JP4510651B2 - Exhaust gas purification device for internal combustion engine - Google Patents

Description

  The present invention relates to an exhaust gas purification apparatus for an internal combustion engine that temporarily captures NOx in exhaust gas discharged from the internal combustion engine and purifies the exhaust gas by reducing the captured NOx.

  In this type of exhaust gas purification device, an NOx trapping material is provided in the exhaust system of the internal combustion engine, and NOx discharged from the internal combustion engine is trapped by the NOx trapping material. Further, when the amount of trapped NOx increases, the trapped NOx is reduced by controlling the exhaust gas to a reduced state by increasing the amount of fuel or the like. Thereby, after purifying NOx, exhaust gas is discharged into the atmosphere, and the trapping ability of the NOx trapping material is recovered. As such an exhaust gas purifier, for example, one disclosed in Patent Document 1 is known. It has been.

  This exhaust gas purification device is provided in a gasoline engine, and a surge sensor in front of the intake port is provided with a pressure sensor, and this pressure sensor detects an absolute pressure PM in the surge tank. The exhaust pipe is provided with a temperature sensor for detecting the exhaust gas temperature T. A NOx absorbent (NOx trapping material) is provided in the middle of the exhaust pipe. In this exhaust gas purification device, NOx in the exhaust gas is absorbed (captured) by the NOx absorbent, and NOx reduction control is executed as follows.

  In this NOx reduction control, the NOx amount Nij per unit time discharged from the engine to the exhaust pipe is calculated based on the absolute pressure PM and the engine speed N, and the NOx reduction control execution interval Δt is calculated as the NOx amount Nij. And the added value is added to the estimated value ΣNOx of the NOx amount absorbed by the NOx absorbent until the previous time, thereby calculating the estimated value ΣNOx of the NOx amount absorbed so far. Next, based on the exhaust gas temperature T, the NOx absorption capacity NOxCAP that can be absorbed by the NOx absorbent is calculated, and the absorption capacity NOxCAP is compared with the estimated value ΣNOx. As a result, when ΣNOx> NOxCAP, it is determined that the absorption capacity of the NOx absorbent has reached its limit, and the air-fuel ratio of the air-fuel mixture supplied to the combustion chamber is controlled to be richer than the stoichiometric air-fuel ratio. Ensure that unburned components are included in the exhaust gas. Thereby, the absorbed NOx is reduced by the unburned components in the exhaust gas supplied to the NOx absorbent.

  However, according to recent research, during the execution of NOx reduction as described above, a part of NOx absorbed in the NOx absorbent is actually desorbed from the NOx absorbent without being reduced. It has been found that a phenomenon (hereinafter referred to as “NOx slip”) occurs, and when the NOx slip occurs, a part of the desorbed NOx is discharged into the atmosphere as it is, and the exhaust gas characteristic Deteriorating. Further, the NOx slip amount tends to increase as the amount of NOx absorbed by the NOx absorbent increases or as the temperature of the NOx absorbent decreases.

  On the other hand, in the conventional exhaust gas purification device, the NOx amount calculated as described above is simply compared with the absorption capacity of the NOx absorbent, and the timing for executing NOx reduction is determined. Therefore, the NOx slip amount cannot be suppressed.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an exhaust gas purification apparatus for an internal combustion engine that can sufficiently suppress the NOx slip amount during the NOx reduction operation. .

Japanese Patent No. 2586739 (6th, 7th page, Fig. 1 and 12)

In order to achieve the above object, the invention according to claim 1 is an internal combustion engine for purifying exhaust gas discharged from an internal combustion engine (the engine 3 in the embodiment (hereinafter the same in this section)) to the exhaust system (exhaust pipe 5). An exhaust gas purifying apparatus 1 for an engine, which is provided in an exhaust system and captures NOx trapping material (NOx catalyst 17) that traps NOx in exhaust gas and NOx trapped by the NOx trapping material. NOx trapping amount calculating means (ECU 2 for calculating the amount accumulated value S_QNOx), and steps 2, 3) in FIG. 3, the NOx reduction means for performing a NOx reduction operation to reduce the trapped NOx in N Ox capturing material (injector 6 , a throttle valve 12), NOx amount estimated to be discharged without being reduced from the NOx trapping agent when the NOx reduction action is performed by the NOx reduction means Slip value calculation means (ECU2, steps 20 to 23) for calculating the slip value (slip coefficient KSLIP) to be expressed, and determination value setting means for setting the determination value S_QNOxREF according to the calculated slip value (slip coefficient KSLIP) ( ECU 2, step 24), and NOx reduction for controlling the NOx reduction means to execute the NOx reduction operation when the calculated NOx trapping amount (NOx emission integrated value S_QNOx) reaches the set determination value S_QNOxREF. And a control means (ECU 2, steps 5 , 6, 30 to 34 , 40 , 42) .

According to the exhaust gas purification apparatus for an internal combustion engine, NOx in the exhaust gas discharged from the internal combustion engine to the exhaust system is trapped by the NOx trapping material provided in the exhaust system, so that NOx is discharged into the atmosphere. It is suppressed. Further, the NOx trapping amount calculating means, NOx amount trapped in the NOx trapping material is calculated by N Ox reduction means, NOx reduction operation is executed for reducing the NOx trapped in the NOx trapping material. Thereby, the trapped NOx is reduced and the NOx trapping performance of the NOx trapping material is recovered. Further, when the NOx reduction operation is executed, a slip value indicating the NOx amount estimated to be discharged without being reduced from the NOx trapping material is calculated, and a determination value is set according to the calculated slip value. Is done. Then, when the calculated NOx trapping amount reaches the set determination value, the NOx reduction means is controlled so as to execute the NOx reduction operation.

As described above, the NOx trapped by the NOx trapping material is reduced by performing the NOx reduction operation by the NOx reduction means and then discharged into the atmosphere. Further, in the present invention, the NOx amount that is estimated to be discharged without being reduced from the NOx trapping material when the NOx reduction operation is executed is considered in consideration of the NOx slip that may occur when the NOx reduction is executed. A slip value is calculated, and a determination value is set according to the calculated slip value. Then, when the calculated NOx trapping amount reaches the set determination value, the NOx reduction means is controlled so as to execute the NOx reduction operation . Thus , the NOx reduction operation can be appropriately controlled according to the slip value, that is, the state of occurrence of NOx slip, and therefore the NOx slip amount can be sufficiently suppressed.

  Hereinafter, an exhaust gas purification apparatus according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an exhaust gas purification apparatus 1 to which the present invention is applied, together with an internal combustion engine 3. The internal combustion engine (hereinafter referred to as “engine”) 3 is, for example, a four-cylinder (only one is shown) diesel engine mounted on a vehicle (not shown).

  A combustion chamber 3c is formed between the piston 3a of the engine 3 and the cylinder head 3b. An intake pipe 4 and an exhaust pipe 5 (exhaust system) are respectively connected to the cylinder head 3b, and a fuel injection valve (hereinafter referred to as “injector”) 6 (NOx reducing means) is attached so as to face the combustion chamber 3c. It has been.

  The injector 6 is disposed at the center of the top wall of the combustion chamber 3c, and is connected in turn to a high-pressure pump and a fuel tank (both not shown) via a common rail. The fuel injection amount TOUT, which is the valve opening time of the injector 6, and the injection timing are controlled by a drive signal from the ECU 2 (see FIG. 2).

  A magnet rotor 30a is attached to the crankshaft 3d of the engine 3, and the crank angle sensor 30 is constituted by the magnet rotor 30a and the MRE pickup 30b. The crank angle sensor 30 outputs a CRK signal and a TDC signal, which are pulse signals, to the ECU 2 as the crankshaft 3d rotates.

  The CRK signal is output every predetermined crank angle (for example, 30 °). The ECU 2 obtains the rotational speed NE (hereinafter referred to as “engine rotational speed”) NE of the engine 3 based on the CRK signal. The TDC signal is a signal indicating that the piston 3a of each cylinder is at a predetermined crank angle position near the TDC (top dead center) at the start of the intake stroke, and in this example of the 4-cylinder type, every crank angle of 180 °. Is output.

  The intake pipe 4 is provided with a supercharging device 7. The supercharging device 7 includes a supercharger 8 constituted by a turbocharger, an actuator 9 connected thereto, and a vane opening control valve 10. I have.

  The supercharger 8 includes a rotatable compressor blade 8a provided in the intake pipe 4, a rotatable turbine blade 8b provided in the exhaust pipe 5, and a plurality of rotatable variable vanes 8c (only two are shown). And a shaft 8d for integrally connecting these blades 8a and 8b. The turbocharger 8 pressurizes the intake air in the intake pipe 4 by rotationally driving the compressor blade 8a integrated therewith as the turbine blade 8b is rotationally driven by the exhaust gas in the exhaust pipe 5. Perform supercharging operation.

  The actuator 9 is of a diaphragm type that is operated by negative pressure, and is mechanically connected to each variable vane 8c. A negative pressure is supplied to the actuator 9 from a negative pressure pump through a negative pressure supply passage (both not shown), and a vane opening degree control valve 10 is provided in the middle of the negative pressure supply passage. The vane opening control valve 10 is composed of an electromagnetic valve, and the negative pressure supplied to the actuator 9 changes when the opening is controlled by a drive signal from the ECU 2, and accordingly, the variable vane 8c The supercharging pressure is controlled by changing the opening degree.

  A water-cooled intercooler 11 and a throttle valve 12 (NOx reduction means) are provided downstream from the supercharger 8 of the intake pipe 4 in order from the upstream side. The intercooler 11 cools the intake air when the temperature of the intake air rises due to the supercharging operation of the supercharging device 7 or the like. The throttle valve 12 is connected to an actuator 12a made of, for example, a DC motor. The opening degree TH of the throttle valve 12 (hereinafter referred to as “throttle valve opening degree”) TH is controlled by controlling the duty ratio of the current supplied to the actuator 12 a by the ECU 2.

  The intake pipe 4 is provided with an air flow sensor 31 upstream of the supercharger 8 and a supercharging pressure sensor 32 between the intercooler 11 and the throttle valve 12. The first airflow sensor 31 detects the intake air amount QA, the supercharging pressure sensor 32 detects the supercharging pressure PACT in the intake pipe 4, and those detection signals are output to the ECU 2.

  Further, the intake manifold 4a of the intake pipe 4 is partitioned into a swirl passage 4b and a bypass passage 4c from the collecting portion to the branch portion, and each of the passages 4b and 4c is connected to each combustion chamber 3c via an intake port. Communicating with

  A swirl device 13 for generating a swirl in the combustion chamber 3c is provided in the bypass passage 4c. The swirl device 13 includes a swirl valve 13a, an actuator 13b for opening and closing the swirl valve 13a, and a swirl control valve 13c. The actuator 13b and the swirl control valve 13c are configured similarly to the actuator 9 and the vane opening control valve 10 of the supercharging device 7, respectively, and the swirl control valve 13c is connected to the negative pressure pump. With the above configuration, when the opening degree of the swirl control valve 13c is controlled by the drive signal from the ECU 2, the negative pressure supplied to the actuator 13b changes, and the opening degree of the swirl valve 13a changes. The strength of the is controlled.

  The engine 3 is provided with an EGR device 14 having an EGR pipe 14a and an EGR control valve 14b. The EGR pipe 14 a is connected between the intake pipe 4 and the exhaust pipe 5, specifically, so as to connect the swirl passage 4 b of the collecting portion of the intake manifold 4 a and the upstream side of the supercharger 8 of the exhaust pipe 5. Has been. Through this EGR pipe 14a, a part of the exhaust gas of the engine 3 is recirculated to the intake pipe 4 as EGR gas, thereby reducing the combustion temperature in the combustion chamber 3c, thereby reducing NOx in the exhaust gas. .

  The EGR control valve 14b is composed of a linear electromagnetic valve attached to the EGR pipe 14a, and the valve lift amount VLACT is linearly controlled by a duty-controlled drive signal from the ECU 2, thereby the EGR gas amount. Is controlled.

  The EGR device 14 is provided with an EGR cooling device 15 for cooling the EGR gas. The EGR cooling device 15 includes a bypass passage 15a, an EGR passage switching valve 15b, and an EGR cooler 15c. The bypass passage 15a is provided on the downstream side of the EGR control valve 14b of the EGR pipe 14a so as to bypass the EGR pipe 14a. The EGR passage switching valve 15b is attached to a branch portion of the bypass passage 15a, and the EGR cooler 15c is provided in the middle of the bypass passage 15a. The EGR passage switching valve 15b selectively switches a portion of the EGR pipe 14a on the downstream side of the EGR passage switching valve 15b between the EGR pipe 14a side and the bypass passage 15a side under the control of the ECU 2.

  As described above, when the EGR passage switching valve 15b is switched to the bypass passage 15a side, the EGR gas is passed through the bypass passage 15a, cooled by the EGR cooler 15c, and then returned to the intake pipe 4. On the other hand, when switched to the reverse side, the EGR gas returns to the intake pipe 4 through the EGR pipe 14a alone without being cooled.

  Further, a three-way catalyst 16 and a NOx catalyst 17 (NOx trapping material) are provided on the exhaust pipe 5 downstream of the supercharger 8 in order from the upstream side. The three-way catalyst 16 purifies the exhaust gas by oxidizing HC and CO in the exhaust gas and reducing NOx under a stoichiometric atmosphere. When the oxygen concentration is high, the NOx catalyst 17 captures (absorbs) NOx in the exhaust gas and purifies the exhaust gas by reducing the captured NOx with a reducing agent in the exhaust gas. The NOx catalyst 17 is provided with a NOx catalyst temperature sensor 36 for detecting its temperature (hereinafter referred to as “NOx catalyst temperature”) TLNC, and its detection signal is output to the ECU 2.

  Further, a first LAF sensor 33 and a second LAF sensor 34 are respectively provided immediately upstream and downstream of the three-way catalyst 16 in the exhaust pipe 5. The first and second LAF sensors 33 and 34 linearly detect the oxygen concentrations VLAF1 and VLAF2 in the exhaust gas in a wide range of air-fuel ratios from the rich region to the lean region, respectively. Based on the oxygen concentration VLAF1 detected by the first LAF sensor 33, the ECU 2 calculates an actual air-fuel ratio A / FACT representing the air-fuel ratio of the actual gas burned in the combustion chamber 3c. Further, a detection signal representing an operation amount (hereinafter referred to as “accelerator opening”) AP of an accelerator pedal (not shown) is output from the accelerator opening sensor 35 to the ECU 2.

In this embodiment, the ECU 2 constitutes a NOx trapping amount calculation means, a slip value calculation means, a determination value setting means, and a NOx reduction control means, and is a microcomputer comprising an I / O interface, CPU, RAM, ROM, and the like. (All not shown). The detection signals from the various sensors 30 to 36 described above are each input to the CPU after A / D conversion and shaping by the I / O interface.

  In accordance with these input signals, the CPU determines the operating state of the engine 3 according to a control program stored in the ROM and the like, and includes an engine including fuel injection amount control and intake air amount control according to the determined operating state. 3 control is executed. Further, as a reduction operation for reducing the NOx trapped by the NOx catalyst 17, it is determined whether or not a rich spike should be executed, and the rich spike is executed according to the determination result. Note that the rich spike is performed by enriching the actual air-fuel ratio A / FACT by increasing the fuel injection amount TOUT and decreasing the intake air amount QA, as will be described later.

  FIG. 3 shows this rich spike control process. This process is executed every predetermined time. First, in step 1 (illustrated as “S1”, the same applies hereinafter), it is determined whether or not the rich spike flag F_RICH is “1”. The rich spike flag F_RICH is set to “1” when the rich spike execution condition is satisfied, as will be described later.

  If the answer to step 1 is NO and the rich spike is not being executed, then in step 2, a map (not shown) is searched according to the engine speed NE and the required torque PMCMD to obtain the NOx emission amount QNOx. . The NOx emission amount QNOx indicates the amount of NOx in the exhaust gas discharged from the combustion chamber 3c to the exhaust pipe 5, that is, corresponds to the NOx amount captured by the NOx catalyst 17. The required torque PMCMD is obtained by searching a map (not shown) according to the engine speed NE and the accelerator pedal opening AP.

  Next, in step 3, the NOx emission amount integrated value S_QNOx obtained so far is obtained by adding the NOx emission amount QNOx obtained in step 2 to the previous NOx emission amount integrated value S_QNOx. That is, the NOx emission amount integrated value S_QNOx corresponds to the NOx amount (NOx trapping amount) trapped by the NOx catalyst 17.

Next, in step 4, it performs the S_QNOxREF determination process to determine a decision value S_QNOxRE F. The S_QNOxREF determination process will be described later.

  Next, in step 5, it is determined whether or not the NOx emission amount integrated value S_QNOx is equal to or greater than a determination value S_QNOxREF. When this answer is NO, since the amount of NOx trapped by the NOx catalyst 17 is small, it is determined that the reduction operation should not be executed yet, and this processing is ended as it is. On the other hand, if the answer to step 5 is YES and S_QNOx ≧ S_QNOxREF, it is determined that the NOx reduction operation should be executed, the rich spike flag F_RICH is set to “1” (step 6), and rich spike is started.

  Next, in step 7, a reducing agent amount QDA is calculated. This reducing agent amount QDA is obtained by multiplying the value obtained by subtracting the actual air-fuel ratio A / FACT from 14.7 representing the stoichiometric air-fuel ratio, and multiplying the exhaust gas space velocity SV. This corresponds to the amount of fuel used. Note that the intake air amount QA may be used instead of the space velocity SV.

  Next, in step 8, the reducing agent amount integrated value S_QDA up to this time is calculated by adding the reducing agent amount QDA obtained in step 7 to the previous reducing agent amount integrated value S_QDA.

  Next, in step 9, the target air-fuel ratio A / FCMD is obtained by searching the A / FCMD table according to the NOx catalyst temperature TLNC, and this process is terminated. As shown in FIG. 9, in this A / FCMD table, when the NOx catalyst temperature TLNC is equal to or lower than a first predetermined temperature T1 (for example, 200 ° C.), and a second predetermined temperature T2 (for example, higher than the first predetermined temperature T1) When the temperature is 400 ° C. or higher, the target air-fuel ratio A / FCMD is set to the first air-fuel ratio A / F1 (for example, 13.8) smaller than the value 14.7. Further, when the NOx catalyst temperature TLNC is between the first and second predetermined temperatures T1, T2, the target air-fuel ratio A / FCMD is greater than the first air-fuel ratio A / F1 and smaller than the value 14.7. It is set to 2 air-fuel ratio A / F2 (for example, 14.2).

  As described above, when the rich spike is executed, the target air-fuel ratio A / FCMD is set to the first air-fuel ratio A / F1 or the second air-fuel ratio A / F2 that is richer than the stoichiometric air-fuel ratio. Thereby, an unburned component is contained in the exhaust gas, and NOx trapped by the NOx catalyst 17 at the normal time is reduced by the unburned component. Further, the second air-fuel ratio A / F2 when the NOx catalyst temperature TLNC is between the first and second predetermined temperatures T1 and T2 is larger than the first air-fuel ratio A / F1 at other times. That is, the reason why it is set to be slightly rich is as follows. That is, the NOx reduction ability due to the rich spike is higher when the NOx catalyst temperature TLNC is between the first and second predetermined temperatures T1 and T2 than when it is in another range. Therefore, between the first and second predetermined temperatures T1, T2, the target air-fuel ratio A / FCMD is set to a value closer to the stoichiometric air-fuel ratio, and the degree of enrichment is weakened, so that it is used for the rich spike. The amount of fuel that is produced can be reduced and the fuel consumption can be improved.

  On the other hand, if the answer to step 1 is YES and the rich spike is being executed, it is determined whether or not the reducing agent amount integrated value S_QDA is larger than the reducing agent amount determination value S_QDAREF (step 10). The reducing agent amount determination value S_QDAREF corresponds to the reducing agent amount necessary for reducing the trapped NOx, and is set according to the determination value S_QNOxREF determined in Step 4 above.

  When this answer is NO and S_QDA ≦ S_QDAREF, the amount of reducing agent supplied to the NOx catalyst 17 is still insufficient after the start of the rich spike, and the reduction of NOx has not been completed. Then, the rich spike is continued and the reducing agent amount integrated value S_QDA is calculated, and this process is terminated.

  On the other hand, if the answer to step 10 is YES and S_QDA> S_QDAREF, a sufficient reducing agent amount is supplied to the NOx catalyst 17 and NOx reduction is completed, and the rich spike flag F_RICH is set to “0” (step) 11) to finish the rich spike. Next, in step 12 and step 13, the NOx emission amount integrated value S_QNOx and the reducing agent amount integrated value S_QDA are each reset to a value of 0, and this process ends.

  FIG. 4 shows the S_QNOxREF determination process executed in step 4 of FIG. In this process, the determination value S_QNOxREF is determined in consideration of the parameters that affect the NOx slip amount and their characteristics.

  First, in step 20, the first coefficient K1 is obtained by searching the K1 table according to the NOx emission integrated value S_QNOx. In the K1 table, the first coefficient K1 is set as shown in FIG. 5 based on the characteristics of the NOx slip amount corresponding to the NOx emission amount integrated value S_QNOx. Specifically, the first coefficient K1 is set to a larger value as the NOx emission amount integrated value S_QNOx is larger, that is, as the NOx amount trapped by the NOx catalyst 17 is larger. Further, the inclination increases as the NOx emission integrated value S_QNOx increases.

  Next, in step 21, the second coefficient K2 is obtained by searching the K2 table according to the NOx catalyst temperature TLNC. In the K2 table, the second coefficient K2 is set as shown in FIG. 6 based on the characteristics of the NOx slip amount corresponding to the NOx catalyst temperature TLNC. Specifically, the second coefficient K2 is a value of 1.0 when the NOx catalyst temperature TLNC is equal to or lower than a predetermined temperature T0 (eg, 200 ° C.), and a smaller value when the NOx catalyst temperature TLNC is higher than the predetermined temperature T0. Is set to Further, the inclination becomes smaller as the NOx catalyst temperature TLNC becomes higher.

  Next, in step 22, the third coefficient K3 is obtained by searching the K3 table according to the space velocity SV of the exhaust gas. In this K3 table, the third coefficient K3 is set as shown in FIG. 7 based on the characteristics of the NOx slip amount corresponding to the space velocity SV. Specifically, the third coefficient K3 is set to a predetermined value K3o (for example, 0.8) smaller than 1.0 when the space velocity SV is equal to or less than the first predetermined amount SV1 (for example, 12500 / h). When the value is equal to or higher than the fixed value SV2 (for example, 50000 / h), the value 1.0 is set to be larger than the predetermined value K3o. Further, when the space velocity SV is between the first and second predetermined amounts SV1, SV2, the third coefficient K3 is set so as to change linearly between the predetermined value K3o and the value 1.0.

  Next, in step 23, a slip coefficient KSLIP is calculated by multiplying the first to third coefficients K1 to K3 obtained in steps 20 to 22 with each other. In the following step 24, the S_QNOxREF table is searched according to the slip coefficient KSLIP to obtain the determination value S_QNOxREF, and this process is terminated. As shown in FIG. 8, in this S_QNOxREF table, the determination value S_QNOxREF is equal to the first determination value SQ1 (eg, 0.3 g) when the slip coefficient KSLIP is equal to or less than the first predetermined value KS1 (eg, 0.8). 2 When the value is equal to or greater than the predetermined value KS2 (for example, 0.4), the second determination value SQ2 (for example, 0.1 g) smaller than the first determination value SQ1 is set. Further, when the slip coefficient KSLIP is between the first and second predetermined values KS1, KS2, the determination value S_QNOxREF is set so as to change linearly between the first and second determination values Q1, Q2. .

  As described above, in the S_QNOxREF determination process, the determination value S_QNOxREF is basically set to a smaller value as the slip coefficient KSLIP is larger, that is, as the estimated NOx slip amount is larger. The determination value S_QNOxREF thus set is compared with the NOx emission amount integrated value S_QNOx in step 5 of FIG. 3. As a result, the rich spike execution timing is advanced as the predicted NOx slip amount increases.

  FIG. 10 shows the fuel injection amount control process. In this process, the fuel injection amount TOUT of the injector 6 is controlled in accordance with the success or failure of the rich spike execution condition determined in the process of FIG. First, in step 30, it is determined whether or not the rich spike flag F_RICH is “1”.

  If the answer to this question is no and the rich spike execution condition is not satisfied, a normal fuel injection amount TOUTN is obtained by searching a map (not shown) according to the engine speed NE and the required torque PMCMD. (Step 31), and in the subsequent step 32, the fuel injection amount TOUTN for normal time obtained in step 31 is set as the fuel injection amount TOUT, and this process is terminated.

  On the other hand, if the answer to step 30 is YES and the rich spike execution condition is satisfied, a map (not shown) is searched according to the engine speed NE and the required torque PMCMD, so The fuel injection amount TOUTRICH for use is obtained (step 33). The fuel injection amount TOUTRICH for the rich spike is set to a value larger than the fuel injection amount TOUTN for the normal time.

  Next, in step 34, the fuel injection amount TOUTRICH for rich spike obtained in step 33 is set as the fuel injection amount TOUT, and this process is terminated.

  FIG. 11 shows an intake air amount control process. In this process, the intake air amount QA is controlled by controlling the throttle valve opening TH in accordance with the success or failure of the rich spike execution condition. First, in step 40, it is determined whether or not the rich spike flag F_RICH is “1”.

  If the answer to this question is no and the rich spike execution condition is not satisfied, the target throttle valve opening THCMD is set to the fully open opening THWOT (step 41), and this process is terminated.

  On the other hand, if the answer to step 40 is YES and the rich spike execution condition is satisfied, the target air-fuel ratio A / FCMD and the actual air-fuel ratio A / FACT obtained in step 9 of the rich spike control process described above are determined. The throttle valve opening TH for the rich spike is determined according to the deviation (step 42), and this process is terminated.

  As described above, the rich spike increases the fuel injection amount TOUT and decreases the intake air amount QA by controlling the throttle valve 12 in the fuel injection amount control process and the intake air amount control process. Is done by. The intake air amount QA may be controlled by controlling the supercharging device 7, the swirl device 12, and the EGR device 14 instead of or in addition to the control of the throttle valve 12 as described above.

  As described above, according to the exhaust gas purification apparatus 1 of the present embodiment, the NOx amount trapped by the NOx catalyst 17 is calculated as the NOx emission amount integrated value S_QNOx (step 3), and the calculated NOx emission amount integrated value S_QNOx. When the determination value S_QNOxREF is reached (step 5: YES), rich spike is executed. Further, as described above, the determination value S_QNOxREF is smaller as the NOx slip amount estimated in accordance with the NOx exhaust amount integrated value S_QNOx, the NOx catalyst temperature TLNC, and the space velocity SV that affects the NOx slip amount is larger. The value is set (step 24). Therefore, the rich spike can be executed at an optimal timing according to the NOx slip amount, and thereby the NOx slip amount at the time of the rich spike can be sufficiently suppressed. As a result, the amount of NOx in the exhaust gas discharged into the atmosphere is reduced, and the exhaust gas characteristics can be improved.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, the NOx slip amount is estimated by calculating the slip coefficient KSLIP according to the NOx emission amount integrated value S_QNOx, the NOx catalyst temperature TLNC, and the space velocity SV, but this will affect the NOx slip amount in the future. When other parameters that affect are found, it may be estimated by taking them into account.

  Further, the present invention can be applied not only to a diesel engine mounted on a vehicle but also to a gasoline engine such as a lean burn engine. In addition, the present invention can be applied to various industrial internal combustion engines including a marine vessel propulsion engine such as an outboard motor having a crankshaft arranged in a vertical direction. In addition, it is possible to appropriately change the detailed configuration within the scope of the present invention.

1 is a diagram showing a schematic configuration of an exhaust gas purification apparatus of the present invention and an internal combustion engine to which the exhaust gas purification apparatus is applied. It is a figure which shows a part of exhaust gas purification apparatus. It is a flowchart which shows a rich spike control process. It is a flowchart which shows S_QNOxREF determination processing. It is a figure which shows an example of a K1 table. It is a figure which shows an example of a K2 table. It is a figure which shows an example of a K3 table. It is a figure which shows an example of a S_QNOxREF table. It is a figure which shows an example of an A / FCMD table. It is a flowchart which shows a fuel injection amount control process. It is a flowchart which shows an intake air amount control process.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Exhaust gas purification apparatus 2 ECU (NOx trapping amount calculation means, slip value calculation means, determination value setting means,
NOx reduction control means)
3 Engine (Internal combustion engine)
5 Exhaust pipe (exhaust system)
6 Injector (NOx reduction means)
12 Throttle valve (NOx reduction means)
17 NOx catalyst (NOx trapping material)
S_QNOx NOx emission amount integrated value (NOx trapping amount)
KSLIP slip coefficient (slip value)
S_QNOxREF judgment value

Claims (1)

An exhaust gas purification apparatus for an internal combustion engine that purifies exhaust gas discharged from an internal combustion engine into an exhaust system,
A NOx trap that is provided in the exhaust system and traps NOx in the exhaust gas;
NOx trapping amount calculating means for calculating the NOx trapped by the NOx trapping material as the NOx trapping amount;
A NOx reduction means for executing the NOx reduction operation to reduce the trapped NOx in the NOx trap material,
Slip value calculating means for calculating a slip value representing a NOx amount estimated to be discharged without being reduced from the NOx trapping material when the NOx reducing operation is executed by the NOx reducing means;
A determination value setting means for setting a determination value according to the calculated slip value;
NOx reduction control means for controlling the NOx reduction means to execute the NOx reduction operation when the calculated NOx trapping amount reaches the set determination value ;
An exhaust gas purifying apparatus for an internal combustion engine, comprising:

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