JP4737463B2 - Exhaust purification device - Google Patents

Description

  The present invention relates to an exhaust purification device that purifies exhaust gas discharged from an engine.

  In exhaust gas emitted from engines mounted on automobiles, particularly diesel engines, carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), etc., particulate matter (PM: Particulate) Matter) etc. are included. For this reason, in general, for example, a three-way catalyst for decomposing (reducing, etc.) the pollutants and a particulate filter for capturing PM in an exhaust passage through which exhaust gas discharged from the engine passes. Etc., so that the exhaust gas is purified and released into the atmosphere.

  In such a particulate filter, since PM accumulates in the filter and the passage resistance increases with use, it is necessary to perform a regeneration process as necessary. As such regeneration processing, a heating device is provided in the particulate filter, and PM is burned and removed by heating. However, fuel (light oil) is added to the oxidation catalyst provided upstream of the particulate filter. A method is also proposed in which a hydrocarbon-based liquid such as) is introduced to cause an exothermic reaction and the particulate filter is regenerated by this heat.

  In diesel engines, nitrogen oxides (NOx) are particularly likely to be generated. For this reason, in order to efficiently decompose NOx in exhaust gas, many so-called NOx trap catalysts that decompose and reduce NOx by repeatedly adsorbing and reducing NOx, for example, are often used in diesel engines. ing.

  Since such NOx trap catalyst decomposes (reduces) adsorbed NOx, it is necessary to appropriately supply a reducing agent (additive) from the outside to the NOx trap catalyst. For this reason, in general, fuel (light oil) or the like is supplied as a reducing agent into the exhaust passage so as to be supplied to the NOx trap catalyst. For example, there is one in which fuel is injected into an exhaust passage by an injector provided in an exhaust pipe, and exhaust gas mixed with the fuel is supplied to a NOx trap catalyst (see, for example, Patent Document 1).

Since NOx trap catalyst also adsorbs sulfur oxide (SOx) together with NOx, fuel (reducing agent) is supplied to the NOx trap catalyst to raise the temperature of the NOx trap catalyst, thereby decomposing (reducing) SOx. Things are also done.
JP-A-2005-214100

  A so-called deposit is gradually accumulated on the front end surface of the injector and the periphery thereof, which may cause a problem that the reducing agent cannot be satisfactorily supplied from the injector to the exhaust passage. Specifically, the tip surface of the injector nozzle that injects a reducing agent such as fuel into the exhaust passage is exposed in the exhaust passage and exposed to high-temperature exhaust gas. It becomes relatively hot. For this reason, when the reducing agent (for example, fuel) injected from the injector adheres to the tip end surface of the injector, the volatile component of the attached reducing agent evaporates and the remaining component is denatured and gradually accumulates as deposit. Further, the adhering reducing agent becomes a binder, soot in the exhaust gas adheres and gradually accumulates as a deposit. If deposits accumulate on the tip surface of the injection and the periphery thereof, the nozzles of the injector may be clogged, and the reducing agent may not be satisfactorily supplied to the exhaust passage.

  When deposits are deposited on the injector or the like in this way, it is necessary to perform maintenance work for removing the deposited deposits by removing the injectors. To remove the injector, it is necessary to remove the mounting member to which the injector is attached, the reducing agent (fuel) pipe attached to the injector, the cooling water pipe around it, etc. Work requires considerable effort.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide an exhaust purification device that prevents poor supply of additives into the exhaust passage due to deposits deposited on the tip surface of an injector.

A first aspect of the present invention that solves the above-described problems includes an exhaust purification catalyst interposed in an exhaust passage of an engine, and an additive that is disposed upstream of the exhaust purification catalyst and injects the additive into the exhaust passage. And when the additive is injected from the injector into the exhaust passage, the operating state of the engine is changed from normal combustion in which the air-fuel ratio is leaner than the smoke amount peak. in the exhaust purification apparatus characterized by comprising a switching means for changing the air-fuel ratio to further lean side by switching Rukoto a low PM emissions combustion with reduced emissions of PM than combustion.

In the first aspect, when the engine operating state is low PM exhaust combustion, the amount of soot contained in the exhaust gas is significantly reduced as compared with normal combustion. Thereby, it is possible to suppress soot in the exhaust gas from depositing as a deposit on the tip surface of the injector. Therefore, supply failure of the additive to the exhaust passage due to deposits can be prevented. Further, by changing the air-fuel ratio (leaning), low PM exhaust combustion can be performed relatively easily.

According to a second aspect of the present invention, the engine includes an EGR passage in which an exhaust passage and an intake passage are connected to circulate a part of the exhaust gas, and the switching means corresponds to each operating state. In the exhaust emission control device according to the first aspect, the amount of exhaust gas circulated through the EGR passage is changed.

In the second aspect, the air-fuel ratio can be easily changed by changing the amount of exhaust gas (EGR gas) circulated through the EGR passage. For example, the air-fuel ratio is made lean by reducing the amount of EGR gas.

According to a third aspect of the present invention, the engine includes a turbocharger that performs supercharging of the intake air by rotating a compressor disposed in the intake passage by rotating a turbine disposed in the exhaust passage by exhaust. In the exhaust emission control device according to the first or second aspect, the switching means changes the supercharging pressure by the turbocharger according to each operation state.

In the third aspect, the air-fuel ratio can be easily changed by changing the supercharging pressure. For example, the air-fuel ratio is made lean by increasing the supercharging pressure.

According to a fourth aspect of the present invention, in any one of the first to third aspects, the switching means changes an injection pressure of fuel injected from a fuel injection valve of the engine according to each operation state. In the exhaust emission control device of the aspect.

In the fourth aspect, it is possible to switch between normal combustion and low PM discharge operation by changing the fuel injection pressure. That is, when the fuel injection pressure is increased, the PM emission amount tends to decrease. Therefore, by changing the fuel injection pressure in accordance with this tendency, switching between the normal combustion and the low PM emission operation is facilitated. It can be carried out.

  In the present invention, even when an additive is injected from the injector into the exhaust passage, the additive is used as a binder (adhesive) as a binder (adhesive) to prevent soot in the exhaust gas from depositing as deposits. Can do. Therefore, the reduction process of the exhaust purification catalyst and the regeneration process of the DPF can be carried out satisfactorily over a long period of time.

  Hereinafter, embodiments of the present invention will be described in detail.

  FIG. 1 is a diagram illustrating a schematic configuration of an exhaust emission control apparatus according to an embodiment. As shown in FIG. 1, the exhaust purification device 10 has a plurality of exhaust purification catalysts and exhaust purification filters, and the plurality of exhaust purification catalysts and exhaust purification filters are installed in a vehicle. An exhaust pipe (exhaust passage) 12 of a cylinder diesel engine (hereinafter simply referred to as an engine) 11 is interposed.

  The engine 11 includes a cylinder head 13 and a cylinder block 14, and a piston 16 is accommodated in each cylinder bore 15 of the cylinder block 14 so as to be reciprocally movable. A combustion chamber 17 is formed by the piston 16, the cylinder bore 15, and the cylinder head 13. The piston 16 is connected to a crankshaft 19 via a connecting rod 18 so that the crankshaft 19 is rotated by the reciprocating motion of the piston 16.

  An intake port 20 is formed in the cylinder head 13, and an intake pipe (intake passage) 22 including an intake manifold 21 is connected to the intake port 20. The intake port 20 is provided with an intake valve 23, and the intake port 20 is opened and closed by the intake valve 23.

  An exhaust port 24 is formed in the cylinder head 13, and an exhaust pipe (exhaust passage) 12 including an exhaust manifold 25 is connected to the exhaust port 24. The exhaust port 24 is provided with an exhaust valve 26. Like the intake port 20, the exhaust port 24 is opened and closed by the exhaust valve 26.

  A turbocharger 27 is provided in the middle of the intake pipe 22 and the exhaust pipe 12. The turbocharger 27 has a turbine (not shown) and a compressor connected to the turbine. When exhaust gas flows from the engine 11 into the turbocharger 27, the turbine is rotated by the flow of the exhaust gas, and the rotation of the turbine. Along with this, the compressor rotates to suck air from the intake pipe 22 into the turbocharger 27 and pressurize it. An intercooler 28 is disposed in the intake pipe 22 on the downstream side of the turbocharger 27. The air pressurized by the turbocharger 27 is cooled by the intercooler 28 and supplied to each intake port 20 of the engine 11.

  The intake pipe 22 on the downstream side of the intercooler 28 is provided with a throttle valve 29 that opens and closes the intake pipe (intake passage) by driving an electric actuator. Further, an EGR pipe (EGR passage) 30 communicating with the exhaust pipe 12 on the upstream side of the turbocharger 27 is connected to the exhaust pipe 12 on the downstream side of the throttle valve 29. The EGR pipe 30 is provided with an EGR cooler 31, and an EGR valve 32 is provided at a connection portion of the EGR pipe 30 with the intake pipe 22. When the EGR valve 32 is opened, a part of the exhaust gas flowing through the exhaust pipe 12 is cooled by the EGR cooler 31 and then supplied to the intake pipe 22.

  The cylinder head 13 is provided with an electronically controlled fuel injection valve 33 that directly injects fuel into the combustion chamber 17 of each cylinder. Fuel is supplied to the fuel injection valve 33 from the common rail 34. Fuel in a fuel tank (not shown) is supplied to the common rail 34 by a supply pump 35, and fuel is supplied from the supply pump 35 to the common rail 34 at a predetermined pressure according to the rotational speed of the engine 11. In the common rail 34, the fuel is adjusted to a predetermined fuel pressure, and high pressure fuel controlled to the predetermined fuel pressure is supplied from the common rail 34 to the fuel injection valve 33.

  The exhaust pipe 12 on the downstream side of the turbocharger 27 includes a diesel oxidation catalyst (hereinafter simply referred to as an oxidation catalyst) 36 and a NOx trap catalyst 37 that are exhaust purification catalysts, and a diesel particulate filter that is an exhaust purification filter ( DPF: Diesel Particulate Filter (hereinafter referred to as DPF) 38 are arranged in order from the upstream side.

  The exhaust pipe 12 between the turbocharger 27 and the oxidation catalyst 36 is provided with an injector 50 that injects fuel (light oil) as a reducing agent (additive) into the exhaust pipe (exhaust passage) 12.

The oxidation catalyst 36 is formed, for example, by supporting a noble metal such as platinum (Pt) or palladium (Pd) on a honeycomb structure carrier made of a ceramic material. In the oxidation catalyst 36, when exhaust gas flows, nitrogen monoxide (NO) in the exhaust gas is oxidized to generate nitrogen dioxide (NO ₂ ). Further, in order for the oxidation reaction in the oxidation catalyst 36 to occur, the oxidation catalyst 36 needs to be heated to a predetermined temperature or higher, and therefore, the oxidation catalyst 36 may be disposed as close to the engine 11 as possible. preferable. This is because the oxidation catalyst 36 is heated by the heat of the engine 11 and the oxidation catalyst 36 can be heated to a predetermined temperature or higher in a relatively short time even when the engine is started.

The NOx trap catalyst 37 includes, for example, a noble metal such as platinum (Pt) and palladium (Pd) supported on a honeycomb structure carrier formed of a ceramic material, and an alkali metal such as barium (Ba) as an occlusion agent, Alternatively, an alkaline earth metal is supported. The NOx trap catalyst 37 temporarily stores NOx in the oxidizing atmosphere, that is, NO ₂ generated by the oxidation catalyst 36, or NO remaining in the exhaust gas without being oxidized by the oxidation catalyst 36. In a reducing atmosphere containing carbon (CO), hydrocarbon (HC), etc., NOx is released and reduced to nitrogen (N ₂ ) or the like.

Further, most of the NO ₂ produced by the oxidation catalyst 36 is adsorbed / decomposed (reduced) by the NOx trap catalyst 37, and the remaining NO _{2 that} has not been adsorbed / decomposed is purified by the reaction in the DPF 38. .

  Normally, since the exhaust gas discharged from the engine 11 is an oxidizing atmosphere, the inside of the NOx trap catalyst 37 becomes an oxidizing atmosphere, and the NOx trapped by the NOx trap catalyst 37 is decomposed (reduced) only by adsorbing NOx. There is nothing. For this reason, when a predetermined amount of NOx is adsorbed on the NOx trap catalyst 37, fuel (light oil) as an additive is injected from the injector 50 fixed to the exhaust pipe 12 between the turbocharger 27 and the oxidation catalyst 36. It has become so. As a result, the exhaust gas mixed with fuel passes through the oxidation catalyst 36 and is supplied to the NOx trap catalyst 37. The inside of the NOx trap catalyst 37 becomes a reducing atmosphere, and the stored NOx is decomposed (reduced) (NOx purge). ).

  The NOx trap catalyst 37 occludes sulfur oxide (SOx) as well as nitrogen oxide (NOx). For this reason, as in the NOx purge, the fuel (light oil) as the additive is injected from the injector 50 at a predetermined timing, and the stored SOx is decomposed (reduced) (S purge). For example, the NOx purge is performed once every 20 (sec), whereas the S purge is performed every time the traveling distance exceeds 1000 km. Of course, the timing of performing the S purge is not particularly limited, and may be performed every time the travel distance exceeds 500 km, for example.

  The DPF 38 is, for example, a filter having a honeycomb structure formed of a ceramic material. In the DPF 38, for example, an exhaust gas passage 38a in which an upstream end is opened and a downstream end is closed and a downstream end are provided. Exhaust gas passages 38b opened and closed at the upstream end are alternately arranged. The exhaust gas first flows into the exhaust gas passage 38a whose upstream end is opened, and the exhaust whose downstream end is opened from the porous wall surface provided between the adjacent exhaust gas passages 38b. The gas flows into the gas passage 38b and flows downstream, and in this process, the particulate matter (PM) in the exhaust gas collides with the wall surface or is adsorbed and captured.

The trapped PM is oxidized (combusted) by NO ₂ in the exhaust gas and discharged as CO ₂ , and NO ₂ remaining in the DPF 38 is decomposed into N ₂ and discharged. In other words, the DPF 38 can purify the exhaust gas and greatly reduce the exhaust amount of PM and NOx. Moreover, the performance of the DPF 38 is regenerated to some extent by burning PM.

Here, normally, as described above, since NOx is occluded by the NOx trap catalyst 37, the amount of NO _{2 in} the exhaust gas supplied to the DPF 38 is small, and PM is gradually deposited on the DPF 38. When a predetermined amount of PM accumulates in the DPF 38, a predetermined amount of fuel is injected from the fuel injection valve 33 or the injector 50 fixed to the exhaust pipe 12. As described above, when the fuel is mixed with the exhaust gas, the NOx trapped in the NOx trap catalyst 37 is reduced, so that NOx (NO ₂ ) contained in the exhaust gas is not stored in the NOx trap catalyst 37. To the DPF 38. Thereby, the combustion of PM in the DPF 38 is promoted. For example, in this embodiment, every time the travel distance exceeds 500 km, the regeneration process of the DPF 38 and the S purge described above are performed simultaneously.

  An exhaust temperature sensor 39 is provided in the vicinity of the upstream side of the oxidation catalyst 36, the NOx trap catalyst 37, and the DPF 38, and in the vicinity of the downstream side of the DPF 38, respectively. The temperature of the exhaust gas flowing into the trap catalyst 37 and the DPF 38 and the temperature of the exhaust gas discharged from the oxidation catalyst 36, the NOx trap catalyst 37 and the DPF 38 are detected. An oxygen concentration sensor 40 for detecting the oxygen concentration in the exhaust gas is provided in the vicinity of the upstream side of the oxidation catalyst 36 and the DPF 38.

  The vehicle is also provided with an electronic control unit (ECU) (not shown). This ECU includes an input / output device, a storage device for storing a control program and a control map, a central processing unit, timers and counters. Is provided. The ECU performs comprehensive control of the engine 11 on which the exhaust purification device 10 is mounted, based on information from the various sensors described above.

  In the present invention, when fuel as an additive is injected from the injector 50 of such an exhaust purification device 10 (when processing such as NOx purge and S purge is performed), the operating state of the engine 11 is expressed as “ By switching from “normal combustion” to “low PM exhaust combustion”, deposit accumulation on the tip surface of the injector 50 is suppressed. For example, in the present embodiment, the air-fuel ratio is changed by switching the operation state of the engine 11 from “normal combustion” to “low PM exhaust combustion”.

  Hereinafter, a control method of the exhaust emission control device 10 will be described. FIG. 2 is a flowchart illustrating an example of a control method for the exhaust gas purification apparatus according to the embodiment.

  As shown in FIG. 2, first, in step S11, it is determined whether or not a condition for injecting fuel from the injector 50 (exhaust fuel addition condition) is satisfied. For example, it is determined whether a condition for performing NOx purge, S purge, DPF regeneration, or the like is satisfied. When the determination in step S11 is performed, the operating state of the engine 11 is “normal combustion”. When the operating state of the engine 11 is “normal combustion”, the air-fuel ratio is set based on a predetermined map (base map).

  Here, if the exhaust fuel addition condition is not satisfied (step S11: No), the exhaust fuel addition (fuel injection to the exhaust pipe 12 by the injector 50) is not performed, and the processing is ended as it is. On the other hand, when the exhaust fuel addition condition is satisfied (step S11: Yes), the exhaust fuel addition is performed in step S12, and the operation state of the engine 11 is more PM than “normal combustion” in step S13. Is switched to “low PM emission combustion” that suppresses the emission (switching means). In this way, the operating state of the engine 11 is switched from “normal combustion” to “low PM exhaust combustion”, and specifically, the air-fuel ratio is changed.

  FIG. 3 is a graph showing the relationship between the air-fuel ratio and the smoke amount (PM amount). As shown in FIG. 3, as the air-fuel ratio increases (lean) from a small state (riched state), the smoke amount once increases and then gradually decreases. For this reason, when the operating state of the engine 11 is switched from normal combustion to low PM exhaust combustion, the air-fuel ratio is changed in a direction away from the peak of the smoke amount on the basis of the current air-fuel ratio. For example, if the current air-fuel ratio is richer than the smoke amount peak in FIG. 3 (left side in the figure), the operating state of the engine 11 is switched from normal combustion to low PM exhaust combustion, so that the air-fuel ratio is Furthermore, the rich side is changed. On the other hand, if the current air-fuel ratio is leaner than the smoke amount peak in FIG. 3 (right side in the figure), the air-fuel ratio is further changed to the lean side. Since the air-fuel ratio of the engine 11 is normally leaner than the smoke amount peak in FIG. 3, the operating state of the engine 11 is switched from “normal combustion” to “low PM exhaust combustion”. The air-fuel ratio is changed to the lean side.

  When the operating state of the engine 11 is “normal combustion”, the air-fuel ratio is appropriately set with reference to the base map as described above, but the operating state of the engine 11 is changed from “normal combustion” to “low PM emission”. In the case of switching to “combustion”, for example, the air-fuel ratio is appropriately set with reference to a low PM exhaust combustion map different from the base map. Of course, the air-fuel ratio setting method is not particularly limited. For example, when the operating state is switched to “low PM exhaust combustion”, the air-fuel ratio set based on the base map may be corrected as appropriate. Good.

  For example, when the engine 11 has an EGR passage as in the present embodiment, the air-fuel ratio changing method is the amount of exhaust gas (EGR gas) circulated from the EGR passage to the intake pipe (EGR amount). It is possible to change. Increasing the EGR amount tends to enrich the air-fuel ratio, and decreasing the EGR amount tends to lean the air-fuel ratio. For this reason, the air-fuel ratio can be changed by changing the EGR amount.

  Of course, the method for changing the air-fuel ratio is not limited to changing the EGR amount, and for example, the fuel injection amount injected from the fuel injection valve 33 may be changed. The fuel injection amount by the fuel injection valve 33 is set based on the calculation result calculated by the ECU from the detection information from the various sensors described above. Specifically, the ECU sets an appropriate target air-fuel ratio based on detection information from various sensors, and an appropriate amount of fuel corresponding to the target air-fuel ratio is injected from the fuel injection valve 33. . That is, when the operating state of the engine 11 is switched, the target air-fuel ratio is actually changed, and an appropriate amount of fuel corresponding to the changed target air-fuel ratio is injected from the fuel injection valve 33. In this case, torque fluctuation may occur, but torque fluctuation may be suppressed by changing the injection timing or performing multi-stage injection.

  As another air-fuel ratio changing method, for example, when the engine 11 includes the turbocharger 27 as in the present embodiment, the amount of new air supplied from the intake pipe 22 to the combustion chamber 17 is changed. Is mentioned. When the supercharging pressure is raised, the air-fuel ratio tends to be lean, and when the supercharging pressure is lowered, it tends to be rich. For this reason, the air-fuel ratio can be changed by changing the supercharging pressure.

  Further, when the operation state of the engine 11 is switched from “normal combustion” to “low PM emission operation”, it is not always necessary to change the air-fuel ratio. For example, the fuel pressure of the common rail 34 may be changed, and the injection pressure of the fuel injection valve 33 may be changed.

  FIG. 4 is a graph showing the relationship between the EGR rate and the PM amount when the injection pressure is changed. The injection pressure has a relationship of D1> D2> D3. As can be seen from the results in FIG. 4, the PM amount tends to decrease as the injection pressure increases regardless of the EGR rate. The change in the air-fuel ratio substantially coincides with the change in the EGR rate. That is, it can be seen from this result that the PM amount tends to decrease as the injection pressure increases regardless of the change in the air-fuel ratio. Therefore, the operating state of the engine 11 can be changed to “low PM exhaust combustion” in which the PM amount is reduced by changing the injection pressure.

  When the exhaust fuel is added in this way, the operating state of the engine 11 is switched from “normal combustion” to “low PM exhaust combustion”, so that deposits are deposited on the tip surface of the injector 50 and the like. Can be suppressed. That is, since soot in the exhaust gas is reduced during the addition of fuel, it is possible to suppress deposits as deposits on the tip surface of the injector 50 and the like. Therefore, fuel (additive) can always be supplied satisfactorily from the injector 50 to the exhaust passage 12.

  After the operation state of the engine 11 is changed to “low PM exhaust combustion” in step S13, it is next determined in step S14 whether an exhaust fuel addition end condition is satisfied. If the exhaust fuel addition end condition is not satisfied (step S14: No), the exhaust fuel addition is continued (step S12), and the operation state of the engine 11 is maintained as "low PM exhaust combustion" (step S12). S13).

  On the other hand, when the exhaust fuel addition termination condition is satisfied (step S14: Yes), the exhaust fuel addition is terminated, but the operation state of the engine 11 is maintained as “low PM exhaust combustion” (step S15). . Then, in step S16, it is determined whether or not a predetermined time has elapsed from the end of addition of exhaust fuel. When the predetermined time has elapsed (step S16: Yes), the operating state of the engine 11 is returned to “normal combustion” in step S17. The series of processing ends.

  As described above, in this embodiment, the operation state of the engine 11 is maintained as “low PM exhaust combustion” for a certain period after the addition of the exhaust fuel is completed. That is, a time lag is generated between the end of the exhaust fuel addition and the timing at which the operating state of the engine 11 is switched from “low PM exhaust combustion” to “normal combustion”. Thereby, deposit accumulation can be further suppressed. In the vicinity of the injector 50, there is a case where the fuel serving as the binder stays for a while after the exhaust fuel addition is completed. By generating the time lag, the fuel in the vicinity of the injector 50 is surely discharged together with the exhaust gas, so that deposit accumulation is further suppressed.

  Of course, such a time lag is not always necessary. Fundamentally, if the operating state of the engine 11 is switched to “low PM exhaust combustion” only while the exhaust fuel is being added, that is, while the fuel is being injected from the injector 50, deposit accumulation Can be sufficiently suppressed.

  Although the embodiment of the present invention has been described above, the present invention is not limited to this embodiment. For example, in the above-described embodiment, the NOx trap catalyst that decomposes (reduces) NOx using fuel (light oil) as a reducing agent is illustrated as an exhaust purification catalyst that decomposes NOx and S, but is not limited thereto. This is also applied to an apparatus equipped with a so-called SCR (Selective Catalytic Reduction), which selectively adsorbs NOx in exhaust gas to a catalyst and injects ammonia or urea as a reducing agent from an injector to decompose (reduce) NOx. The invention can be applied.

  In the above-described embodiment, the example in which the reducing agent is added as the additive has been described. However, the additive is not limited to the purpose of the reducing action, and if it is added to the exhaust system, for example, by combustion It may be a fuel for the purpose of raising the temperature.

  Further, in the above-described embodiment, an example of the configuration of the intake / exhaust system including the turbocharger and the EGR device is shown, but the present invention is not particularly limited to this, and the turbocharger and the EGR device are necessarily provided. There is no.

It is a figure showing the schematic structure of the exhaust-air-purification device concerning one embodiment. It is a flowchart of an example of the control method of the exhaust gas purification apparatus which concerns on one Embodiment. It is a graph which shows the relationship between an air fuel ratio and the amount of smoke. It is a graph which shows the relationship between the EGR rate when changing injection pressure, and PM amount.

Explanation of symbols

10 Exhaust purification device 11 Engine 12 Exhaust pipe (exhaust passage)
13 Cylinder Head 14 Cylinder Block 15 Cylinder Bore 16 Piston 17 Combustion Chamber 18 Connecting Rod 19 Crankshaft 20 Intake Port 21 Intake Manifold 22 Intake Pipe (Intake Passage)
23 Intake valve 24 Exhaust port 25 Exhaust manifold 26 Exhaust valve 27 Turbocharger 28 Intercooler 29 Throttle valve 30 EGR pipe (EGR passage)
31 EGR cooler 32 EGR valve 33 Fuel injection valve 34 Common rail 35 Supply pump 36 Oxidation catalyst 37 NOx trap catalyst 38 DPF
39 Exhaust temperature sensor 40 Oxygen concentration sensor 50 Injector

Claims (4)

An exhaust purification catalyst interposed in the exhaust passage of the engine, and an injector that is arranged upstream of the exhaust purification catalyst and injects an additive into the exhaust passage,
When the additive is injected from the injector into the exhaust passage, the engine operating state is suppressed from the normal combustion in which the air-fuel ratio is leaner than the smoke amount peak, and the emission of PM is suppressed more than the normal combustion. exhaust gas purification apparatus characterized by comprising a switching means for changing to a further lean-side air-fuel ratio by switching Rukoto a low PM emission combustion. The engine includes an EGR passage that connects an exhaust passage and an intake passage to circulate a part of the exhaust gas,
The exhaust emission control device according to claim 1 , wherein the switching means changes an amount of exhaust gas circulated through the EGR passage according to each operation state. The engine includes a turbocharger that rotates a compressor disposed in an intake passage by rotating a turbine disposed in an exhaust passage by exhaust to supercharge intake air,
The exhaust emission control device according to claim 1 or 2 , wherein the switching unit changes a supercharging pressure by the turbocharger according to each operation state. The exhaust emission control device according to any one of claims 1 to 3 , wherein the switching unit changes an injection pressure of fuel injected from a fuel injection valve of the engine according to each operation state.

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