, the NOx catalyst 16 and the like.

  Here, the SOx is stored and accumulated in the NOx catalyst 16 to reduce the purification ability of the NOx catalyst. Therefore, the ECU 20 performs SOx poisoning recovery control for detaching the SOx deposited on the NOx catalyst. In the SOx poisoning recovery control, by setting the air-fuel ratio of the exhaust gas flowing into the NOx catalyst 16 to a predetermined air-fuel ratio, the bed temperature of the NOx catalyst 16 is set to an appropriate temperature, and HC as a reducing agent is converted to NOx. The catalyst 16 is supplied.

  At this time, when an injection command is issued from the ECU 20 to the fuel addition valve 30, the fuel is added to the exhaust by the fuel addition valve 30 and the air-fuel ratio of the exhaust flowing into the NOx catalyst 16 is adjusted. Part of the fuel added to the exhaust gas from the fuel addition valve 30 is oxidized by the oxidation function of the NOx catalyst 16, so that the bed temperature of the NOx catalyst 16 rises and the remaining fuel is supplied to the NOx catalyst 16. As a result, the reducing agent necessary for SOx poisoning recovery control is supplied.

  The control relating to the air-fuel ratio of the exhaust in the SOx poisoning recovery control is performed by estimating the air-fuel ratio of the exhaust flowing into the NOx catalyst 16 based on the air-fuel ratio detected by the exhaust air-fuel ratio sensor 32, and the estimated air-fuel ratio is The amount of fuel added by the fuel addition valve 30 is controlled so that a predetermined exhaust air-fuel ratio is obtained. The relationship between the air-fuel ratio of the exhaust gas in the NOx catalyst 16 and the air-fuel ratio detected by the exhaust air-fuel ratio sensor 32 may be obtained in advance by experiments or the like and stored in the ROM in the ECU 20 as a map.

  Here, in order to release SOx accumulated in the NOx catalyst 16 in the SOx poisoning recovery control, the air-fuel ratio flowing into the NOx catalyst 16 is set to a predetermined air-fuel ratio as described above. As the amount of SOx deposited on the catalyst 16 increases, the oxidation function of the NOx catalyst 16 decreases. Therefore, when the amount of SOx accumulated in the NOx catalyst 16 is large, for example, when SOx poisoning recovery control is just started, the air-fuel ratio of the exhaust gas flowing into the NOx catalyst 16 is excessively rich. In this case, the amount of HC that should be oxidized in the NOx catalyst 16 passes through the NOx catalyst 16 without being oxidized, and a large amount of HC may be released to the atmosphere to generate white smoke.

  A control for suppressing the release of a large amount of HC to the atmosphere when the SOx poisoning recovery control is being performed and thus preventing the generation of white smoke will be described with reference to FIG. FIG. 2 is a flowchart of the control for preventing the generation of white smoke during the SOx poisoning recovery control with the NOx catalyst 16. The control is executed by the ECU 20 together with the SOx poisoning recovery control.

  First, in S100, the amount of SOx deposited on the NOx catalyst 16 is estimated. Specifically, after the previous SOx poisoning recovery control is completed, the fuel consumption amount in the internal combustion engine 1 or the travel distance of the vehicle including the internal combustion engine 1 related to the fuel consumption amount, etc. Estimated from the sulfur concentration of the fuel. When the process of S100 ends, the process proceeds to S101.

  In S101, it is determined whether or not the SOx accumulation amount in the NOx catalyst 16 estimated in S100 is larger than a predetermined accumulation amount. The predetermined accumulation amount is a threshold value for determining that the accumulated SOx needs to be released because the amount of SOx accumulated on the NOx catalyst 16 is large and the exhaust purification function of the NOx catalyst 16 is lowered. is there. Therefore, if it is determined in S101 that the SOx accumulation amount of the NOx catalyst 16 is larger than the predetermined accumulation amount, the processing after S103 is performed in order to release the accumulated SOx. On the other hand, when it is determined in S101 that the SOx accumulation amount of the NOx catalyst 16 is equal to or less than the predetermined accumulation amount, the processing of S100 is performed again.

  In S103, based on the amount of SOx deposited on the NOx catalyst 16, it is suitable for releasing SOx deposited on the NOx catalyst 16, and the HC concentration in the exhaust gas passing through the NOx catalyst 16 does not exceed a predetermined HC concentration. The air-fuel ratio of the exhaust gas flowing into the catalyst 16 is calculated. Specifically, considering that the oxidation function of the NOx catalyst 16 decreases as the amount of SOx deposited on the NOx catalyst 16 increases, when the amount of SOx deposited on the NOx catalyst 16 is large, the lean air-fuel ratio is set. It is calculated so that the air-fuel ratio on the rich side becomes the richer as the detachment of is promoted. The relationship between the SOx accumulation amount and the air-fuel ratio of the exhaust gas flowing into the NOx catalyst 16 is obtained in advance by experiments or the like and stored in the ROM of the ECU 20. The predetermined HC concentration here is a threshold value of the HC concentration at which it is determined that white smoke is generated in the exhaust gas discharged to the atmosphere. As a result, when the SOx accumulated on the NOx catalyst 16 is released, a large amount of HC is suppressed from being released to the atmosphere, thereby preventing white smoke from being generated. When the process of S103 ends, the process proceeds to S104.

  In S104, the fuel addition valve 30 adds fuel to the exhaust discharged from the internal combustion engine 1, whereby the air-fuel ratio of the exhaust flowing into the NOx catalyst 16 is controlled. Specifically, the addition of fuel by the fuel addition valve 30 based on the detected value by the exhaust air-fuel ratio sensor 32 or the like so that the air-fuel ratio of the exhaust flowing into the NOx catalyst 16 becomes the exhaust air-fuel ratio calculated in S103. The amount is controlled. When the process of S104 ends, the process proceeds to S105.

  In S105, the amount of SOx deposited on the NOx catalyst 16 is estimated. This is the amount of SOx deposited considering the amount of SOx released from the NOx catalyst 16 due to the fuel addition in S104. Therefore, in the subsequent control based on the SOx accumulation amount of the NOx catalyst 16 such as control of the air-fuel ratio of the exhaust gas, the SOx accumulation amount of the NOx catalyst 16 estimated in S105 is used. When the process of S105 ends, the process proceeds to S106.

  In S106, it is determined whether or not the SOx amount deposited on the NOx catalyst 16 is less than or equal to the allowable deposition amount. Here, the allowable accumulation amount is a threshold value for determining that the exhaust purification function of the NOx catalyst 16 has been recovered by reducing the amount of SOx accumulated in the NOx catalyst 16. Accordingly, if it is determined in S106 that the amount of SOx deposited on the NOx catalyst 16 is less than or equal to the allowable deposition amount, it is determined that the deposited SOx of the NOx catalyst 16 has been removed, and this control is terminated. On the other hand, if it is determined in S106 that the amount of SOx deposited on the NOx catalyst 16 is larger than the allowable deposition amount, it is determined that the separation of the deposited SOx of the NOx catalyst 16 has not yet ended, and the SOx of the NOx catalyst 16 has not been completed. The processes after S103 are performed until the deposition amount becomes equal to or less than the allowable deposition amount.

  As described above, during the SOx poisoning recovery control, the air-fuel ratio of the exhaust gas flowing into the NOx catalyst 16 is changed from the lean-side air-fuel ratio to the rich-side air-fuel ratio based on the decrease in the SOx accumulation amount of the catalyst 16. The fuel ratio is set. For this reason, it becomes possible to suppress the HC concentration in the exhaust gas that passes through the NOx catalyst 16 and is released to the atmosphere below a predetermined concentration, thereby suppressing the release of a large amount of HC to the atmosphere and generating white smoke. Can be suppressed.

  By the way, the actual SOx accumulation amount of the NOx catalyst 16 is affected by the sulfur concentration of the fuel used in the internal combustion engine 1, and the higher the sulfur concentration, the more the increase in the SOx accumulation amount becomes steep. However, as the fuel used in the internal combustion engine 1, one having a sulfur concentration less than a predetermined value is usually used. For this reason, in the processing of S100 and S105 in the flowchart of the SOx poisoning recovery control of FIG. 2, it is conceivable that the SOx deposition amount is estimated on the assumption that the sulfur concentration of the fuel is less than the specified value. In the SOx poisoning recovery control, the air-fuel ratio of the exhaust is controlled to an appropriate value corresponding to the estimated SOx accumulation amount. Note that the appropriate value of the air-fuel ratio of the exhaust during the SOx poisoning recovery control changes to the rich side as the SOx accumulation amount decreases as shown in FIG.

  Therefore, assuming that the SOx accumulation amount estimated assuming that the sulfur concentration of the fuel is less than the above specified value is “A1”, the exhaust air-fuel ratio B1 suitable for the SOx accumulation amount A1 in the SOx poisoning recovery control. And the amount of fuel added by the fuel addition valve 30 is controlled so that the air-fuel ratio B1 is obtained. However, when fuel having a concentration higher than the above specified value is supplied as the fuel for the internal combustion engine for some reason, when the SOx accumulation amount is estimated as described above, the actual SOx amount is compared with the estimated SOx accumulation amount A1. The amount of deposition becomes “A2”, which is larger than “A1”. This is because the estimated SOx deposit amount A1 is estimated assuming that the sulfur concentration of the fuel is less than the specified value, whereas the actual SOx deposit amount uses a fuel with a sulfur concentration higher than the specified value. This is because it increases by the amount that is being done.

  Under such circumstances, the air-fuel ratio of the exhaust suitable for performing SOx poisoning recovery control is a value “B2” corresponding to the actual SOx accumulation amount A2, but the estimated SOx accumulation amount A1 is the actual SOx accumulation amount A1. Since it is less than the POx accumulation amount A2, the air-fuel ratio of the exhaust is controlled to a value “B1” corresponding to the estimated SOx accumulation amount A1. For this reason, the air-fuel ratio (“B1” in this case) of the exhaust gas becomes richer than the appropriate value (“B2”) corresponding to the actual SOx accumulation amount, the HC concentration in the exhaust gas increases, and the white smoke There is a risk of occurrence. For the purpose of eliminating such problems, the SOx accumulation amount estimation routine shown in FIG. 4 is executed as the SOx accumulation amount estimation processing of S100 and S105 in the flowchart of FIG. This SOx accumulation amount estimation routine is executed through the ECU 20 every time the process proceeds to S100 and S105.

  In this routine, as a process of step S301, it is determined whether or not the fuel has a sulfur concentration higher than the specified value. Such a determination is made based on a signal from the high sulfur concentration fuel use switch 34 operated by the vehicle driver. In this case, the high sulfur concentration fuel use switch 34 is turned on by the driver when fuel having a concentration higher than the specified value is supplied, and the sulfur concentration of the fuel is based on a signal from the switch 34 corresponding to the on operation. Is judged to be high. In other words, the sulfur concentration of the fuel is detected based on the signal from the switch 34. The detection of the sulfur concentration of the fuel can be performed, for example, by providing a sensor for detecting the sulfur concentration of the fuel in the fuel tank of the vehicle and performing the detection based on a signal output from the sensor.

  If a negative determination is made in step S301, it is assumed that fuel having a normal sulfur concentration, that is, a sulfur concentration lower than the specified value is used, and the SOx deposition amount is estimated based on the sulfur concentration lower than the specified value. If an affirmative determination is made in step S301, it is assumed that fuel having a sulfur concentration equal to or higher than the specified value is used, and the SOx deposition amount is estimated based on the sulfur concentration equal to or higher than the specified value. The estimated SOx deposition amount does not take a value that is excessively shifted to the rich side with respect to the actual SOx deposition amount even if a fuel having a sulfur concentration higher than the above specified value is used.

  Therefore, when the actual SOx deposition amount is “A2” as shown in FIG. 4, for example, the estimated SOx deposition amount is set to “A2” even if a fuel having a sulfur concentration equal to or higher than the specified value is used. The value can be the same as or close to that. Therefore, during the SOx poisoning recovery control, the exhaust air / fuel ratio B1 controlled according to the estimated SOx accumulation amount A1 is the appropriate value “B2” of the exhaust air / fuel ratio corresponding to the actual SOx accumulation amount A2. On the other hand, there is no significant shift to the rich side, and it is possible to suppress the occurrence of white smoke due to the increase in the HC concentration in the exhaust due to the shift.

In addition, the said embodiment can also be changed as follows, for example.
Instead of estimating the SOx accumulation amount in consideration of the detected sulfur concentration of the fuel, the air-fuel ratio of the exhaust gas during the SOx poisoning recovery control may be corrected based on the sulfur concentration. In this case, the SOx accumulation amount is estimated on the assumption that the sulfur concentration of the fuel is less than the specified value. In the air-fuel ratio control of the exhaust gas performed based on the SOx accumulation amount during the S poison recovery control, The air-fuel ratio is corrected according to the sulfur concentration of the fuel. For example, when the sulfur concentration of the fuel is higher than the specified value, the estimated SOx deposition amount is smaller than the actual SOx deposition amount, but the estimated SOx deposition amount during the S poison recovery control is reduced. Since the air-fuel ratio of the exhaust gas controlled based on the correction is corrected to the lean side according to the sulfur concentration of the fuel, the same effect as in the above embodiment can be obtained.

1 is a block diagram showing a schematic configuration of an exhaust purification system according to an embodiment of the present invention, an internal combustion engine including the exhaust purification system, and a control system thereof. 6 is a flowchart showing control of the air-fuel ratio of exhaust gas flowing into the NOx catalyst at the time of SOx poisoning recovery control of the NOx catalyst in the exhaust purification system according to the embodiment of the present invention. The graph which shows the relationship between SOx accumulation amount and the air fuel ratio of exhaust_gas | exhaustion during SOx poisoning recovery | restoration control. It is a flowchart which shows the specific estimation procedure of SOx accumulation amount.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 3 ... Fuel injection valve, 16 ... NOx catalyst, 20 ... ECU (SOx accumulation amount estimation means, air-fuel ratio control means), 30 ... Fuel addition valve, 32 ... Exhaust air-fuel ratio sensor, 34 ... High sulfur concentration Fuel use switch (detection means).

Claims (1)

An exhaust of an internal combustion engine having a NOx catalyst for storing and reducing NOx in the exhaust, and performing SOx poisoning recovery control for releasing SOx deposited on the NOx catalyst with the air-fuel ratio of the exhaust flowing into the NOx catalyst as a predetermined air-fuel ratio In the purification system,
  SOx accumulation amount estimating means for estimating the SOx accumulation amount of the NOx catalyst;
  Detection means for detecting the concentration of sulfur in the fuel used in the internal combustion engine;
  The air-fuel ratio of the exhaust gas when the SOx poisoning recovery control is performed is set to a richer air-fuel ratio according to the estimated decrease in the accumulated amount of SOx, and the air-fuel ratio is set to the detected sulfur content of the fuel. Air-fuel ratio control means for correcting based on the concentration;
  An exhaust gas purification system for an internal combustion engine, comprising:

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