JP6230008B1 - Engine exhaust purification system - Google Patents

Abstract

An air-fuel ratio enriched NOx reduction control increases the amount of H component supplied to a NOx catalyst, making it easier to increase the amount of NH3 generated from the NOx catalyst, and a relatively large amount of NH3 from the NOx catalyst to the SCR catalyst. Supply. An exhaust emission control device for an engine sets NOx reduction control by setting a NOx catalyst 45, an SCR catalyst 47, a urea injection valve 51, and a first target air-fuel ratio capable of reducing NOx occluded in the NOx catalyst. And NOx reduction control means, and when the NOx reduction control means determines that urea injection from the urea injection valve 51 cannot be performed normally, the air-fuel ratio of the exhaust gas is set to the first target empty By executing the air-fuel ratio enriched NOx reduction control in which the air-fuel ratio of the exhaust gas is enriched until the second target air-fuel ratio is enriched with respect to the fuel ratio, NH3 is supplied from the NOx catalyst 45 to the SCR catalyst 47. The NH3 supply NOx reduction control is executed. [Selection] Figure 12

Description

  The present invention relates to an exhaust emission control device for an engine, and more particularly, to an exhaust emission control device for an engine provided with an NOx catalyst for purifying NOx in exhaust gas on an exhaust passage.

Conventionally, as shown in Patent Document 1, an SCR catalyst that is provided on the exhaust passage of an engine and purifies NOx in exhaust gas by reaction with NH _3, and the air-fuel ratio of the exhaust gas is larger than the stoichiometric air-fuel ratio. In a lean state (λ> 1), NOx in the exhaust gas is occluded, and this occluded NOx is stored in a state where the air-fuel ratio of the exhaust gas is in the vicinity of the stoichiometric air-fuel ratio (λ≈1) or richer than the stoichiometric air-fuel ratio. 2. Description of the Related Art There is known an engine exhaust purification device that includes a NOx occlusion reduction type NOx catalyst that reduces in such a state (λ <1). In this engine exhaust purification device, when the engine is in a high rotation speed and high load range, that is, in the engine operating range where the temperature of the SCR catalyst is high, NOx purification by the SCR catalyst is performed, In other cases, NOx purification by the NOx catalyst is performed.

Further, as shown in Patent Document 2, instead of providing a urea injection valve for injecting urea into the SCR catalyst, NO ₃ purification by the SCR catalyst is performed by adsorbing NH ₃ generated in NOx reduction control in the NOx catalyst to the SCR catalyst. Is known to do.

Japanese Patent No. 3518398 JP 2010-112345 A

In the technique described in Patent Document 1 described above, when the urea injection from the urea injection valve is not normally performed in the NOx purification region by the SCR catalyst, that is, the region in which NOx purification by the NOx catalyst is not performed, the SCR There is a problem that NOx cannot be sufficiently purified by the catalyst and a large amount of NOx is discharged.
Therefore, as shown in Patent Document 2, it is conceivable to supply NH ₃ generated in NOx reduction control by the NOx catalyst to the SCR catalyst.
However, the amount of NH ₃ generated in the NOx reduction control by the NOx catalyst is relatively small, and NH ₃ cannot be supplied to the SCR catalyst to such an extent that the SCR catalyst can sufficiently purify NOx. There is a problem that it cannot be sufficiently purified.

The present invention has been made to solve the above-described problems of the prior art, and the air-fuel ratio enriched NOx reduction control increases the H component supplied to the NOx catalyst, and NH ₃ is generated from the NOx catalyst. It is an object of the present invention to provide an exhaust emission control device for an engine that can easily increase the amount to be supplied and can supply a relatively large amount of NH ₃ from the NOx catalyst to the SCR catalyst.

In order to achieve the above object, the present invention is provided on the exhaust passage of the engine and occludes NOx in the exhaust gas when the air-fuel ratio of the exhaust gas is leaner than the stoichiometric air-fuel ratio, A NOx catalyst that reduces the occluded NOx when the air-fuel ratio of the exhaust gas is close to the stoichiometric air-fuel ratio or richer than the stoichiometric air-fuel ratio, and also has a function as an oxidation catalyst that oxidizes HC An exhaust purification device for an engine equipped with an SCR catalyst provided on an exhaust passage downstream of the NOx catalyst and purifying NOx in exhaust gas by reaction with NH _3, and supplying urea to the SCR catalyst The urea injection valve that injects urea into the exhaust passage of the engine, the fuel injection control means that controls the fuel injection valve, and the air-fuel ratio of the exhaust gas is enriched and stored in the NOx catalyst. NOx reduction control means for executing NOx reduction control for setting NOx to a first target air-fuel ratio capable of reducing Ox and reducing NOx stored in the NOx catalyst, and the NOx reduction control means is provided from the urea injection valve. If it is determined that the urea injection is not normally performed, the air-fuel ratio of the exhaust gas is enriched until the air-fuel ratio of the exhaust gas becomes the second target air-fuel ratio that is richer than the first target air-fuel ratio. by performing the air-fuel ratio enrichment NOx reduction control is, and executes the NH ₃ supply NOx reduction control to supply the NOx _catalyst, NH ₃ in the SCR catalyst.

According to the present invention configured as described above, when it is determined that the urea injection from the urea injection valve cannot be normally performed, the NOx reduction control means is configured such that the air-fuel ratio of the exhaust gas is higher than the first target air-fuel ratio. Since the air-fuel ratio enriched NOx reduction control in which the air-fuel ratio of the exhaust gas is enriched until the second target air-fuel ratio is also enriched is executed, the air-fuel ratio enriched NOx reduction control performs the in-cylinder combustion of the engine. In either case of performing the operation or discharging unburned fuel to the exhaust passage, the H component supplied to the NOx catalyst is increased. Therefore, it becomes easy to increase the amount of NH ₃ generated from the NOx catalyst, and a relatively large amount of NH ₃ can be supplied from the NOx catalyst to the SCR catalyst. Therefore, even when it is determined that the urea injection from the urea injection valve cannot be normally performed, NOx in the exhaust gas cannot be purified by the SCR catalyst due to the lack of NH ₃ adsorbed on the SCR catalyst. In addition to suppressing this, it is possible to increase the purification rate of NOx in the exhaust gas in the SCR catalyst by increasing the amount of adsorption of NH _{3 in} the SCR catalyst, and it is possible to suppress the emission amount of NOx.

In the present invention, preferably, the apparatus further comprises NH ₃ adsorption amount acquisition means for estimating or detecting the adsorption amount of NH ₃ adsorbed on the SCR catalyst, and the NOx reduction control means includes air-fuel ratio enriched NOx reduction control. The degree of enrichment of the second target air-fuel ratio is changed according to the adsorption amount of NH ₃ adsorbed on the SCR catalyst.
In the present invention configured as described above, the NOx reduction control means determines the degree to which the second target air-fuel ratio of the air-fuel ratio enriched NOx reduction control is enriched by the NH ₃ adsorbed on the SCR catalyst. Since it changes according to the amount of adsorption, it is possible to increase the H component supplied to the NOx catalyst and change the amount of NH ₃ generated from the NOx catalyst according to the degree of enrichment of the second target air-fuel ratio. can, as NH ₃ supply control, the NH ₃ is changed according to the amount of adsorption of NH ₃ adsorbed in the SCR catalyst can be supplied to the SCR catalyst from the NOx catalyst.

In the present invention, preferably, the NOx reduction control means determines the second target air-fuel ratio within a range richer than the theoretical air-fuel ratio and up to a predetermined limit air-fuel ratio.
In the present invention configured as described above, the NOx reduction control means determines the second target air-fuel ratio within a range richer than the stoichiometric air-fuel ratio and up to a predetermined limit air-fuel ratio. It can suppress that the problem of the reliability fall of the EGR apparatus by having been supplied to an EGR apparatus arises.

In the present invention, preferably, the NOx reduction control means performs air-fuel ratio lean operation control in which the air-fuel ratio of the exhaust gas is leaner than the first target air-fuel ratio after executing the air-fuel ratio enrichment NOx reduction control. run, after the air-fuel ratio lean operation control end, by executing NOx reduction control, the NH ₃ from the NOx catalyst to perform the NH ₃ supply NOx reduction control to supply to said SCR catalyst.
According to the present invention configured as described above, the NOx reduction control means performs the air-fuel ratio enrichment NOx reduction control, and then the air-fuel ratio of the exhaust gas is in the leaner state than the first target air-fuel ratio. Since the fuel ratio lean operation control is executed, the HC adsorbed by the oxidation catalyst and oxygen can be reacted to increase the temperature of the oxidation catalyst and the NOx catalyst in the NOx catalyst. By executing the NOx reduction control while the temperature of the NOx catalyst is increased, NH ₃ is easily generated from the NOx catalyst, and a relatively large amount of NH ₃ can be supplied from the NOx catalyst to the SCR catalyst.

In the present invention, preferably, the NOx reduction control means executes air-fuel ratio lean operation control in which the air-fuel ratio of the exhaust gas becomes leaner than the target air-fuel ratio after executing the air-fuel ratio enrichment NOx reduction control, air-fuel ratio lean operation control end, by executing the air-fuel ratio enrichment NOx reduction control, executes the NH ₃ supply control for supplying the NH ₃ into the SCR catalyst from the NOx catalyst.
According to the present invention configured as described above, after the air-fuel ratio enrichment NOx reduction control is executed, the air-fuel ratio lean operation control in which the air-fuel ratio of the exhaust gas becomes leaner than the target air-fuel ratio is executed, Since the air-fuel ratio enrichment NOx reduction control is executed after the end of the fuel-fuel ratio lean operation control, the air-fuel ratio enrichment NOx reduction control is executed in a state where the temperature of the NOx catalyst is increased by the air-fuel ratio lean operation control. Not only is the catalyst likely to generate NH _3, but the air-fuel ratio enriched NOx reduction control increases the H component supplied to the NOx catalyst. Therefore, it becomes easy to increase the amount of NH ₃ generated from the NOx catalyst, and as the NH ₃ supply control, a relatively large amount of NH ₃ can be supplied from the NOx catalyst to the SCR catalyst.

In the present invention, preferably, the NOx reduction control means is configured such that when urea supplied to the urea injection valve is frozen, the second target air in which the air-fuel ratio of the exhaust gas is made richer than the first target air-fuel ratio. by performing the air-fuel ratio enrichment NOx reduction control the air-fuel ratio of the exhaust gas was enriched until fuel ratio, executes the NH ₃ supply NOx reduction control to supply the NOx _catalyst, NH ₃ in the SCR catalyst.
According to the present invention configured as described above, even when urea supplied to the urea injection valve is frozen, the NOx in the exhaust gas in the SCR catalyst is insufficient due to the lack of NH ₃ adsorbed on the SCR catalyst. In addition, it is possible to increase the amount of NH ₃ adsorbed on the SCR catalyst and increase the NOx purification rate in the exhaust gas on the SCR catalyst, thereby suppressing the NOx emission amount. be able to.

In the present invention, preferably, when the air-fuel ratio enrichment NOx reduction control is executed after completion of the air-fuel ratio lean operation control, the NOx reduction control means indicates the post-injection timing in the air-fuel ratio enrichment NOx reduction control. The post-injection time is set for burning the burned fuel in the cylinder of the engine.
According to the present invention configured as described above, when the air-fuel ratio enrichment NOx reduction control is executed after the air-fuel ratio lean operation control ends, the NOx reduction control means performs post-processing in the air-fuel ratio enrichment NOx reduction control. The injection timing is set to the post-injection timing for burning the post-injected fuel in the cylinder of the engine, so that the post-injected fuel is directly discharged as unburned fuel, or the oil is diluted with the post-injected fuel. Can be suppressed.

In the present invention, preferably, the NOx reduction control means executes the NH ₃ supply NOx reduction control when the temperature of the exhaust gas is relatively high and the NOx in the exhaust gas is required to be purified by the SCR catalyst. .
According to the present invention configured as described above, the NOx reduction control means can control the NOx reduction control unit from the urea injection valve when the temperature of the exhaust gas is relatively high and the NOx in the exhaust gas is required to be purified by the SCR catalyst. when the urea injection is determined not to be normally, it is possible to perform a NH ₃ supply NOx reduction control, the NOx in the exhaust gas in the SCR catalyst by insufficient NH ₃ adsorbed in the SCR catalyst It is possible to increase the amount of NH ₃ adsorbed on the SCR catalyst and increase the NOx purification rate in the exhaust gas on the SCR catalyst, and to suppress the NOx emission amount while suppressing the inability to purify. Can do.

According to the engine exhaust gas purification apparatus of the present invention, the air-fuel ratio enriched NOx reduction control increases the H component supplied to the NOx catalyst, making it easy to increase the amount of NH ₃ generated from the NOx catalyst. A relatively large amount of NH ₃ can be supplied to the SCR catalyst.

1 is a schematic configuration diagram of an engine system to which an engine exhaust gas purification apparatus according to an embodiment of the present invention is applied. 1 is a block diagram showing an electrical configuration of an engine exhaust gas purification apparatus according to an embodiment of the present invention. It is a flowchart which shows the fuel-injection control by one Embodiment of this invention. It is explanatory drawing about the driving | operation area | region of the engine which performs each of passive DeNOx control and active DeNOx control in one Embodiment of this invention. It is a flowchart which shows the post injection amount calculation process for DeNOx by one Embodiment of this invention. It is explanatory drawing about the setting method of the target air fuel ratio by one Embodiment of this invention. It is a flowchart which shows the setting process of the active DeNOx control execution flag by one Embodiment of this invention. It is a flowchart which shows the setting process of the passive DeNOx control execution flag by one Embodiment of this invention. Is a flowchart illustrating the setting processing of the NH ₃ supply DeNOx control flag according to one embodiment of the present invention. 4 is a flowchart illustrating active DeNOx control according to an embodiment of the present invention. It is a flowchart which shows the passive DeNOx control by one Embodiment of this invention. 4 is a flowchart illustrating NH ₃ supply DeNOx control according to an embodiment of the present invention. It is an explanatory view of a method for setting the post-injection timing of the active DeNOx control and NH ₃ supply DeNOx control according to an embodiment of the present invention.

  Hereinafter, an exhaust emission control device for an engine according to an embodiment of the present invention will be described with reference to the accompanying drawings.

<System configuration>
First, an engine system to which an exhaust emission control device for an engine according to an embodiment of the present invention is applied will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of an engine system to which an engine exhaust gas purification apparatus according to an embodiment of the present invention is applied.

  As shown in FIG. 1, the engine system 200 mainly includes an engine E as a diesel engine, an intake system IN that supplies intake air to the engine E, a fuel supply system FS that supplies fuel to the engine E, An exhaust system EX that exhausts exhaust gas from the engine E, sensors 100 to 119 that detect various states relating to the engine system 200, a PCM (Power-train Control Module) 60 that controls the engine system 200, and an SCR catalyst 47 And a DCU (Dosing Control Unit) 70 for performing control related to the above.

First, the intake system IN has an intake passage 1 through which intake air passes, and an air cleaner 3 that purifies air introduced from the outside in order from the upstream side, and intake air that passes through the intake passage 1. The compressor of the turbocharger 5 that compresses and raises the intake pressure, the intercooler 8 that cools the intake air by outside air or cooling water, and the intake shutter valve 7 that adjusts the intake air flow rate (corresponding to a throttle valve) And a surge tank 12 for temporarily storing the intake air supplied to the engine E.
In the intake system IN, an air flow sensor 101 for detecting the intake air amount and a temperature sensor 102 for detecting the intake air temperature are provided on the intake passage 1 immediately downstream of the air cleaner 3. A pressure sensor 103 for detecting the pressure of the intake air is provided. A temperature sensor 106 for detecting the intake air temperature is provided on the intake passage 1 immediately downstream of the intercooler 8. A position sensor 105 for detecting the opening degree is provided, and the surge tank 12 is provided with a pressure sensor 108 for detecting the pressure of intake air in the intake manifold. Various sensors 101 to 108 provided in the intake system IN output detection signals S101 to S108 corresponding to the detected parameters to the PCM 60, respectively.

  Next, the engine E includes an intake valve 15 for introducing the intake air supplied from the intake passage 1 (specifically, an intake manifold) into the combustion chamber 17, a fuel injection valve 20 for injecting fuel toward the combustion chamber 17, A glow plug 21 provided with a heat generating portion in the combustion chamber 17 that generates heat when energized, a piston 23 that reciprocates by combustion of the air-fuel mixture in the combustion chamber 17, and a crankshaft 25 that is rotated by the reciprocating motion of the piston 23 And an exhaust valve 27 that exhausts exhaust gas generated by combustion of the air-fuel mixture in the combustion chamber 17 to the exhaust passage 41. Further, the engine E is provided with a crank angle sensor 100 that detects a crank angle as a rotation angle with respect to a top dead center in the crankshaft 25, and the crank angle sensor 100 is provided at the detected crank angle. The corresponding detection signal S100 is output to the PCM 60, and the PCM 60 acquires the engine speed based on the detection signal S100.

  The fuel supply system FS includes a fuel tank 30 that stores fuel, and a fuel supply passage 38 that supplies fuel from the fuel tank 30 to the fuel injection valve 20. In the fuel supply passage 38, a low-pressure fuel pump 31, a high-pressure fuel pump 33, and a common rail 35 are provided in order from the upstream side.

Next, the exhaust system EX has an exhaust passage 41 through which exhaust gas passes. A turbo that is rotated by the exhaust gas passing through the exhaust passage 41 and drives the compressor as described above by this rotation. A turbine of the supercharger 5 is provided. Further, on the exhaust passage 41 on the downstream side of the turbine, NOx catalyst 45 for purifying NOx in the exhaust gas and particulate matter (PM) in the exhaust gas are collected in order from the upstream side. Diesel particulate filter (DPF) 46, urea injector 51 for injecting urea (typically urea water) into exhaust passage 41 downstream of DPF 46, and urea injected from urea injector 51 SCR (Selective Catalytic Reduction) that generates ammonia by hydrolysis (CO (NH ₂ ) ₂ + H ₂ O → CO ₂ + 2NH ₃ ) and purifies NOx by reacting (reducing) this ammonia with NOx in the exhaust gas A catalyst 47 and a slip catalyst 48 that oxidizes and purifies ammonia released from the SCR catalyst 47 are provided. The urea injector 51 is controlled to inject urea into the exhaust passage 41 by a control signal S51 supplied from the DCU 70.

Here, the NOx catalyst 45 and the SCR catalyst 47 will be described more specifically. The NOx catalyst 45 occludes NOx in the exhaust gas in a lean state (λ> 1) in which the air-fuel ratio of the exhaust gas is larger than the stoichiometric air-fuel ratio. This is a NOx storage reduction catalyst (NSC) that reduces in the vicinity (λ≈1) or in a rich state (λ <1) smaller than the stoichiometric air-fuel ratio. The NOx catalyst 45 generates ammonia when reducing the NOx occluded in this way, and releases the generated ammonia. Specifically, during NOx reduction control, “N” in NOx stored in the NOx catalyst 45 and “H” in “HC” such as unburned fuel supplied as a reducing agent to the NOx catalyst 45 or Ammonia (NH ₃ ) is generated by combining with “H” in “H ₂ O” generated by in-cylinder combustion.

  The NOx catalyst 45 not only functions as the NSC described above, but also diesel that oxidizes hydrocarbons (HC), carbon monoxide (CO), and the like using oxygen in the exhaust gas to change it into water and carbon dioxide. It is also configured to have a function as an oxidation catalyst (DOC: Diesel Oxidation Catalyst) 45a (oxidation catalyst). Specifically, the NOx catalyst 45 is made by coating the surface of the catalyst material layer of the diesel oxidation catalyst 45a with an NSC catalyst material. Therefore, the NOx catalyst 45 forms a composite catalyst combined with the diesel oxidation catalyst 45a. Since the NOx catalyst 45 is disposed in combination with the diesel oxidation catalyst 45a, when the reaction heat is generated by the oxidation reaction and the temperature rises in the diesel oxidation catalyst 45a, the reaction heat is transmitted to the NOx catalyst 45, and the NOx. The temperature of the catalyst 45 is increased.

On the other hand, the SCR catalyst 47 adsorbs ammonia produced from urea injected from the urea injector 51 and ammonia produced by NOx reduction in the NOx catalyst 45, and the adsorbed ammonia is adsorbed to NOx in the exhaust gas. To reduce and purify NOx. For example, the SCR catalyst 47 is made by supporting a catalyst metal that reduces NOx with ammonia on zeolite that traps ammonia to form a catalyst component, and supporting this catalyst component on the cell wall of the honeycomb carrier. . Fe, Ti, Ce, W or the like is used as the catalyst metal for NOx reduction.
Note that the DCU 70 described above seems to adsorb an appropriate amount of ammonia to the SCR catalyst 47 from the viewpoint of both ensuring NOx purification performance by the SCR catalyst 47 and suppressing release (slip) of ammonia from the SCR catalyst 47. Next, control is performed to inject urea from the urea injector 51. In this case, since the ammonia adsorption capacity changes according to the temperature of the SCR catalyst 47 (specifically, when the temperature of the SCR catalyst 47 becomes high, ammonia is easily released from the SCR catalyst 47), the DCU 70 In consideration of the temperature, control is performed to inject urea from the urea injector 51.

  The urea injector 51 is disposed in the exhaust passage 41 upstream of the SCR catalyst 47 and downstream of the NOx catalyst 45. The urea injector 51 is connected to a urea supply path 53, and this urea supply path 53 is connected to a urea tank 55 via a urea delivery pump 54. The urea supply path 53 is formed by a pipe capable of sending urea (urea water). A urea supply path pressure sensor 56 that measures a change in pressure when urea passes is disposed on the urea supply path 53. A urea path heater 57 for preventing urea from freezing on the urea supply path 53 is disposed on the urea supply path 53. The urea delivery pump 54 receives a control command from the DCU 70 and delivers urea from the urea tank 55 toward the urea injector 51.

  The urea tank 55 is a tank that can store urea. The urea tank 55 is provided with a urea level sensor 58, a urea temperature sensor 59, and a urea tank heater 61. The urea level sensor 58 detects the water level of urea in the urea tank 55. The urea temperature sensor 59 detects the temperature of urea in the urea tank 55. The urea tank heater 61 is configured to heat urea in the urea tank 55. When all or part of urea in the urea tank 55 is frozen, the urea tank heater 61 can heat the urea to cancel the frozen state and return it to the liquid state.

  The DCU 70 is electrically connected to the urea supply path pressure sensor 56, the urea level sensor 58, and the urea temperature sensor 59. The urea supply path pressure sensor 56, the urea level sensor 58, and the urea temperature sensor 59 each output detection signals S52 to S54 corresponding to the detected parameters to the DCU 70. The DCU 70 is electrically connected to the urea path heater 57, the urea delivery pump 54, and the urea tank heater 61. The urea path heater 57, the urea delivery pump 54, and the urea tank heater 61 can each control the operating state by control signals S55 to S57 supplied from the DCU 70.

  The DCU 70 stores a CPU, various programs that are interpreted and executed on the CPU (including a basic control program such as an OS and an application program that is activated on the OS and realizes a specific function), and programs and various data. And a computer having an internal memory such as a ROM and a RAM. The DCU 70 is connected to the PCM 60 so as to be capable of bidirectional communication, and is controlled in response to a control command from the PCM 60.

As shown in FIG. 1, in the exhaust system EX, a pressure sensor 109 that detects the pressure of the exhaust gas and the temperature of the exhaust gas are detected on the exhaust passage 41 upstream of the turbine of the turbocharger 5. A temperature sensor 110 is provided, and an O ₂ sensor 111 for detecting the oxygen concentration is provided on the exhaust passage 41 immediately downstream of the turbine of the turbocharger 5. Further, the exhaust system EX includes a temperature sensor 112 for detecting the temperature of the exhaust gas immediately upstream of the NOx catalyst 45, a temperature sensor 113 for detecting the temperature of the exhaust gas between the NOx catalyst 45 and the DPF 46, and the DPF 46. Differential pressure sensor 114 for detecting the pressure difference between the exhaust gas immediately upstream and the downstream side, a temperature sensor 115 for detecting the temperature of the exhaust gas immediately downstream of the DPF 46, and the exhaust gas immediately downstream of the DPF 46 NOx sensor 116 for detecting the concentration of NOx in the exhaust gas, temperature sensor 117 for detecting the temperature of the exhaust gas immediately upstream of the SCR catalyst 47, and the concentration of NOx in the exhaust gas immediately downstream of the SCR catalyst 47 And a PM sensor 119 for detecting PM in the exhaust gas immediately upstream of the slip catalyst 48. Various sensors 109 to 119 provided in the exhaust system EX output detection signals S109 to S119 corresponding to the detected parameters to the PCM 60, respectively.

  Further, in the present embodiment, the turbocharger 5 is configured as a two-stage supercharging system that can efficiently obtain high supercharging throughout the entire range from a low rotation range to a high rotation range where the exhaust energy is low. That is, the turbocharger 5 includes a large turbocharger 5a for supercharging a large amount of air in a high rotation range, a small turbocharger 5b capable of efficiently supercharging with low exhaust energy, and a compressor of the small turbocharger 5b. A compressor bypass valve 5c for controlling the flow of intake air to the turbine, a regulator valve 5d for controlling the flow of exhaust gas to the turbine of the small turbocharger 5b, and a waste gate for controlling the flow of exhaust gas to the turbine of the large turbocharger 5a A valve 5e is provided, and the supercharging by the large turbocharger 5a and the small turbocharger 5b is switched by driving each valve according to the operating state (engine speed and load) of the engine E.

  The engine system 200 according to the present embodiment further includes an EGR device 43. The EGR device 43 connects the exhaust passage 41 upstream of the turbine of the turbocharger 5 and the intake passage 1 downstream of the compressor of the turbocharger 5 (specifically, downstream of the intercooler 8). The passage 43a, the EGR cooler 43b that cools the exhaust gas that passes through the EGR passage 43a, the first EGR valve 43c that adjusts the flow rate of the exhaust gas that passes through the EGR passage 43a, and the EGR cooler 43b are bypassed to flow the exhaust gas. The EGR cooler bypass passage 43d and the second EGR valve 43e for adjusting the flow rate of the exhaust gas passing through the EGR cooler bypass passage 43d are provided.

  Next, with reference to FIG. 2, the electrical configuration of the exhaust emission control device for an engine according to the embodiment of the present invention will be described. FIG. 2 is a block diagram showing an electrical configuration of the engine exhaust gas purification apparatus according to the embodiment of the present invention.

  In addition to the detection signals S100 to S119 of the various sensors 100 to 119 described above, the PCM 60 according to the embodiment of the present invention detects an accelerator opening sensor 150 that detects an accelerator pedal opening (accelerator opening), and a vehicle speed. Based on the detection signals S150 and S151 output from the vehicle speed sensors 151, the control signal S20 is mainly output to control the fuel injection valve 20, and the control signal S7 is output to control the intake shutter valve 7. To do. Further, the PCM 60 performs bidirectional communication with the DCU 70 so that urea is supplied from the injector 51 into the exhaust passage 41 or urea frozen in the urea tank 55 is melted by the urea tank heater 61. The control signal S8 for controlling the DCU 70 is output.

In particular, in the present embodiment, the PCM 60 sets the air-fuel ratio of the exhaust gas from the fuel injection valve 20 so as to set the target air-fuel ratio (specifically, near the stoichiometric air-fuel ratio or a predetermined air-fuel ratio smaller than the stoichiometric air-fuel ratio). Control (NOx reduction control) is performed to reduce the NOx occluded in the NOx catalyst 45 by post injection. That is, the PCM 60 adds to the main injection that injects fuel into the cylinders in order to output the engine torque according to the driver's accelerator operation (basically, the air-fuel ratio of the exhaust gas becomes lean in the main injection). After this main injection, post injection is performed to inject fuel at a timing that does not contribute to engine torque output (specifically, an expansion stroke), and the air-fuel ratio of the exhaust gas is reduced. The NOx occluded in the NOx catalyst 45 is reduced so as to be set to a state close to the theoretical air-fuel ratio (λ≈1) or a rich state smaller than the theoretical air-fuel ratio (λ <1). Hereinafter, such control for reducing the NOx stored in the NOx catalyst 45 is referred to as “DeNOx control”. Note that “De” in the word “DeNOx” is a prefix meaning separation or removal. Note that NH ₃ supply DeNOx control, which will be described later, is also included in “DeNOx control” in order to perform control for reducing NOx stored in the NOx catalyst 45.

  Although details will be described later, the PCM 60 functions as “NOx reduction control means”.

  The PCM 60 stores a CPU, various programs interpreted and executed on the CPU (including a basic control program such as an OS and an application program that is activated on the OS and realizes a specific function), programs, and various data. It is configured by a computer having an internal memory such as a ROM or RAM for storing.

<Fuel injection control>
Next, the fuel injection control according to the embodiment of the present invention will be described with reference to FIG. FIG. 3 is a flowchart (fuel injection control flow) showing the fuel injection control according to the embodiment of the present invention. This fuel injection control flow is started when the ignition of the vehicle is turned on and the PCM 60 is turned on, and is repeatedly executed at a predetermined cycle.

  First, in step S101, the PCM 60 acquires the driving state of the vehicle. Specifically, the PCM 60 is currently set to at least the accelerator opening detected by the accelerator opening sensor 150, the vehicle speed detected by the vehicle speed sensor 151, the crank angle detected by the crank angle sensor 100, and the transmission of the vehicle. Get the gear position.

  Next, in step S102, the PCM 60 sets a target acceleration based on the driving state of the vehicle including the operation of the accelerator pedal acquired in step S101. Specifically, the PCM 60 determines the acceleration corresponding to the current vehicle speed and gear stage from acceleration characteristic maps (created in advance and stored in a memory or the like) defined for various vehicle speeds and various gear stages. A characteristic map is selected, and a target acceleration corresponding to the current accelerator opening is determined with reference to the selected acceleration characteristic map.

  Next, in step S103, the PCM 60 determines a target torque of the engine E for realizing the target acceleration determined in step S102. In this case, the PCM 60 determines a target torque within the range of torque that can be output by the engine E based on the current vehicle speed, gear stage, road surface gradient, road surface μ, and the like.

  Next, in step S104, the PCM 60 calculates the fuel injection amount to be injected from the fuel injection valve 20 based on the target torque and the engine speed so as to output the target torque determined in step S103 from the engine E. . This fuel injection amount is a fuel injection amount (main injection amount) applied in main injection.

  On the other hand, in parallel with the processing of steps S102 to S104 described above, in step S105, the PCM 60 sets a fuel injection pattern according to the operating state of the engine E. Specifically, when performing the above-described DeNOx control, the PCM 60 sets a fuel injection pattern for performing at least post injection in addition to main injection. In this case, the PCM 60 also determines the fuel injection amount (post injection amount) applied in the post injection and the timing (post injection timing etc.) for performing the post injection. Details of these will be described later.

  After steps S104 and S105, the process proceeds to step S106, where the PCM 60 is based on the main injection amount calculated in step S104 and the fuel injection pattern set in step S105 (when post injection is performed, the post injection amount or post injection). The fuel injection valve 20 is controlled. That is, the PCM 60 controls the fuel injection valve 20 so that a desired amount of fuel is injected in a desired fuel injection pattern.

<DeNOx control>
Hereinafter, DeNOx control according to the embodiment of the present invention will be specifically described.

  First, the basic concept of DeNOx control according to an embodiment of the present invention will be described. In this embodiment, the PCM 60 reduces the NOx occluded in the NOx catalyst 45 to approximately 0 when the NOx occlusion amount of the NOx catalyst 45 is equal to or greater than a predetermined amount, typically when the NOx occlusion amount is near the limit. DeNOx control (hereinafter referred to as “active DeNOx control where appropriate”), in which post-injection is performed from the fuel injection valve 20 so that the air-fuel ratio of the exhaust gas is continuously set to a target air-fuel ratio in the vicinity of the stoichiometric air-fuel ratio or lower than the stoichiometric air-fuel ratio. ”). By so doing, NOx stored in the NOx catalyst 45 in a large amount is forcibly reduced, and the NOx purification performance of the NOx catalyst 45 is reliably ensured.

  Further, in this embodiment, even if the NOx occlusion amount of the NOx catalyst 45 is less than a predetermined amount, the PCM 60 is occluded in the NOx catalyst 45 when the air-fuel ratio of the exhaust gas changes to the rich side due to vehicle acceleration. In order to reduce the NOx, DeNOx control (hereinafter referred to as “passive DeNOx control” as appropriate) is performed in which the fuel injection valve 20 performs post-injection so as to temporarily set the air-fuel ratio of the exhaust gas to the target air-fuel ratio. . In this passive DeNOx control, the air-fuel ratio is adjusted to a target air-fuel ratio in the vicinity of the stoichiometric air-fuel ratio or below the stoichiometric air-fuel ratio by multiplying the situation where the main injection amount increases during acceleration and the air-fuel ratio of the exhaust gas decreases. Since the post-injection is performed so as to be set, the post-injection amount for setting the air-fuel ratio to the target air-fuel ratio is smaller than in the case where the DeNOx control is performed in a situation where the air-fuel ratio of the exhaust gas does not decrease (that is, during non-acceleration) Become. Further, since the passive DeNOx control is performed by taking advantage of acceleration of the vehicle, it is performed at a relatively high frequency.

Further, in the present embodiment, PCM60, in situation to purify NOx in the SCR catalyst 47, if the urea injection from the urea injector 51 is determined not to be normally, the NH ₃ from the NOx catalyst 45 SCR DeNOx control (hereinafter referred to as “NH ₃ supply DeNOx control” as appropriate) performed to supply the catalyst 47 is performed. In this NH ₃ supply DeNOx control, in a situation where NOx is to be purified by the SCR catalyst 47, when it is determined that the urea injection from the urea injector 51 cannot be performed normally, the NH ₃ adsorbed on the SCR catalyst 47 is reduced. In order to prevent the SCR catalyst 47 from purifying NOx in the exhaust gas due to the shortage, the NOx reduction control in which the air-fuel ratio of the exhaust gas is enriched is executed, and the NH ₃ from the NOx catalyst 45 is performed. Is supplied to the SCR catalyst 47, and the amount of NH ₃ adsorbed on the SCR catalyst 47 is increased, whereby the purification rate of NOx in the exhaust gas in the SCR catalyst 47 can be increased.

  In the present embodiment, by applying the above-described passive DeNOx control, DeNOx is performed at a high frequency while suppressing deterioration in fuel efficiency due to DeNOx. Although the passive DeNOx control is performed only for a relatively short period, it is performed at a high frequency, so that the NOx occlusion amount of the NOx catalyst 45 can be efficiently reduced. As a result, the NOx occlusion amount of the NOx catalyst 45 is less likely to exceed a predetermined amount, so that the frequency of execution of active DeNOx control that requires a larger amount of post-injection than passive DeNOx control can be reduced, and fuel consumption deterioration due to DeNOx can be reduced. It becomes possible to improve effectively.

  Further, in the present embodiment, when the above-described active DeNOx control is executed, the post-injected fuel is burned in the cylinder of the engine E, so that the air-fuel ratio of the exhaust gas is set to the target air-fuel ratio. In this case, the PCM 60 performs the post-injection at the timing when the post-injected fuel is combusted in the cylinder. Specifically, the PCM 60 sets a predetermined timing in the first half of the expansion stroke of the engine E as a post injection timing in the active DeNOx control. By applying such post injection timing in the active DeNOx control, the post-injected fuel is discharged as it is as unburned fuel (that is, HC) and the oil dilution by the post-injected fuel is suppressed. ing.

  On the other hand, in the present embodiment, when the above-described passive DeNOx control is performed, the PCM 60 causes the post-injected fuel to be discharged into the exhaust passage 41 as unburned fuel without burning in the cylinder of the engine E. Thus, the air-fuel ratio of the exhaust gas is set to the target air-fuel ratio. In this case, the PCM 60 performs the post-injection at the timing when the post-injected fuel is discharged into the exhaust passage 41 as unburned fuel without being burned in the cylinder. Specifically, the PCM 60 sets a predetermined timing in the latter half of the expansion stroke of the engine E as a post injection timing in the passive DeNOx control. By applying such post-injection timing in passive DeNOx control, it is possible to prevent the post-injected fuel from burning in the cylinder and generating smoke.

Further, in the present embodiment, when the above NH ₃ supply DeNOx control is executed, the air-fuel ratio of the exhaust gas is set to the target air-fuel ratio by burning the post-injected fuel in the cylinder of the engine E. To do. In this case, the PCM 60 performs the post-injection at the timing when the post-injected fuel is combusted in the cylinder. Specifically, the PCM 60 sets a predetermined timing in the first half of the expansion stroke of the engine E as the post injection timing in the NH ₃ supply DeNOx control. By applying such post injection timing in the active DeNOx control, the post-injected fuel is discharged as it is as unburned fuel (that is, HC), and the oil dilution by the post-injected fuel is suppressed. ing.

  Here, with reference to FIG. 4, the operation area | region of the engine E which performs each of passive DeNOx control and active DeNOx control in embodiment of this invention is demonstrated. In FIG. 4, the horizontal axis indicates the engine speed, and the vertical axis indicates the engine load. In FIG. 4, a curve L1 indicates the maximum torque line of the engine E.

  As shown in FIG. 4, in the present embodiment, the PCM 60 is in an intermediate load region where the engine load is equal to or higher than the first predetermined load Lo1 and lower than the second predetermined load Lo2 (> first predetermined load Lo1), and When the engine speed is in the middle engine speed range that is greater than or equal to the first predetermined engine speed N1 and less than the second predetermined engine speed N2 (> the first predetermined engine speed N1), that is, the engine load and the engine engine speed are indicated by reference numeral R12. When included in the region (hereinafter referred to as “active DeNOx execution region R12”), the active DeNOx control is executed. The reason for adopting such an active DeNOx execution region R12 is as follows.

  As described above, when executing the active DeNOx control, the post-injected fuel is reduced from the viewpoint of suppressing the generation of HC due to the post-injected fuel being discharged as it is or the oil dilution by the post-injected fuel. Post injection is performed at the timing of combustion in the cylinder. In this case, in this embodiment, when the post-injected fuel is burned, the generation of smoke is suppressed and the generation of HC (that is, the discharge of unburned fuel due to incomplete combustion) is suppressed. Specifically, the generation of smoke and HC is suppressed by maximizing the time until the post-injected fuel burns as much as possible, that is, ignition occurs in a state where air and fuel are properly mixed. Yes. For this reason, the ignition of post-injected fuel is effectively delayed by introducing an appropriate amount of EGR gas during active DeNOx control.

The reason for suppressing the generation of HC during the active DeNOx control is that when EGR gas is introduced as described above, HC is also recirculated to the intake system IN as EGR gas, and this HC becomes a binder and is combined with soot. This is to prevent the gas passage from being blocked. In addition, when active DeNOx control is performed in an area where the temperature of the NOx catalyst 45 is low and HC purification performance (HC purification performance by DOC in the NOx catalyst 45) is not ensured, HC is not purified. This is to prevent discharge. Incidentally, the active DeNOx execution region R12 includes a region where the temperature of the NOx catalyst 45 where the HC purification performance is not ensured is relatively low.
The reason for suppressing the generation of smoke during active DeNOx control is that PM corresponding to the smoke is collected by the DPF 46, but DPF regeneration for burning and removing the PM collected by the DPF 46 (similar to DeNOx control). This is to prevent the fuel efficiency and the like from being deteriorated by frequently performing post-injection control).

By the way, when the engine load increases, the air introduced into the engine E in order to achieve the target air-fuel ratio is reduced, so that there is not enough oxygen necessary to properly burn the post-injected fuel, so that smoke and HC Tend to occur. In particular, when the engine load increases, the in-cylinder temperature rises and the time until the post-injected fuel is ignited cannot be properly secured, and ignition occurs midway, that is, the air and fuel are mixed properly. Combustion occurs in a state where it is not performed, and smoke and HC are generated. On the other hand, in a region where the engine load is considerably low, the temperature of the NOx catalyst 45 is low, and the NOx reduction function of the NOx catalyst 45 is not sufficiently exhibited. In addition, in this region, the post-injected fuel does not burn properly, that is, misfire occurs.
In addition, although the phenomenon regarding an engine load was described above, the same phenomenon arises also about an engine speed.

  From the above, in this embodiment, the operation region of the engine E corresponding to the medium load region and the medium rotation region is employed as the active DeNOx execution region R12 for executing the active DeNOx control. In other words, in this embodiment, the active DeNOx control is executed only in the active DeNOx execution region R12, and the execution of the active DeNOx control is prohibited in the operation region other than the active DeNOx execution region R12. Thus, in the operation region of the engine E for which execution of the active DeNOx control is prohibited, particularly in the region on the higher load side or the higher rotation side than the active DeNOx execution region R12 (region denoted by reference numeral R13), the SCR Since the NOx purification performance of the catalyst 47 is sufficiently secured, the SCR catalyst 47 purifies NOx, and NOx emission from the vehicle can be prevented without executing DeNOx control.

Further, in this embodiment, in the region on the higher load side than the region R13 in which the SCR catalyst 47 purifies NOx (the region denoted by reference numeral R11, hereinafter referred to as “passive DeNOx execution region R11”). Since the amount of exhaust gas increases and the SCR catalyst 47 cannot completely purify NOx, passive DeNOx control is executed. In this passive DeNOx control, as described above, post-injection is performed at a timing at which the post-injected fuel is discharged into the exhaust passage 41 as unburned fuel without being combusted in the cylinder. In the passive DeNOx execution region R11, the temperature of the NOx catalyst 45 is sufficiently high, and the HC purification performance (HC purification performance by DOC in the NOx catalyst 45) is ensured, so the unburned fuel discharged in this way Can be appropriately purified by the NOx catalyst 45.
In passive DeNOx control, smoke is generated when post-injected fuel is combusted in the cylinder as in active DeNOx control. As described above, the reason is the same as the reason why the execution of the active DeNOx control is prohibited when the engine load increases. Therefore, in passive DeNOx control, the post-injected fuel is discharged into the exhaust passage 41 as unburned fuel without burning in the cylinder.

  Here, a specific example of active DeNOx control when the engine operating state changes as indicated by an arrow A11 in FIG. 4 will be described. First, when the operating state of the engine enters the active DeNOx execution region R12 (see symbol A12), the PCM 60 executes active DeNOx control. When the engine operating state deviates from the active DeNOx execution region R12 (see A13), the PCM 60 temporarily stops the active DeNOx control. At this time, the SCR catalyst 47 purifies NOx. When the engine operating state reenters the active DeNOx execution region R12 (see reference A14), the PCM 60 resumes active DeNOx control. By doing so, the active DeNOx control is not terminated until the NOx occluded in the NOx catalyst 45 drops to almost zero.

Next, the temperature range in which passive DeNOx control and active DeNOx control are performed in the embodiment of the present invention will be described. Basically, the NOx catalyst 45 exhibits NOx purification performance in a relatively low temperature range, and the SCR catalyst 47 has a relatively high temperature range, specifically, a temperature range where the NOx purification performance of the NOx catalyst 45 is exhibited. It exhibits NOx purification performance in a high temperature range. In the present embodiment, the temperature near the lower boundary value of the temperature range in which the NOx purification rate equal to or higher than a predetermined value is obtained by the SCR catalyst 47 is used as the determination temperature (hereinafter referred to as “SCR determination temperature”). Passive DeNOx control or active DeNOx control is executed only when the temperature of the SCR catalyst 47 (hereinafter referred to as “SCR temperature”) is lower than the SCR determination temperature, and when the SCR temperature is equal to or higher than the SCR determination temperature. , NH ₃ supply DeNOx control is executed.

Next, a method for calculating the post injection amount (hereinafter referred to as “DeNOx post injection amount”) applied during DeNOx control in the embodiment of the present invention will be described with reference to FIG. 5. FIG. 5 is a flowchart (DeNOx post injection amount calculation flow) showing the DeNOx post injection amount calculation processing according to the embodiment of the present invention. This DeNOx post-injection amount calculation flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG. That is, while the fuel injection control is being performed, the post injection amount for DeNOx is calculated as needed. The post-injection amount for DeNOx includes the post-injection amount for NH ₃ supply DeNOx.

First, in step S111, the PCM 60 acquires the operating state of the engine E. Specifically, the PCM 60 determines at least the intake air amount (fresh air amount) detected by the air flow sensor 101, the oxygen concentration of the exhaust gas detected by the O ₂ sensor 111, and the main calculated in step S104 of FIG. Get the injection amount. Further, the PCM 60 also acquires an exhaust gas amount (EGR gas amount) recirculated to the intake system IN by the EGR device 43, which is obtained by a predetermined model or the like. In addition, an ammonia adsorption amount that is the amount of ammonia adsorbed on the SCR catalyst 47 is acquired. In this case, the PCM 60 acquires the estimated ammonia adsorption amount. The method for estimating the ammonia adsorption amount will be described later in detail.

Next, in step S112, the PCM 60 sets a target air-fuel ratio to be applied to reduce NOx stored in the NOx catalyst 45 based on the ammonia adsorption amount of the SCR catalyst 47 acquired in step S111. Specifically, the PCM 60 is applied when executing the target air-fuel ratio applied when executing the active DeNOx control, the target air-fuel ratio applied when executing the passive DeNOx control, and the NH ₃ supply DeNOx control. Each target air-fuel ratio is set based on the ammonia adsorption amount of the SCR catalyst 47. A method for setting the target air-fuel ratio will be specifically described with reference to FIG.

  FIG. 6 is an explanatory diagram for a target air-fuel ratio setting method according to the embodiment of the present invention. In FIG. 6, the horizontal axis indicates the ammonia adsorption amount of the SCR catalyst 47, and the vertical axis indicates the target air-fuel ratio.

In FIG. 6, “λ1” indicates the stoichiometric air-fuel ratio, and an air-fuel ratio region R21 richer than the stoichiometric air-fuel ratio λ1 indicates an air-fuel ratio range in which NOx stored in the NOx catalyst 45 can be reduced. An air-fuel ratio region R22 that is leaner than the theoretical air-fuel ratio λ1 indicates an air-fuel ratio range in which NOx stored in the NOx catalyst 45 cannot be reduced. Further, the air-fuel ratio region R23 on the richer side than the limit air-fuel ratio λ2 suppresses the occurrence of the problem of deterioration in the reliability of the EGR device 43 due to unburned fuel being supplied to the EGR device 43. The target air-fuel ratio, for example, the second target air-fuel ratio according to the graph G13, does not exceed the limit air-fuel ratio λ2 and is not set in the region R23. The graph G11 shows the target air-fuel ratio that should be set according to the ammonia adsorption amount of the SCR catalyst 47 when the passive DeNOx control is executed, and the graph G12 shows the SCR catalyst 47 when the active DeNOx control is executed. The target air-fuel ratio (first target air-fuel ratio) to be set according to the ammonia adsorption amount is shown. The graph G13 shows the target air-fuel ratio (second target air-fuel ratio) that should be set according to the ammonia adsorption amount of the SCR catalyst 47 when executing the NH ₃ supply DeNOx control. These graphs G11, G12, and G13 correspond to maps that define the target air-fuel ratio to be set according to the ammonia adsorption amount.

Basically, when the target air-fuel ratio is set to the rich side in the region R21, the amount of HC and H ₂ O supplied to the NOx catalyst 45, that is, the total amount of “H” components is increased. The amount of NH ₃ generated increases. In other words, when the target air-fuel ratio is set to the rich side in the region R21, when unburned fuel is discharged into the exhaust gas by setting the post-injection timing or the like, HC, CO, etc. are in the exhaust gas. Or when in-cylinder combustion is realized by setting the post-injection timing or the like, H ₂ O, CO _2, etc. increase in the exhaust gas, resulting in “H” in the exhaust gas. The total amount of components is increased, and the amount of NH ₃ generated from the NOx catalyst 45 is increased.
In consideration of this, in the present embodiment, as shown in the graph G13, the target air-fuel ratio when executing the NH ₃ supply DeNOx control is set to be richer than the target air-fuel ratio when executing the active DeNOx control. ing. In NH ₃ supply DeNOx control is increased the total amount of "H" component supplied to the NOx catalyst 45, it becomes easy to increase the amount of NH ₃ is generated from the NOx catalyst 45, the NH ₃ generated from the NOx catalyst 45 The amount generated can be increased.

In graph G13, when the ammonia adsorption amount of the SCR catalyst 47 is relatively small, the target air-fuel ratio of the NH ₃ supply DeNOx control is such that the total amount of “H” components in the exhaust gas is increased and the NHx from the NOx catalyst 45 is increased. ₃ A value close to the limit air-fuel ratio λ2 is set even on the rich side so that the generation amount increases. On the other hand, in the graph G13, when the ammonia adsorption amount of the SCR catalyst 47 is relatively large, the target air-fuel ratio of the NH ₃ supply DeNOx control is a shortage of the ammonia adsorption amount of the SCR catalyst 47 to the target adsorption amount. Accordingly, the value is set relatively close to the stoichiometric air-fuel ratio in the rich region R21. Thus, the target air-fuel ratio of the NH ₃ supply DeNOx control is brought closer to the stoichiometric air-fuel ratio as the ammonia adsorption amount of the SCR catalyst 47 is increased (closer to the lean-side minimum value in the rich-side region R21). by setting so, the generation amount of NH ₃ which corresponds to the shortage to the target adsorption amount of ammonia adsorption amount of the SCR catalyst 47 can be NH ₃ is generated from the NOx catalyst 45. Further, it is possible to suppress the NH ₃ generated from the NOx catalyst 45 by the NH ₃ supply DeNOx control from being released without being adsorbed by the SCR catalyst 47.

On the other hand, as shown in the graph G12, the active DeNOx control is performed so that the air-fuel ratio of the exhaust gas is close to the stoichiometric air-fuel ratio or lower than the stoichiometric air-fuel ratio in order to reduce the NOx occluded in the NOx catalyst 45 to almost zero. In order to perform post-injection from the fuel injection valve 20 so as to continuously set the target air-fuel ratio, the target air-fuel ratio of active DeNOx control is set. Therefore, under conditions where the active DeNOx control is executed (conditions such as the temperature of the NOx catalyst 45), the NOx catalyst 45 performs NOx purification, and the SCR catalyst 47 does not perform NOx purification using NH _3. In the control, the target air-fuel ratio is set regardless of the viewpoint of intentionally generating NH ₃ from the NOx catalyst 45. Further, in the active DeNOx control, even if NH ₃ is generated from the NOx catalyst 45 due to execution conditions or the like, the amount is relatively small.

Further, as shown in the graph G11, the passive DeNOx control is performed so that the NOx stored in the NOx catalyst 45 is reduced when the air-fuel ratio of the exhaust gas changes to the rich side due to acceleration of the vehicle. In order to post-inject from the fuel injection valve 20 so as to temporarily set the target air-fuel ratio to the target air-fuel ratio, the target air-fuel ratio for passive DeNOx control is set. Therefore, under conditions where passive DeNOx control is executed (conditions such as NOx catalyst temperature), NOx purification is performed in the NOx catalyst 45 and NOx purification using NH ₃ is not performed in the SCR catalyst 47, so that passive DeNOx control is performed. In this case, the target air-fuel ratio is set irrespective of the viewpoint of intentionally generating NH ₃ from the NOx catalyst 45. Further, in the passive DeNOx control, even if NH ₃ is generated from the NOx catalyst 45 due to execution conditions or the like, the amount is relatively small.

Here, a method for estimating the ammonia adsorption amount of the SCR catalyst 47 according to the present embodiment will be briefly described. This ammonia adsorption amount estimation method is executed by the PCM 60. The PCM 60 also functions as an NH ₃ adsorption amount acquisition unit that estimates and detects the adsorption amount of NH ₃ adsorbed on the SCR catalyst 47.
First, the PCM 60 per unit time supplied to the SCR catalyst 47 by urea injection from the urea injector 51 based on the exhaust gas state such as the exhaust gas amount and the exhaust gas temperature and the state of the SCR catalyst 47 such as the SCR temperature. Find the ammonia supply. Further, the PCM 60 obtains the ammonia generation amount per unit time generated from the NOx catalyst 45 during DeNOx control based on the operating state of the engine E and the state of the NOx catalyst 45 such as the NOx catalyst temperature and the NOx occlusion amount. Further, the PCM 60 is consumed by the reduction and purification of NOx in the SCR catalyst 47 based on the exhaust gas state such as the exhaust gas amount, the exhaust gas temperature and the NOx concentration in the exhaust gas, and the state of the SCR catalyst 47 such as the SCR temperature. Find the ammonia consumption per unit time.

Thereafter, the PCM 60 obtains an adsorption ammonia change amount (amount of change in the ammonia adsorption amount) per unit time in the SCR catalyst 47 from these ammonia supply amount, ammonia generation amount, and ammonia consumption amount. Specifically, the PCM 60 calculates the amount of change in adsorbed ammonia per unit time from “ammonia supply amount + ammonia generation amount−ammonia consumption amount”. Then, the PCM 60 obtains the current ammonia adsorption amount by applying the obtained adsorption ammonia change amount to the current ammonia adsorption amount, that is, the previously estimated ammonia adsorption amount. Specifically, if the amount of change in adsorbed ammonia is a positive value, the PCM 60 adds the amount of adsorbed ammonia to the previously estimated amount of adsorbed ammonia to obtain the current amount of adsorbed ammonia (in this case, ammonia adsorbed amount). If the amount of change in adsorbed ammonia is negative, the amount of adsorbed ammonia is subtracted from the amount of adsorbed ammonia estimated last time to obtain the current amount of adsorbed ammonia (in this case, the amount of adsorbed ammonia is Decrease). The PCM 60 acquires the ammonia adsorption amount estimated in this way.
In the above example, the ammonia adsorption amount of the SCR catalyst 47 is estimated. However, in another example, the PCM 60 may detect and acquire the ammonia adsorption amount of the SCR catalyst 47 using a predetermined sensor. Good.

  Returning to FIG. 5, the processing after step S113 will be described. In step S113, the PCM 60 calculates the amount of air (that is, the charging amount) introduced into the engine E based on the fresh air amount and the EGR gas amount acquired in step S111. In step S114, the PCM 60 calculates the oxygen concentration of the air introduced into the engine E from the filling amount calculated in step S113.

Next, in step S115, the PCM 60 calculates a post injection amount (DeNOx post injection amount) necessary to realize the target air-fuel ratio set in step S112. That is, the PCM 60 determines how much post injection amount should be applied in addition to the main injection amount in order to set the air-fuel ratio of the exhaust gas to the target air-fuel ratio. In this case, the PCM 60 realizes the post-injection amount for realizing the target air-fuel ratio when the active DeNOx control set in step S112 is performed and the target air-fuel ratio when the passive DeNOx control set in step S112 is performed. And the post-injection amount for realizing the target air-fuel ratio when the NH ₃ supply DeNOx control set in step S112 is performed.

Specifically, the PCM 60 takes into account the difference between the oxygen concentration acquired in step S111 (the oxygen concentration detected by the O ₂ sensor 111) and the oxygen concentration calculated in step S114, and post injection for DeNOx. Calculate the amount. More specifically, the PCM 60 appropriately performs feedback processing according to the difference between the detected oxygen concentration and the calculated oxygen concentration from the air-fuel ratio of the exhaust gas generated when the main injected fuel is burned, A post injection amount for DeNOx for setting the air-fuel ratio of the exhaust gas to the target air-fuel ratio is calculated. By calculating the post-injection amount for DeNOx in this way, the air-fuel ratio of the exhaust gas is accurately set to the target air-fuel ratio by post-injection in DeNOx control, and NOx occluded in the NOx catalyst 45 is reliably reduced. I am doing so.

Hereinafter, the active DeNOx control, the passive DeNOx control, and the NH ₃ supply DeNOx control according to the embodiment of the present invention described above will be specifically described.
First, with reference to FIG. 7, the setting process of the active DeNOx control execution flag used for determining whether or not the execution of the active DeNOx control according to the embodiment of the present invention is necessary will be described. FIG. 7 is a flowchart showing an active DeNOx control execution flag setting process (active DeNOx control execution flag setting flow). This active DeNOx control execution flag setting flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG.

  First, in step S201, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 acquires at least the NOx catalyst temperature, the SCR temperature, and the NOx occlusion amount of the NOx catalyst 45. In this case, the NOx catalyst temperature is estimated based on, for example, the temperature detected by the temperature sensor 112 provided immediately upstream of the NOx catalyst 45 (a temperature sensor provided between the NOx catalyst 45 and the DPF 46). The temperature detected by 113 may also be used). The SCR temperature is estimated based on the temperature detected by the temperature sensor 117 provided immediately upstream of the SCR catalyst 47, for example. Further, the NOx occlusion amount is obtained by, for example, estimating the NOx amount in the exhaust gas based on the operating state of the engine E, the flow rate of the exhaust gas, the temperature of the exhaust gas, and the like, and integrating this NOx amount. It is done.

  Next, in step S202, the PCM 60 determines whether or not the SCR temperature acquired in step S201 is lower than the SCR determination temperature. As a result of this determination, when the SCR temperature is lower than the SCR determination temperature (step S202: Yes), the process proceeds to step S203. On the other hand, when the SCR temperature is equal to or higher than the SCR determination temperature (step S202: No), the process proceeds to step S209. In this case, since NOx in the exhaust gas can be appropriately purified by the SCR catalyst 47, the PCM 60 sets the active DeNOx control execution flag to “0” in order to prohibit the execution of the active DeNOx control ( Step S209). Then, the process ends.

  Next, in step S203, the PCM 60 determines whether or not the NOx catalyst temperature acquired in step S201 is equal to or higher than a predetermined temperature. When the NOx catalyst temperature is low, the NOx catalyst 45 hardly reduces the stored NOx even if the air-fuel ratio of the exhaust gas is set to the target air-fuel ratio. Therefore, in step S203, it is determined whether or not the NOx stored in the NOx catalyst 45 can be reduced. Therefore, the predetermined temperature used in the determination in step S203 is set based on the NOx catalyst temperature that can reduce the NOx stored in the NOx catalyst 45. As a result of the determination in step S203, if the NOx catalyst temperature is equal to or higher than the predetermined temperature (step S203: Yes), the process proceeds to step S204. On the other hand, when the NOx catalyst temperature is lower than the predetermined temperature (step S203: No), the process proceeds to step S209. In this case, the PCM 60 sets the active DeNOx control execution flag to “0” in order to prohibit the execution of the active DeNOx control (step S209).

  Next, in step S204, the PCM 60 determines whether or not active DeNOx control has never been executed after the engine is started. In step S204, if the active DeNOx control has never been executed after the engine has been started, the execution conditions of the active DeNOx control are relaxed compared to the case where the active DeNOx control has been executed after the engine has been started. The purpose is to preferentially execute the active DeNOx control. Specifically, when the active DeNOx control has been executed after the engine is started, the execution conditions of step S207 and the execution condition of step S208, which are relatively severe, are used, whereas the active DeNOx control is executed after the engine is started. Is never executed, only the execution condition of step S205, which is relatively mild, is used (details thereof will be described later). As a result of the determination in step S204, if the active DeNOx control is not executed after the engine is started (step S204: Yes), the process proceeds to step S205.

  Next, in step S205, the PCM 60 determines whether or not the NOx storage amount acquired in step S201 is greater than or equal to the first storage amount determination value. For example, the first storage amount determination value is set to a value that is somewhat lower than the limit value of the NOx storage amount. If the result of this determination is that the NOx storage amount is greater than or equal to the first storage amount determination value (step S205: Yes), the process proceeds to step S206. In this case, the PCM 60 sets the active DeNOx control execution flag to “1” in order to allow execution of the active DeNOx control (step S206). In this way, the active DeNOx control is executed after the engine is started to forcibly reduce NOx occluded in the NOx catalyst 45 to some extent, thereby ensuring the NOx purification performance of the NOx catalyst 45 reliably. On the other hand, when the NOx storage amount is less than the first storage amount determination value (step S205: No), the process proceeds to step S209. In this case, the PCM 60 sets the active DeNOx control execution flag to “0” in order to prohibit execution of useless active DeNOx control (step S209). Then, the process ends.

  On the other hand, if the result of determination in step S204 is that active DeNOx control has been executed after engine startup (step S204: No), the process proceeds to step S207. In step S207, the PCM 60 determines whether or not the NOx occlusion amount acquired in step S201 is greater than or equal to the second occlusion amount determination value. The second storage amount determination value is at least a value larger than the first storage amount determination value described above. For example, a value near the limit value of the NOx storage amount (in one example, a value about 2/3 of the limit value). ). If the result of this determination is that the NOx storage amount is greater than or equal to the second storage amount determination value (step S207: Yes), the process proceeds to step S208. On the other hand, when the NOx storage amount is less than the second storage amount determination value (step S207: No), the process proceeds to step S209. In this case, the PCM 60 sets the active DeNOx control execution flag to “0” in order to prohibit execution of useless active DeNOx control (step S209). Then, the process ends.

  Next, in step S208, the PCM 60 determines whether or not the travel distance from the previous execution time of the active DeNOx control is greater than or equal to a predetermined determination distance. As a result of the determination in step S208, when the travel distance from the previous execution time of the active DeNOx control is equal to or greater than the determination distance (step S208: Yes), the process proceeds to step S206. In this case, the PCM 60 sets the active DeNOx control execution flag to “1” in order to allow execution of the active DeNOx control (step S206). In this way, the active DeNOx control is executed to forcibly reduce the NOx occluded in a large amount in the NOx catalyst 45, thereby ensuring the NOx purification performance of the NOx catalyst 45 reliably. On the other hand, when the travel distance from the previous execution time of the active DeNOx control is less than the determination distance (step S208: No), the process proceeds to step S209. In this case, the PCM 60 sets the active DeNOx control execution flag to “0” in order to prohibit the execution of the active DeNOx control (step S209). Then, the process ends.

When the active DeNOx control is executed in a situation where the travel distance from the previous execution time of the active DeNOx control is short (that is, when the execution interval of the active DeNOx control is short), there is a high possibility that oil dilution due to post injection occurs. Therefore, in this embodiment, when the travel distance from the previous execution time of the active DeNOx control is less than the determination distance (step S208: No), the execution of the active DeNOx control is prohibited and the post injection in the active DeNOx control. The oil dilution caused by this is suppressed. On the other hand, when the travel distance from the previous execution time of the active DeNOx control is long (that is, when the execution interval of the active DeNOx control is long), even if the active DeNOx control is executed from now on, the oil dilution caused by the post injection is not performed. It is unlikely to occur. Therefore, in this embodiment, when the travel distance from the previous execution time of the active DeNOx control is equal to or greater than the determination distance (step S208: Yes), the execution of the active DeNOx control is not prohibited.
Further, in the present embodiment, considering that the post-injected fuel is vaporized and the oil dilution is less likely to occur when the in-cylinder temperature increases, the determination distance used in step S208 increases as the in-cylinder temperature increases. The value is set to a small value, and the restriction on the control according to the travel distance from the previous execution time of the active DeNOx control is relaxed.

  Next, a passive DeNOx control execution flag setting process used to determine whether or not to execute passive DeNOx control according to the embodiment of the present invention will be described with reference to FIG. FIG. 8 is a flowchart (passive DeNOx control execution flag setting flow) showing the setting process of the passive DeNOx control execution flag according to the embodiment of the present invention. This passive DeNOx control execution flag setting flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG. 3, the active DeNOx control execution flag setting flow shown in FIG. Is done.

First, in step S301, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 calculates at least the NOx catalyst temperature, the SCR temperature, the target torque determined by the fuel injection control flow shown in FIG. 3, and the DeNOx post injection amount calculation flow shown in FIG. The post injection amount for DeNOx (specifically, the post injection amount for DeNOx calculated as applied during passive DeNOx control), the NOx occlusion amount of the NOx catalyst 45, and the active DeNOx control execution flag shown in FIG. And the value of the active DeNOx control execution flag set in the setting flow. The method for obtaining the NOx catalyst temperature, the SCR temperature, and the NOx occlusion amount is as described above.
In addition, in step S301, the PCM 60 also acquires the execution frequency of passive DeNOx control within a predetermined period. Specifically, the PCM 60 acquires, as the execution frequency of the passive DeNOx control, the number of times that the passive DeNOx control has been executed during a predetermined period (for example, several seconds or several minutes).

  Next, in step S302, the PCM 60 determines whether or not the SCR temperature acquired in step S301 is less than the SCR determination temperature. As a result of this determination, when the SCR temperature is lower than the SCR determination temperature (step S302: Yes), the process proceeds to step S303. On the other hand, when the SCR temperature is equal to or higher than the SCR determination temperature (step S302: No), the process proceeds to step S308. In this case, since NOx in the exhaust gas can be appropriately purified by the SCR catalyst 47, the PCM 60 sets the passive DeNOx control execution flag to “0” in order to prohibit the execution of the passive DeNOx control ( Step S308). Then, the process ends.

  Next, in step S303, the PCM 60 determines whether or not the execution frequency of the passive DeNOx control acquired in step S301 is less than a predetermined frequency determination value. As a result of the determination in step S303, if the execution frequency of the passive DeNOx control is less than the frequency determination value (step S303: Yes), the process proceeds to step S304. On the other hand, when the execution frequency of the passive DeNOx control is greater than or equal to the frequency determination value (step S303: No), the process proceeds to step S308. In this case, the PCM 60 sets the passive DeNOx control execution flag to “0” to prohibit the execution of the passive DeNOx control (step S308).

When the passive DeNOx control has been performed relatively frequently so far, when the passive DeNOx control is executed from now on, there is a high possibility that oil dilution due to post injection occurs. Therefore, in this embodiment, when the execution frequency of the passive DeNOx control is equal to or higher than the frequency determination value (step S303: No), the execution of the passive DeNOx control is prohibited and the oil resulting from the post injection in the passive DeNOx control. Dilution is controlled. On the other hand, when passive DeNOx control has hardly been performed so far (that is, when the frequency of passive DeNOx control is relatively low), even if passive DeNOx control is executed from now on, oil dilution caused by post-injection will occur. Is unlikely to occur. Therefore, in this embodiment, when the execution frequency of the passive DeNOx control is less than the frequency determination value (step S303: Yes), the execution of the passive DeNOx control is not prohibited.
In the present embodiment, the frequency determination value used in step S303 is set to a larger value as the in-cylinder temperature becomes higher. When the frequency determination value is a large value, the possibility that the execution frequency of the passive DeNOx control is less than the frequency determination value (step S303: Yes) is higher than when the frequency determination value is a small value. Therefore, in this embodiment, as the in-cylinder temperature becomes higher, the restriction on the control according to the execution frequency of the passive DeNOx control is relaxed. This is because as the in-cylinder temperature increases, the post-injected fuel is more vaporized and oil dilution is less likely to occur.

  Next, in step S304, it is determined whether or not the NOx occlusion amount acquired in step S301 is greater than or equal to the third occlusion amount determination value. For example, the third storage amount determination value is set to a value that is about 1/3 of the limit value of the NOx storage amount. If the result of this determination is that the NOx storage amount is greater than or equal to the third storage amount determination value (step S304: Yes), the process proceeds to step S305. On the other hand, when the NOx storage amount is less than the third storage amount determination value (step S304: No), the process proceeds to step S308. In this case, the PCM 60 prohibits the execution of useless passive DeNOx control and sets the passive DeNOx control execution flag to “0” in order to suppress deterioration in fuel consumption caused by the execution of passive DeNOx control (step S308). ). Then, the process ends.

  Next, in step S305, the PCM 60 determines whether or not the active DeNOx control execution flag acquired in step S301 is “0”. That is, the PCM 60 determines whether or not the situation is that the active DeNOx control should be executed. As a result of this determination, when the active DeNOx control execution flag is “0” (step S305: Yes), the process proceeds to step S306. On the other hand, when the active DeNOx control execution flag is not “0”, that is, “1” (step S305: No), the process proceeds to step S308. In this case, the PCM 60 prohibits the execution of the passive DeNOx control and sets the passive DeNOx control execution flag to “0” in order to preferentially execute the active DeNOx control (step S308). That is, even if the execution condition of the passive DeNOx control is satisfied, the active DeNOx control is preferentially executed when the execution condition of the active DeNOx control is satisfied. Then, the process ends.

  Next, in step S306, the PCM 60 determines whether or not the DeNOx post injection amount acquired in step S301 is less than the first post injection amount determination value. In this step S306, based on the post-injection amount for DeNOx calculated as the fuel amount necessary for realizing the target air-fuel ratio by post injection as described above, the air-fuel ratio of the exhaust gas is reduced to a predetermined value or less on the rich side. It is determined whether or not the situation decreases, that is, whether the vehicle is in a predetermined acceleration state. By doing so, it is determined whether or not DeNOx control can be executed while suppressing deterioration in fuel consumption as much as possible, and whether or not there is a possibility of oil dilution by post injection is determined. Based on such a viewpoint, a first post injection amount determination value applied to the determination in step S306 is set.

  As a result of the determination in step S306, when the DeNOx post injection amount is less than the first post injection amount determination value (step S306: Yes), the process proceeds to step S307. In this case, since all of the above-described conditions of Steps S302 to S306 are satisfied, the PCM 60 sets a passive DeNOx control execution flag to “1” in order to permit execution of the passive DeNOx control (Step S307). Then, the process ends. On the other hand, when the DeNOx post injection amount is equal to or greater than the first post injection amount determination value (step S306: No), the process proceeds to step S308. In this case, the PCM 60 prohibits the execution of the passive DeNOx control, and sets the passive DeNOx control execution flag to “0” in order to suppress the deterioration of fuel consumption and oil dilution due to the execution of the passive DeNOx control (step). S308). Then, the process ends.

With reference to FIG. 9, the setting process of the NH ₃ supply DeNOx control execution flag used for determining whether or not to execute the NH ₃ supply DeNOx control according to the embodiment of the present invention will be described. Figure 9 is a flowchart illustrating the setting processing of the NH ₃ supply DeNOx control execution flag (NH ₃ supply DeNOx control execution flag setting flow). The NH ₃ supply DeNOx control execution flag setting flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG.

  First, in step S <b> 601, the PCM 60 acquires from the DCU 70 various information regarding the vehicle and various information regarding a system for injecting urea from the urea injector 51 to the SCR catalyst 47. Specifically, the PCM 60 acquires at least information related to the outside air temperature of the vehicle and the freezing of urea in the urea tank 55. The information related to freezing of urea in the urea tank 55 is, for example, the temperature of urea in the urea tank 55, and the temperature of urea is based on the temperature detected by the urea temperature sensor 59 provided in the urea tank 55. Measured or estimated.

Next, in step S602, the PCM 60 determines whether or not the urea in the urea tank 55 cannot be normally injected from the urea injector 51. Specifically, the PCM 60 determines whether urea is frozen in the urea tank 55 based on the outside air temperature of the vehicle or the temperature of urea in the urea tank 55. When the PCM 60 determines that urea is frozen in the urea tank 55, the PCM 60 starts the urea path heater 57 and the urea tank heater 61 to start heating the urea. The urea path heater 57 and the urea tank heater 61 heat the urea until the urea can be normally injected from the urea injector 51 by melting in the urea tank 55.
During this time, if the PCM 60 cannot normally inject urea from the urea injector 51 (step S602: Yes), the process proceeds to step S603. In step S602, when the urea injection from the urea injector 51 cannot be performed normally, for example, urea is completely or partially frozen in the urea tank 55, and the urea injection from the urea injector 51 cannot be performed. When the urea in the urea tank 55 is empty, the actual urea injection amount from the urea injector 51 is smaller than the urea injection amount from the urea injector 51 calculated by the PCM 60. And the urea supply path 53 for supplying urea from the urea tank 55 to the urea injector 51 or the urea delivery pump 54 has failed and urea cannot be supplied. On the other hand, when urea can be injected from the urea injector 51 (step S602: No), the process proceeds to step S606. In this case, since the NOx in the exhaust gas can be appropriately purified by the SCR catalyst 47, PCM60, in order to prohibit the execution of the NH ₃ supply DeNOx control, the NH ₃ supply DeNOx control execution flag "0" (Step S606), and the process ends.

In step S602, as another modification for determining whether or not the urea in the urea tank 55 cannot be normally injected from the urea injector 51, a urea supply path pressure sensor 56 provided on the urea supply path 53 is used. However, it may be determined whether or not the urea injection from the urea injector 51 is not normally performed by detecting a pressure change when urea passes through the urea supply path 53. In this case, if the urea supply path pressure sensor 56 cannot detect a pressure change caused by urea flowing on the urea supply path 53 (step S602: Yes), the urea injection from the urea injector 51 cannot be performed normally. As a result, the process proceeds to step S603. If the urea supply path pressure sensor 56 detects a pressure change caused by urea flowing on the urea supply path 53 (step S602: No), the process proceeds to step S606. In this case, since the NOx in the exhaust gas can be appropriately purified by the SCR catalyst 47, PCM60, in order to prohibit the execution of the NH ₃ supply DeNOx control, the NH ₃ supply DeNOx control execution flag "0" (Step S606), and the process ends.

  When urea cannot be injected from the urea injector 51, the PCM 60 operates the urea tank heater 61 to execute control for heating and melting urea that is frozen in the urea tank 55. If the urea can be injected from the urea injector 51 by dissolving the urea, the process proceeds to step S606.

Next, in step S603, the PCM 60 acquires an estimated value of the adsorption amount of NH ₃ adsorbed on the SCR catalyst 47, and proceeds to step S604.

Next, in step S604, the PCM 60 determines whether the estimated value of the adsorption amount of NH ₃ adsorbed on the SCR catalyst 47 is less than a predetermined threshold value.
As a result of this determination, if the estimated value of the adsorption amount of NH ₃ adsorbed on the SCR catalyst 47 is less than the predetermined threshold (step S604: Yes), the process proceeds to step S605. In this case, since the condition of step S602~S604 described above are all satisfied, PCM60, in order to permit the execution of the NH ₃ supply DeNOx control, it sets the NH ₃ supply DeNOx control execution flag to "1" (step S605). Then, the process ends.
On the other hand, when the estimated value of the adsorption amount of NH ₃ adsorbed on the SCR catalyst 47 is not less than the predetermined threshold (step S602: No), the process proceeds to step S606. When the estimated value of the amount of NH ₃ adsorbed on the SCR catalyst 47 reaches a predetermined threshold value, the NOM in the exhaust gas can be appropriately purified by the SCR catalyst 47. Therefore, the PCM 60 can supply the NH ₃ supply DeNOx. In order to prohibit the execution of control, the NH ₃ supply DeNOx control execution flag is set to “0” (step S606), and the process ends.

  Next, the active DeNOx control according to the embodiment of the present invention executed based on the active DeNOx control execution flag set as described above will be described with reference to FIG. FIG. 10 is a flowchart (active DeNOx control flow) showing active DeNOx control according to the embodiment of the present invention. This active DeNOx control flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG. 3, the active DeNOx control execution flag setting flow shown in FIG.

  First, in step S401, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 includes at least the engine load, the engine speed, the NOx catalyst temperature, and the DeNOx post-injection amount calculated by the DeNOx post-injection amount calculation flow shown in FIG. And the value of the active DeNOx control execution flag set in the active DeNOx control execution flag setting flow shown in FIG. 7.

  Next, in step S402, the PCM 60 determines whether or not the active DeNOx control execution flag acquired in step S401 is “1”. That is, the PCM 60 determines whether or not it is a situation in which active DeNOx control should be executed. As a result of this determination, when the active DeNOx control execution flag is “1” (step S402: Yes), the process proceeds to step S403. On the other hand, when the active DeNOx control execution flag is “0” (step S402: No), the process ends without executing the active DeNOx control.

  Next, in step S403, the PCM 60 determines whether or not the engine operating state (engine load and engine speed) is included in the active DeNOx execution region R12 (see FIG. 4). As a result of the determination in step S403, when the operating state of the engine is included in the active DeNOx execution region R12 (step S403: Yes), the process proceeds to step S405. On the other hand, when the operating state of the engine is not included in the active DeNOx execution region R12 (step S403: No), the process proceeds to step S404.

  Next, in step S405, the PCM 60 sets a post injection timing (post injection timing) to be applied in the active DeNOx control. This post injection timing setting method will be specifically described with reference to FIG.

Next, a method for setting the post injection timing applied in the active DeNOx control and the NH ₃ supply DeNOx control will be specifically described with reference to FIG.
FIG. 13 is an explanatory diagram illustrating a method for setting a post injection timing (post injection timing) for active DeNOx control and NH ₃ supply DeNOx control according to an embodiment of the present invention. FIG. 13 shows the engine load on the horizontal axis and the post injection timing on the vertical axis. Graphs G21, G22, and G23 indicate post injection timings that should be set according to the engine load for different engine speeds. Specifically, the engine speed increases in the order of the graphs G21, G22, and G23, the graph G21 corresponds to the low speed, the G22 corresponds to the medium speed, and the G23 corresponds to the high speed.

  In the present embodiment, when the active DeNOx control is executed, the air-fuel ratio of the exhaust gas is set to the target air-fuel ratio by burning the post-injected fuel in the cylinder. In order to burn the post-injected fuel in the cylinder, the post-injection may be performed at a relatively advanced timing in the expansion stroke. However, if the post injection timing is advanced too much, ignition occurs in a state where air and fuel are not properly mixed, and smoke is generated. Therefore, in the present embodiment, the post injection timing is appropriately set to the advance side, specifically, an appropriate timing in the first half of the expansion stroke is adopted as the post injection timing in the active DeNOx control, and an appropriate amount is set during the active DeNOx control. By introducing the EGR gas, the ignition of the post-injected fuel is delayed to suppress the occurrence of smoke and the like. In this embodiment, the post-injection timing at least in the first half of the expansion stroke is set to be more retarded as the engine load increases, as shown in FIG. This is because the amount of fuel injection increases as the engine load increases and smoke is likely to be generated, so that the post injection timing is retarded as much as possible. In this case, if the post injection timing is retarded too much, the post-injected fuel will not burn (misfire) and HC will be generated. Therefore, in this embodiment, the post injection timing is retarded appropriately. ing.

  Further, in this embodiment, as shown in graphs G21, G22, and G23 in FIG. 13, the post injection timing is set to the advance side as the engine speed increases, that is, the delay angle of the post injection timing is reduced. . If fuel is injected at the same crank angle as when the engine speed is low when the engine speed is high, misfire may occur due to a short time until the fuel ignites. In order to ensure combustion stability, the post injection timing is set to the advance side as the engine speed increases.

  Again, referring back to FIG. In step S404, the PCM 60 does not include the post injection without performing the active DeNOx control, that is, without performing the fuel injection control including the post injection for setting the air-fuel ratio of the exhaust gas to the target air-fuel ratio. The fuel injection control is performed (step S404). Basically, the PCM 60 performs only control for main injection of the fuel injection amount corresponding to the target torque. Actually, the PCM 60 executes the process of step S404 in step S106 of the fuel injection control flow shown in FIG. Then, the process returns to step S403, and the above-described determination in step S403 is performed again. That is, when the active DeNOx control execution flag is “1”, the PCM 60 performs normal fuel injection control while the engine operating state is not included in the active DeNOx execution region R12. When the operating state is included in the active DeNOx execution region R12, the normal fuel injection control is switched to the fuel injection control in the active DeNOx control. For example, when the operating state of the engine deviates from the active DeNOx execution region R12 during the fuel injection control in the active DeNOx control, the PCM 60 interrupts the fuel injection control and performs the normal fuel injection control. When the state enters the active DeNOx execution region R12, the fuel injection control in the active DeNOx control is resumed.

  Next, in step S406, the PCM 60 determines whether or not the DeNOx post injection amount acquired in step S401 is less than the second post injection amount determination value. The second post injection amount determination value is set to a value larger than the first post injection amount determination value (see step S306 in FIG. 8). In this way, it is possible to inject a larger amount of post-injection in the active DeNOx control than in the passive DeNOx control, regardless of the operating state of the engine E (for example, in a situation where the air-fuel ratio decreases during acceleration). If not), the air-fuel ratio of the exhaust gas can be reliably set to the target air-fuel ratio.

  As a result of the determination in step S406, when the DeNOx post injection amount is less than the second post injection amount determination value (step S406: Yes), the process proceeds to step S407. In step S407, the PCM 60 controls the fuel injection valve 20 to post-inject the DeNOx post injection amount acquired in step S401. Actually, the PCM 60 executes the process of step S407 in step S106 of the fuel injection control flow shown in FIG. Then, the process proceeds to step S410.

On the other hand, when the DeNOx post injection amount is equal to or greater than the second post injection amount determination value (step S406: No), the process proceeds to step S408. In step S408, the PCM 60 sets the air-fuel ratio of the exhaust gas by the post injection amount that does not exceed the second post injection amount determination value (specifically, the second post injection amount determination value itself is applied as the DeNOx post injection amount). In order to set the target air-fuel ratio, control is performed to reduce the oxygen concentration of the air introduced into the engine E. In this case, the PCM 60 executes at least one of the control for driving the intake shutter valve 7 in the valve closing direction, the control for increasing the EGR gas amount, and the control for decreasing the supercharging pressure by the turbocharger 5. Thus, the oxygen concentration of the air introduced into the engine E is reduced, that is, the filling amount is reduced. For example, the PCM 60 obtains the supercharging pressure required to bring the air-fuel ratio of the exhaust gas to the target air-fuel ratio by the DeNOx post-injection amount to which the second post-injection amount determination value is applied, and realizes this supercharging pressure. In addition, the intake shutter valve 7 is controlled to a desired opening on the closing side based on the actual supercharging pressure (pressure detected by the pressure sensor 108) and the EGR gas amount. Then, the process proceeds to step S409.
Note that the intake shutter valve 7 is set to be fully open in the normal operation state of the engine E. On the other hand, at the time of DeNOx, DPF regeneration, idle operation, etc., the intake shutter valve 7 is basically set to a predetermined base opening. In the operation state where EGR gas is not introduced, the intake shutter valve 7 is feedback-controlled based on the supercharging pressure.

  In step S409, the PCM 60 applies the second post injection amount determination value to the DeNOx post injection amount, that is, sets the DeNOx post injection amount to the second post injection amount determination value, and this DeNOx post injection amount. The fuel injection valve 20 is controlled to post-inject fuel. Actually, the PCM 60 executes the process of step S409 in step S106 of the fuel injection control flow shown in FIG. Then, the process proceeds to step S410.

  In step S410, the PCM 60 determines whether or not the NOx occlusion amount of the NOx catalyst 45 has become substantially zero. Specifically, in the PCM 60, the NOx occlusion amount estimated based on the operating state of the engine E, the flow rate of exhaust gas, the temperature of exhaust gas, and the like is almost zero, and the NOx provided immediately downstream of the DPF 46 When the detection value of the sensor 116 changes, it is determined that the NOx occlusion amount of the NOx catalyst 45 has become almost zero. When the NOx occlusion amount of the NOx catalyst 45 becomes almost zero (step S410: Yes), the process ends. In this case, the PCM 60 ends the active DeNOx control. Further, the PCM 60 resets the NOx occlusion amount used in the active DeNOx control flow and the active DeNOx control execution flag setting flow of FIG.

  On the other hand, when the NOx occlusion amount of the NOx catalyst 45 is not substantially zero (step S410: No), the process returns to step S403. In this case, the PCM 60 continues the active DeNOx control. That is, the PCM 60 continues the active DeNOx control until the NOx occlusion amount of the NOx catalyst 45 becomes substantially zero. In particular, the PCM 60 does not satisfy the execution condition of the active DeNOx control (specifically, the condition of step S403) during the active DeNOx control, and even if the active DeNOx control is stopped, the execution condition of the active DeNOx control is satisfied thereafter. In this case, the active DeNOx control is promptly restarted so that the NOx occlusion amount of the NOx catalyst 45 becomes substantially zero.

  Here, the reason why it is possible to determine that the NOx occlusion amount of the NOx catalyst 45 has become substantially zero based on the detection value of the NOx sensor 116 is as follows. Since the NOx sensor 116 also has a function as an oxygen concentration sensor, the detected value of the NOx sensor 116 corresponds to the air-fuel ratio of the exhaust gas supplied to the NOx sensor 116. While the NOx catalyst 45 is being reduced, that is, when the NOx occlusion amount of the NOx catalyst 45 is not substantially zero, oxygen produced by the reduction of NOx is supplied to the NOx sensor 116. On the other hand, when the NOx occlusion amount of the NOx catalyst 45 becomes substantially zero, oxygen generated by such reduction is not supplied to the NOx sensor 116. Therefore, at the timing when the NOx occlusion amount of the NOx catalyst 45 becomes substantially zero, the detected value of the NOx sensor 116 changes as the air-fuel ratio of the exhaust gas supplied to the NOx sensor 116 decreases.

  Next, the passive DeNOx control according to the embodiment of the present invention executed based on the passive DeNOx control execution flag set as described above will be described with reference to FIG. FIG. 11 is a flowchart (passive DeNOx control flow) showing passive DeNOx control according to the embodiment of the present invention. This passive DeNOx control flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG. 3 and the passive DeNOx control execution flag setting flow shown in FIG.

  First, in step S501, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 performs at least the DeNOx post injection amount calculated in the DeNOx post injection amount calculation flow shown in FIG. 5 (specifically, the DeNOx post calculated as applied during passive DeNOx control). Injection amount) and the value of the passive DeNOx control execution flag set in the passive DeNOx control execution flag setting flow shown in FIG.

  Next, in step S502, the PCM 60 determines whether or not the passive DeNOx control execution flag acquired in step S501 is “1”. That is, the PCM 60 determines whether or not it is a situation where passive DeNOx control should be executed. As a result of this determination, when the passive DeNOx control execution flag is “1” (step S502: Yes), the process proceeds to step S503. On the other hand, when the passive DeNOx control execution flag is “0” (step S502: No), the process ends without executing the passive DeNOx control.

  Next, in step S503, the PCM 60 controls the fuel injection valve 20 so as to post-inject the DeNOx post injection amount acquired in step S501. That is, passive DeNOx control is executed. Actually, the PCM 60 executes the process of step S503 in step S106 of the fuel injection control flow shown in FIG. Then, the process proceeds to step S504.

  In step S504, the PCM 60 determines whether or not the passive DeNOx control execution flag has become “0”. As a result, when the passive DeNOx control execution flag becomes “0” (step S504: Yes), the process ends. In this case, the PCM 60 ends the passive DeNOx control. On the other hand, when the passive DeNOx control execution flag is not “0” (step S504: No), that is, when the passive DeNOx control execution flag is maintained at “1”, the process returns to step S503. In this case, the PCM 60 continues the passive DeNOx control. That is, the PCM 60 continues the passive DeNOx control until the passive DeNOx control execution flag is switched from “1” to “0”.

Next, referring to FIG. 12, is executed based on the set NH ₃ supplied DeNOx control execution flag as described above, it will be described NH ₃ supply DeNOx control according to an embodiment of the present invention. FIG. 12 is a flowchart (NH ₃ supply DeNOx control flow) showing NH ₃ supply DeNOx control according to the embodiment of the present invention. This NH ₃ supply DeNOx control flow is repeatedly executed by the PCM 60 at a predetermined cycle, and in parallel with the fuel injection control flow shown in FIG. 3, the NH ₃ supply DeNOx control execution flag setting flow shown in FIG. Executed.

First, in step S701, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 includes at least the engine load, the engine speed, the NOx catalyst temperature, the SCR temperature, and the DeNOx post-injection amount calculated by the DeNOx post-injection amount calculation flow shown in FIG. and NH ₃ DeNOx for post-injection amount calculated as being applied during the supply DeNOx control) Specifically, NH ₃ is set at a feed DeNOx control execution flag setting flow the NH ₃ supply DeNOx control execution flag shown in FIG. 9 Get the value of and.

Next, in step S702, the PCM 60 determines that the NOx catalyst temperature acquired in step S701 corresponds to a temperature range in which the NOx catalyst 45 has a relatively high NOx purification rate (temperature range in which the catalyst temperature of the NOx catalyst 45 is relatively low). It is determined whether or not it is inside. That is, the PCM 60 is in a situation where NOx should be purified by the NOx catalyst 45 (a situation where the catalyst temperature of the NOx catalyst 45 is relatively low), or a situation where the PCM 60 should be purified by the SCR catalyst 47 (comparison of the catalyst temperature of the SCR catalyst 47). It is determined whether the situation is high). In step S702, the PCM 60 determines that the SCR temperature acquired in step S701 is in a temperature range corresponding to a region where the NOx purification rate of the SCR catalyst 47 is relatively high (temperature range where the catalyst temperature of the SCR catalyst 47 is relatively high). It may be determined whether or not.
As a result of this determination, the NOx catalyst temperature is not within the temperature range corresponding to the region where the NOx purification rate of the NOx catalyst 45 is relatively high (and / or the SCR temperature corresponds to the region where the NOx purification rate of the SCR catalyst 47 is relatively high). If it is within the temperature range (step S702: No), the process proceeds to step S703. On the other hand, the NOx catalyst temperature is in the temperature range corresponding to the region where the NOx purification rate of the NOx catalyst 45 is relatively high (and / or the SCR temperature corresponds to the region where the NOx purification rate of the SCR catalyst 47 is relatively high). If it is not within the temperature range (step S702: Yes), the process proceeds to a determination of whether to execute active DeNOx control or passive DeNOx control.
That is, when the SCR temperature is within a temperature range corresponding to a region where the NOx purification rate of the SCR catalyst 47 is relatively high (a temperature range where the catalyst temperature of the SCR catalyst 47 is relatively high), the NOx purification rate of the NOx catalyst 45. The NH ₃ supply DeNOx control, which will be described later, is effective to generate NH ₃ even if the voltage drops slightly. Note that, in the region where the NOx purification rate of the SCR catalyst 47 is relatively high, even if the NOx purification rate in the NOx catalyst 45 is somewhat reduced, NOx is effectively purified by the SCR catalyst 47 on the downstream side, so that the exhaust gas The NOx purification performance is maintained.

Next, in step S703, the PCM 60 determines whether or not the NH ₃ supply DeNOx control execution flag acquired in step S701 is “1”. That is, the PCM 60 determines whether or not the NH ₃ supply DeNOx control is to be executed. As a result of this determination, if the NH ₃ supply DeNOx control execution flag is “1” (step S703: Yes), the process proceeds to step S703. In contrast, when the NH ₃ supply DeNOx control execution flag is “0” (step S703: No), the process returns to step S701 without executing the NH ₃ supply DeNOx control.

Next, in step S704, the PCM 60 determines whether or not the temperature of the NOx catalyst 45 is lower than the target temperature. When the temperature of the NOx catalyst 45 reaches the target temperature, NH formed by combining the “N” component (nitrogen component) and the “H” component (hydrogen component) in the exhaust gas on the NOx catalyst 45. ₃ can be promoted, and NH ₃ can be easily generated from the NOx catalyst 45. Therefore, even when the air-fuel ratio enriched NOx reduction control with the post injection timing substantially similar to the active DeNOx control is performed, the NOx catalyst 45 is generated by the air-fuel ratio enriched NOx reduction control with the post injection timing substantially similar to the active DeNOx control. More NH ₃ than the amount of NH ₃ generated can be generated, and a relatively large amount of NH ₃ can be supplied from the NOx catalyst 45 to the SCR catalyst 47. As the temperature of the NOx catalyst 45 increases, the NH ₃ generation reaction is promoted, and the amount of NH ₃ generation is increased.
As a result of the determination in step S704, when the temperature of the NOx catalyst 45 is lower than the target temperature (step S704: Yes), the process proceeds to step S705. On the other hand, when the temperature of the NOx catalyst 45 is not lower than the target temperature (step S704: No), the process proceeds to step S709.

In step S705, the PCM 60 sets the post injection timing of the NH ₃ supply DeNOx control to the second post injection timing that is retarded from the first post injection timing in the normal NOx reduction control, for example, the active DeNOx control. Advances to step S706.

As illustrated in FIG. 13, when executing the NH ₃ supply DeNOx control, the PCM 60 delays the post injection timing of the NH ₃ supply DeNOx control from the post injection timing of the active DeNOx control (see step S705) or The same timing as the post injection timing of active DeNOx control (see step S709). The case where the post injection timing of the NH ₃ supply DeNOx control is set to the same timing as the post injection timing of the active DeNOx control is shown in graphs G21, G22, and G23, and is the same as the description of the post injection timing of the active DeNOx control. Therefore, explanation is omitted.

Explaining a case of setting NH ₃ post injection timing of the supply DeNOx control (NH ₃ air post injection timing of the rich NOx reduction control of the supply DeNOx control of) to retard timing from the post injection timing of the active DeNOx control . The post injection timing of the NH ₃ supply DeNOx control is set to a timing delayed (retarded) from the post injection timing of the active DeNOx control.
The retarded post injection timing of the NH ₃ supply DeNOx control is exemplified by the graph H21 retarded with respect to the graph G21 when the engine speed is low, and the engine speed is medium. In the case of the rotational speed, it is exemplified by a graph H22 retarded with respect to the graph G22, and when the engine speed is a high rotational speed, it is exemplified by a graph H23 retarded with respect to the graph G23. Is done. The graphs H21 to H23 are merely illustrative virtual graphs, and the graphs H21 to H23 retarded with respect to the graphs G21 to G23 are calculated by the PCM 60 as values that are retarded by several degrees. The post-injection timings in which the NH ₃ supply DeNOx control is retarded are set for the post-injection timings in the active DeNOx control other than the graphs G21 to G23.
As described above, when the air-fuel ratio enriched NOx reduction control during the NH ₃ supply DeNOx control is executed by the post injection timing delayed from the post injection timing of the active DeNOx control, the exhaust passage 41 on the active DeNOx control is controlled. An unburned fuel amount larger than the unburned fuel amount can be supplied onto the exhaust passage 41, and the unburned fuel contained in the exhaust gas on the exhaust passage 41 and the HC contained in the unburned fuel are increased. The amount of HC adsorbed by the oxidation catalyst of the NOx catalyst 45 can be increased. Therefore, NOx reaction heat due to oxidation reaction of HC in the oxidation catalyst of the catalyst 45 is increased, and is increased heating of the catalyst temperature of the NOx catalyst 45 is heated occurs relatively quickly, the NH ₃ from the NOx catalyst 45 comparatively It becomes easy to generate at a fast timing, and the amount of NH ₃ generated from the NOx catalyst 45 can be increased. Further, since the H component of HC supplied to the NOx catalyst 45 is also increased, the amount of NH ₃ generated from the NOx catalyst 45 is easily increased, and the amount of NH ₃ generated from the NOx catalyst 45 is increased. Can be.

The PCM 60 determines the retard amount of the post injection timing in the NH ₃ supply DeNOx control so that the retard amount when the engine load is low is larger than the retard amount when the engine load is high (or medium engine load). . For example, when the engine speed is low, as shown by the graph G21 and the graph H21, the retard amount of the post injection timing in the NH ₃ supply DeNOx control is set to the retard amount A1 in the case of a low engine load. Is determined to be larger than the retard amount A2 in the case of high engine load (or medium engine load). In the case of a low engine load, the unburned fuel contained in the exhaust gas on the exhaust passage 41 can be set to increase. On the other hand, in the case of a high engine load, the exhaust temperature is increased by retarding the post injection timing too much. Therefore, it is possible to prevent the reliability of other parts in the exhaust passage 41 from being affected.

Further, the PCM 60 can execute the NH ₃ supply DeNOx control by the post injection timing delayed from the post injection timing in the active DeNOx control only when the engine load is low. By controlling in this way, the post injection timing is retarded only in the case of a low engine load, and an unburned fuel amount larger than the unburned fuel amount on the exhaust passage 41 in the active DeNOx control is supplied to the exhaust passage 41. can do. Further, in the case of a high engine load, it is possible to prevent the exhaust temperature from becoming higher by retarding the post injection timing and affecting the reliability of other components in the exhaust passage 41.

Further, the PCM 60 determines the retard amount of the post injection timing in the NH ₃ supply DeNOx control so that the retard amount when the engine is at a low speed is larger than the retard amount when the engine is at a high speed. . For example, the retard amount A1 when the engine is retarded from the graph G21 to the graph H21 when the engine is at a low engine speed is the value when the engine is retarded from the graph G22 to the chart H22 when the engine is at a medium engine speed. It is determined to be larger than the retard amount A3. Further, the retard amount A1 when the engine is retarded from the graph G21 to the graph H21 when the engine is at a low engine speed is the value when the engine is retarded from the graph G23 to the chart H23. It is determined to be larger than the retard amount A4. When the engine has a high engine speed, it is possible to prevent the exhaust temperature from becoming high by retarding the post-injection timing and affecting the reliability of other components in the exhaust passage 41.

Further, the PCM 60 can execute the NH ₃ supply DeNOx control by the post injection timing delayed from the post injection timing in the active DeNOx control only when the engine is in the low rotation speed region. By controlling in this way, the post-injection timing is retarded only when the engine is in the low speed range, and the amount of unburned fuel that is larger than the amount of unburned fuel on the exhaust passage 41 in the active DeNOx control is exhausted. It can be supplied on the passage 41. Further, in the case of a high engine load, it is possible to prevent the exhaust temperature from becoming higher by retarding the post injection timing and affecting the reliability of other components in the exhaust passage 41.

The PCM 60 can set the retard amount of the post injection timing in the NH ₃ supply DeNOx control to the retard amount of the post injection timing within a range in which the post-injected fuel is combusted in the cylinder of the engine. At this time, post-injected fuel can be discharged as unburned fuel as it is, and engine oil dilution by post-injected fuel can be suppressed.

In step S706, the PCM 60 performs the air-fuel ratio enriched NOx reduction control in which the air-fuel ratio of the exhaust gas is enriched until the air-fuel ratio of the exhaust gas becomes the second target air-fuel ratio enriched with respect to the first target air-fuel ratio. Start execution. Here, the first target air-fuel ratio is a target air-fuel ratio that can reduce NOx stored in the NOx catalyst 45 set in the active DeNOx control. As shown in FIG. 6, the second target air-fuel ratio is a target air-fuel ratio that should be set according to the ammonia adsorption amount of the SCR catalyst 47 when the NH ₃ supply DeNOx control is executed. As shown in FIG. 6, the second target air-fuel ratio is set to a target air-fuel ratio that is richer than the first target air-fuel ratio with respect to the ammonia adsorption amount of the SCR catalyst 47. In the air-fuel ratio enriched NOx reduction control, either the in-cylinder combustion of the engine or the unburned fuel is discharged to the exhaust passage by enriching the air-fuel ratio of the exhaust gas to the second target air-fuel ratio. Even in this case, the H component supplied to the NOx catalyst 45 is increased, and the amount of NH ₃ generated from the NOx catalyst 45 can be easily increased.
In step S706, the PCM 60 performs post injection at the second post injection timing set in step S705. As shown in FIG. 5, the post injection amount at this time is determined in step S115.
Therefore, the PCM 60 supplies the unburned fuel amount larger than the unburned fuel amount on the exhaust passage in the active DeNOx control to the exhaust passage, and the exhaust gas enriched until the air-fuel ratio becomes the second target air-fuel ratio. The air-fuel ratio enriched NOx reduction control for supplying the gas to the exhaust passage 41 is executed, and the process proceeds to step S707.

  In Step S707, the PCM 60 supplies the HC contained in the unburned fuel contained in the exhaust gas on the exhaust passage to the oxidation catalyst 45a to an amount necessary for raising the temperature of the NOx catalyst 45 to the target temperature (or It is determined whether or not it has been absorbed. As a result of the determination in step S707, when HC is supplied (or adsorbed) to the oxidation catalyst 45a to an amount necessary for increasing the temperature (step S707: Yes), the process proceeds to step S708. On the other hand, when HC is not supplied to the oxidation catalyst 45a to an amount necessary for increasing the temperature (step S707: No), the process returns to step S706.

In step S708, the PCM 60 stops (interrupts) the air-fuel ratio enriched NOx reduction control, so that the normal operating state in which the air-fuel ratio of the exhaust gas becomes leaner than the stoichiometric air-fuel ratio λ1 (executes the NOx reduction control). The air-fuel ratio lean operation control is executed by returning to the engine operating state). In the air-fuel ratio lean operation control, the amount of oxygen supplied into the exhaust gas increases, and reaction heat is generated by the oxidation reaction between HC and oxygen adsorbed on the oxidation catalyst 45a. Therefore, the temperature of the oxidation catalyst 45a is raised by the reaction heat, and the temperature of the NOx catalyst 45 disposed in the vicinity of the oxidation catalyst 45a in the NOx catalyst 45 is also raised by the reaction heat.
Note that the PCM 60 realizes air-fuel ratio lean operation control by stopping the air-fuel ratio enriched NOx reduction control to change to another operating state in which the air-fuel ratio of the exhaust gas becomes leaner than the stoichiometric air-fuel ratio. May be. Note that the PCM 60 may realize air-fuel ratio lean operation control by changing the exhaust gas air-fuel ratio to another operating state in which the air-fuel ratio of the exhaust gas is leaner than the target air-fuel ratio. The PCM 60 performs the control on the lean side of the target air-fuel ratio from the air-fuel ratio enriched NOx reduction control in which the air-fuel ratio of the exhaust gas is enriched only by very simple control of stopping the air-fuel ratio enriched NOx reduction control. Thus, the temperature of the oxidation catalyst 45a and the NOx catalyst 45 can be raised relatively easily by the reaction between HC adsorbed on the oxidation catalyst 45a and oxygen. .

  In step S708, the state in which the air-fuel ratio enrichment NOx reduction control is stopped and the air-fuel ratio lean operation control is executed is continued until a predetermined end condition is satisfied. The predetermined termination condition is, for example, that a reaction time that is assumed to complete the reaction between HC and oxygen calculated based on an estimated value of the supply amount of HC supplied to the oxidation catalyst 45a. By executing the air-fuel ratio lean operation control until the reaction time assumed to be completed when the reaction between HC and oxygen calculated based on the estimated value of the supply amount of HC supplied to the oxidation catalyst 45a is completed, Almost all of the HC adsorbed on the oxidation catalyst 45a can be effectively consumed to react with oxygen to raise the temperature of the NOx catalyst 45, and the HC is adsorbed on the oxidation catalyst 45a, By executing the air-fuel ratio lean operation control, the NOx catalyst 45 can be efficiently heated. Thus, after the air-fuel ratio enrichment NOx reduction control in steps S705, S706, and S707 is executed, and the air-fuel ratio lean operation control in step S708 is executed, the control for raising the temperature of the NOx catalyst 45 is controlled as the temperature rise control. Called. That is, the temperature raising control includes air-fuel ratio enriched NOx reduction control and air-fuel ratio lean operation control. When the predetermined reaction time has elapsed, the PCM 60 ends the air-fuel ratio enriched NOx reduction control and ends the execution of the air-fuel ratio lean operation control, and the process proceeds to step S711.

Next, in step S711, the PCM 60 determines whether or not the estimated value of the adsorption amount of NH ₃ adsorbed on the SCR catalyst 47 has reached a predetermined value.
As a result of the determination in step S711, when the estimated value of the adsorption amount of NH ₃ adsorbed on the SCR catalyst 47 has reached a predetermined value (step S711: Yes), NH ₃ is supplied from the NOx catalyst 45 to the SCR catalyst 47. The NH ₃ supply NOx reduction control to be performed is terminated, and the process returns to step S701.
On the other hand, when the estimated value of the adsorption amount of NH ₃ adsorbed on the SCR catalyst 47 has not reached the predetermined value (step S711: No), the process returns to step S703.

Thereafter, the process proceeds from step S703 to step S704. In step S704, when the temperature of the NOx catalyst 45 is lower than the target temperature (step S704: Yes), the process proceeds to step S705 again. As described above, the temperature increase control including the air-fuel ratio enrichment NOx reduction control and the air-fuel ratio lean operation control is repeated until the temperature of the NOx catalyst 45 reaches a target temperature at which NH ₃ is likely to be generated. .

  Thereafter, the process proceeds from step S703 to step S704. In step S704, the PCM 60 determines that the temperature of the NOx catalyst 45 is not lower than the target temperature, that is, determines that the temperature of the NOx catalyst 45 is equal to or higher than the target temperature ( Step S704: No), without performing the temperature increase control, the process proceeds to step S709.

  Next, in step S709, the PCM 60 sets the same post-injection timing (not retarded) in normal NOx reduction control, for example, active DeNOx control, in the air-fuel ratio enriched NOx reduction control. Proceed to step S710.

In step S710, the PCM 60 performs the air-fuel ratio enriched NOx reduction control in which the air-fuel ratio of the exhaust gas is enriched until the air-fuel ratio of the exhaust gas becomes the second target air-fuel ratio enriched with respect to the first target air-fuel ratio. Start execution. Here, the first target air-fuel ratio is an air-fuel ratio capable of reducing NOx stored in the NOx catalyst 45 set in the active DeNOx control. As shown in FIG. 6, the second target air-fuel ratio is a target air-fuel ratio that should be set according to the ammonia adsorption amount of the SCR catalyst 47 when the NH ₃ supply DeNOx control is executed. As shown in FIG. 6, the second target air-fuel ratio is set to a target air-fuel ratio that is richer than the first target air-fuel ratio with respect to the ammonia adsorption amount of the SCR catalyst 47. In the air-fuel ratio enriched NOx reduction control, either the in-cylinder combustion of the engine or the unburned fuel is discharged to the exhaust passage by enriching the air-fuel ratio of the exhaust gas to the second target air-fuel ratio. Even in this case, the H component supplied to the NOx catalyst 45 is increased, and the amount of NH ₃ generated from the NOx catalyst 45 can be easily increased.
In step S710, the PCM 60 performs post injection at the first post injection timing set in step S709. As shown in FIG. 5, the post injection amount at this time is determined in step S115.
Therefore, since the PCM 60 basically performs in-cylinder combustion at the same first post-injection timing as in the active DeNOx control, the supply of unburned fuel to the exhaust passage is suppressed, and the air-fuel ratio is set to the second target air-fuel ratio. Then, air-fuel ratio enriched NOx reduction control is performed in which the exhaust gas enriched until it reaches is supplied to the exhaust passage, and the process proceeds to step S711.

According to the engine exhaust gas purification apparatus according to the embodiment of the present invention described above, when it is determined that the urea injection from the urea injector 51 is not normally performed, the NOx reduction control means determines that the air-fuel ratio of the exhaust gas is Since the air-fuel ratio enriched NOx reduction control in which the air-fuel ratio of the exhaust gas is enriched until the second target air-fuel ratio is enriched than the first target air-fuel ratio is executed, the air-fuel ratio enriched NOx reduction control is performed. In both cases where the in-cylinder combustion of the engine E is performed and when unburned fuel is discharged into the exhaust passage, the H component supplied to the NOx catalyst 45 is increased. Therefore, the amount of NH ₃ generated from the NOx catalyst 45 can be easily increased, and a relatively large amount of NH ₃ can be supplied from the NOx catalyst 45 to the SCR catalyst 47. Therefore, even when it is determined that the urea injection from the urea injector 51 cannot be performed normally, the SCR catalyst 47 purifies NOx in the exhaust gas due to the lack of NH ₃ adsorbed on the SCR catalyst 47. It is possible to increase the amount of NH ₃ adsorbed on the SCR catalyst 47 and to increase the purification rate of NOx in the exhaust gas on the SCR catalyst 47, thereby suppressing the NOx emission amount. it can.

Further, according to the engine exhaust gas purification apparatus according to the present embodiment, the NOx reduction control means determines the degree to which the second target air-fuel ratio of the air-fuel ratio enrichment NOx reduction control is enriched by NH adsorbed by the SCR catalyst 47. since change in accordance with the amount of adsorption of _3, depending on the degree of the enrichment of the second target air-fuel ratio, to increase the H component supplied to the NOx catalyst 45, the amount of NH ₃ is generated from the NOx catalyst 45 it can be changed, as NH ₃ supply control, it is possible to supply the NH ₃ to be changed according to the amount of adsorption of NH ₃ adsorbed in the SCR catalyst 47 from the NOx catalyst 45 in SCR catalyst 47.

  Further, according to the engine exhaust gas purification apparatus according to the present embodiment, the NOx reduction control means determines the second target air-fuel ratio within a range richer than the theoretical air-fuel ratio and up to a predetermined limit air-fuel ratio. It can suppress that the problem of the reliability fall of the EGR apparatus 43 by unburned fuel being supplied to the EGR apparatus 43 arises.

Further, according to the engine exhaust gas purification apparatus according to the present embodiment, the NOx reduction control means executes the air-fuel ratio enriched NOx reduction control, and then the exhaust gas air-fuel ratio is in a leaner state than the first target air-fuel ratio. Since the air-fuel ratio lean operation control is executed, the HC adsorbed on the oxidation catalyst 45a reacts with oxygen, and the temperatures of the oxidation catalyst 45a and the NOx catalyst 45 in the NOx catalyst 45 can be raised. By executing the NOx reduction control while the temperature of the NOx catalyst 45 is increased, NH ₃ is likely to be generated from the NOx catalyst 45, and a relatively large amount of NH ₃ is supplied from the NOx catalyst 45 to the SCR catalyst 47. Can do.

In addition, according to the engine exhaust gas purification apparatus according to the present embodiment, after executing the air-fuel ratio enrichment NOx reduction control, the air-fuel ratio lean operation control is performed in which the air-fuel ratio of the exhaust gas becomes leaner than the target air-fuel ratio. Since the air-fuel ratio enrichment NOx reduction control is executed after the air-fuel ratio lean operation control is completed, the air-fuel ratio enrichment NOx reduction control is executed with the temperature of the NOx catalyst 45 increased by the air-fuel ratio lean operation control. Thus, not only NH ₃ is likely to be generated from the NOx catalyst 45, but also the air-fuel ratio enriched NOx reduction control increases the H component supplied to the NOx catalyst 45. Therefore, the amount of NH ₃ generated from the NOx catalyst 45 can be easily increased, and a relatively large amount of NH ₃ can be supplied from the NOx catalyst 45 to the SCR catalyst 47 as the NH ₃ supply control.

Further, according to the engine exhaust gas purification apparatus according to the present embodiment, even when the urea supplied to the urea injector 51 is frozen, the NH ₃ adsorbed on the SCR catalyst 47 is insufficient, so that the SCR catalyst 47 While suppressing the inability to purify NOx in the exhaust gas, increasing the adsorption amount of NH _{3 in} the SCR catalyst 47 can increase the purification rate of NOx in the exhaust gas in the SCR catalyst 47, The amount of NOx emission can be suppressed.

  Further, according to the engine exhaust gas purification apparatus of the present embodiment, the NOx reduction control means performs the air-fuel ratio enriched NOx reduction control when the air-fuel ratio enriched NOx reduction control is executed after the air-fuel ratio lean operation control ends. Because the post-injection time in the engine is set to the post-injection time in which the post-injected fuel is combusted in the cylinder of the engine, the post-injected fuel is discharged as it is as unburned fuel, or the post-injected fuel Oil dilution can be suppressed.

Further, according to the exhaust purification device for an engine according to the present embodiment, the NOx reduction control means, when the temperature of the exhaust gas is relatively high and the NOx in the exhaust gas is required to be purified by the SCR catalyst 47, When it is determined that the urea injection from the urea injector 51 is not normally performed, the NH ₃ supply NOx reduction control can be executed, and in the SCR catalyst 47, the NH ₃ adsorbed on the SCR catalyst 47 is insufficient. While suppressing the inability to purify NOx in the exhaust gas, increasing the adsorption amount of NH _{3 in} the SCR catalyst 47 can increase the purification rate of NOx in the exhaust gas in the SCR catalyst 47, The amount of NOx emission can be suppressed.

20 fuel injection valve 41 exhaust passage 43 EGR device 43a EGR passage 43b EGR cooler 43c first EGR valve 43d EGR cooler bypass passage 43e second EGR valve 45 NOx catalyst 45a diesel oxidation catalyst 47 SCR catalyst 51 urea injector 53 urea supply passage 54 urea delivery pump 55 urea tank 56 urea supply path pressure sensor 57 urea path heater 58 urea level sensor 59 urea temperature sensor 61 urea tank heater 200 engine system E engine EX exhaust system FS fuel supply system IN intake system λ1 theoretical air fuel ratio λ2 limit air fuel ratio

Claims (8)

NOx in the exhaust gas is occluded when the air-fuel ratio of the exhaust gas is leaner than the stoichiometric air-fuel ratio, provided on the exhaust passage of the engine, and the air-fuel ratio of the exhaust gas is theoretically stored. An exhaust purification device for an engine comprising a NOx catalyst that reduces when it is in the vicinity of the air-fuel ratio or richer than the stoichiometric air-fuel ratio, and also has a function as an oxidation catalyst that oxidizes HC,
An SCR catalyst provided on the exhaust passage downstream of the NOx catalyst and purifying NOx in the exhaust gas by reaction with NH ₃ ;
A urea injection valve for injecting the urea into the exhaust passage of the engine so as to supply urea to the SCR catalyst;
Fuel injection control means for controlling the fuel injection valve;
NOx for performing NOx reduction control for enriching the air-fuel ratio of the exhaust gas, setting NOx stored in the NOx catalyst to a first target air-fuel ratio that can be reduced, and reducing NOx stored in the NOx catalyst Reduction control means,
When it is determined that the urea injection from the urea injection valve is not normally performed, the NOx reduction control means determines that the second target in which the air-fuel ratio of the exhaust gas is made richer than the first target air-fuel ratio. by performing the air-fuel ratio enrichment NOx reduction control the air-fuel ratio of the exhaust gas was enriched until the air-fuel ratio, executes the NH ₃ supply NOx reduction control to supply the NH ₃ to the SCR catalyst from the NOx catalyst An exhaust emission control device for an engine. Furthermore, it comprises NH ₃ adsorption amount acquisition means for estimating or detecting the adsorption amount of NH ₃ adsorbed on the SCR catalyst, and the NOx reduction control means is the second of the air-fuel ratio enriched NOx reduction control. The engine exhaust gas purification apparatus according to claim 1, wherein the degree of enrichment of the target air-fuel ratio is changed according to the amount of NH ₃ adsorbed on the SCR catalyst.   The engine exhaust gas purification apparatus according to claim 1 or 2, wherein the NOx reduction control means determines the second target air-fuel ratio within a range that is richer than the stoichiometric air-fuel ratio and reaches a predetermined limit air-fuel ratio. The NOx reduction control means executes air-fuel ratio lean operation control in which the air-fuel ratio of the exhaust gas becomes leaner than the first target air-fuel ratio after executing the air-fuel ratio enriched NOx reduction control, after fuel ratio lean operation control end, by executing the NOx reduction control, the NH ₃ from the NOx catalyst to perform the NH ₃ supply NOx reduction control is supplied to the SCR catalyst, any one of claims 1 to 3 An exhaust emission control device for an engine according to 1. The NOx reduction control means executes air-fuel ratio lean operation control in which the air-fuel ratio of the exhaust gas becomes leaner than the target air-fuel ratio after executing the air-fuel ratio enrichment NOx reduction control, and the air-fuel ratio lean after the operation control end, by executing the air-fuel ratio enrichment NOx reduction control, the NH ₃ from the NOx catalyst to perform the NH ₃ supply control for supplying to the SCR catalyst, any one of claims 1 to 4 An exhaust emission control device for an engine according to 1. When the urea supplied to the urea injection valve is frozen, the NOx reduction control means until the air-fuel ratio of the exhaust gas becomes a second target air-fuel ratio that is richer than the first target air-fuel ratio. by performing the air-fuel ratio enrichment NOx reduction control is enriching the air-fuel ratio of the exhaust gas, to run the NH ₃ supply NOx reduction control for the NH ₃ from the NOx catalyst is supplied to the SCR catalyst, to claim 1 The engine exhaust gas purification apparatus according to any one of 5.   When the NOx reduction control means executes the air-fuel ratio enriched NOx reduction control after the air-fuel ratio lean operation control ends, the post-injection timing in the air-fuel ratio enriched NOx reduction control is the post-injected fuel. The exhaust emission control device for an engine according to any one of claims 1 to 6, wherein the engine is set to a post-injection timing for burning the fuel in the cylinder of the engine. The NOx reduction control means executes the NH ₃ supply NOx reduction control when the temperature of the exhaust gas is relatively high and the NOx in the exhaust gas is required to be purified by the SCR catalyst. The exhaust emission control device for an engine according to any one of claims 1 to 7.

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