JP6230011B1 - Engine exhaust purification control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine exhaust purification control device capable of realizing efficient NOx purification by suitably setting the reduction amount when correcting the reduction amount of NH3 supplied to an SCR catalyst. When an NH3 supply amount control unit is in a state where the air-fuel ratio of exhaust gas flowing into the NOX catalyst is rich and NOX stored in the NOX catalyst is reduced to N2, NH3 supply is performed. The amount of NH3 supplied to the SCR catalyst by the unit is reduced and corrected. The reduction amount of the NH3 supply amount by the NH3 supply amount control unit is set to be smaller in the DeSOX control than in the DeNOX control. [Selection] Figure 7

Description

The present invention relates to an exhaust gas purification controller of the engine, in particular, it relates to an exhaust gas purification control apparatus for an engine provided with the NO _x catalyst for purifying NO _X in the exhaust gas on the exhaust path.

Conventionally, as shown in Patent Document 1, an SCR catalyst that is provided on an exhaust passage of an engine and purifies NO _{x in} exhaust gas by reaction with NH _3, and the air-fuel ratio of the exhaust gas is higher than the stoichiometric air-fuel ratio. occluding NO _X in the exhaust gas in a large lean state (λ> 1), the occluded NO _x, state the air-fuel ratio of the exhaust gas is near the stoichiometric air-fuel ratio (λ ≒ 1) or to the stoichiometric ratio Further, there is known an engine exhaust purification device that includes an NO _x storage reduction type NO _x catalyst that reduces in a small rich state (λ <1). In this engine exhaust purification system, 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, NO _x purification by the SCR catalyst is performed. in another case, purification of the NO _X is being performed by the NO _X catalyst.

Further, as shown in Patent Document 2, instead of providing a urea injection valve for injecting urea onto the SCR catalyst, NO ₃ generated by the SCR catalyst is adsorbed on the SCR catalyst by adsorbing NH ₃ generated in NO _x reduction control in the NO _x catalyst. Those that purify _X are known. That is, it is known that NH ₃ is generated by NO _x reduction control. Further, as shown in Patent Document 3, by detecting the temperature of the NO _X catalyst, it is known to be able to calculate the conversion ratio NO _X in the NO _X catalyst is converted to NH _3. Furthermore, it is known that the amount of NH ₃ generated in the NO _x reduction control varies depending on the NO _x catalyst temperature. Specifically, it is disclosed that the higher the temperature of the NO _x catalyst, the higher the generation rate of NH ₃ .

Japanese Patent No. 3518398 JP 2010-112345 A Japanese Patent No. 4347076

As described in Patent Document 1, while NH ₃ is supplied to the SCR catalyst by the urea injection valve, when NO _x reduction control in the NO _x catalyst is performed, NH ₃ generated in the NO _x reduction control is used to generate SCR. The NH ₃ supply may become excessive. As a result, NH _{3 in an} amount exceeding the adsorption capability of the SCR catalyst may be supplied to the SCR catalyst, and ammonia may be released into the exhaust passage downstream of the SCR catalyst.

Therefore, in consideration of NH ₃ generated at the time of NO _x catalyst reduction control, it is conceivable that excessive ammonia supply to the SCR catalyst is suppressed to prevent ammonia from being released into the exhaust passage downstream of the SCR catalyst. .

However, since the amount of NH ₃ generated during NO _x reduction control varies depending on the temperature of the NO _x catalyst, ammonia release to the exhaust passage downstream of the SCR catalyst cannot be sufficiently suppressed unless this is taken into account. Alternatively, the suppression of ammonia supply to the SCR catalyst becomes excessive, the NH ₃ adsorbed by the SCR is insufficient, and the NO _x purification performance in the SCR may be reduced.

Patent Document 3 describes that the higher the temperature of the NO _x catalyst, the higher the generation rate of NH ₃ . In Patent Document 3, as the NO _X catalyst temperature is high, believed to NH ₃ is in consideration to become easier to reactions occurring.

However, according to the knowledge of the present inventors, NH ₃ is generated even at the time of Deso _X control, NH ₃ generation amount varies between Deso _X control when the DeNO _X control time. In Patent Document 3, since this phenomenon (trend) is not taken into account, NH ₃ generated during NO _X catalytic reduction control cannot be accurately grasped.

The present invention has been made in view of the above situation, and it is possible to accurately grasp NH ₃ generated during NO _x catalyst reduction control and appropriately execute suppression of excessive ammonia supply to the SCR catalyst. By doing so, an object of the present invention is to provide an engine exhaust purification control apparatus that can suppress the release of ammonia into the exhaust passage downstream of the SCR catalyst and realize efficient NO _x purification.

The present invention is provided in an exhaust passage of an engine, and when the air-fuel ratio of the inflowing exhaust gas is leaner than the stoichiometric air-fuel ratio, the present invention stores NO _x in the exhaust gas and the air-fuel ratio of the inflowing exhaust gas the NO _X but the NO _X catalyst for reducing NO _X that has been occluded in the N ₂ when a richer state than the theoretical air-fuel ratio, occlusion amount of the NO _X in the NO _X catalyst is equal to or greater than the predetermined threshold value sulfur when it is necessary DeNO _X control to purify by reducing NO _X occluded in the catalyst, or, the S poisoning amount in the NO _X catalyst is adsorbed on a by the NO _X catalyst greater than a predetermined threshold value When the DeSO _X control for desorbing is required, the fuel injection valve in the engine is controlled so that the air-fuel ratio of the exhaust gas flowing into the NO _X catalyst becomes rich, and the DeNO _X control or D and NO _X catalyst regeneration unit to implement the ESO _X control, the provided downstream of the exhaust passage of the NO _X catalyst, and the SCR catalyst to purify the NO _X by reaction with NH _3, to no NH ₃ in the SCR catalyst NH with ₃ and NH ₃ supply unit raw material supplies adsorbing NH _3, and a NH ₃ supply amount control section for controlling the supply amount of the NH ₃ feed to NH ₃ not to the SCR catalyst by the NH ₃ supply unit The NH ₃ supply amount control unit reduces the supply amount of NH ₃ or NH ₃ raw material to the SCR catalyst by the NH ₃ supply unit when the NO _X catalyst regeneration by the NO _X catalyst regeneration unit is executed. It adapted to correct, reduce the amount of the NH ₃ to the NH ₃ not by the supply amount control section NH ₃ raw material feed rate, who when the Deso _X control is implemented, the DeNO _X control is performed Small amount than if It is an exhaust gas purification control apparatus for an engine according to claim which are set there as.

According to the present invention, by reducing the amount of NH ₃ to NH ₃ raw material supply amount of the NH ₃ supply amount control unit is set to be a small amount than when DeNO _X control during Deso _X control, Even during DeSO _X control, efficient NO _X purification can be realized in consideration of the amount of NH ₃ generated in the NO _X catalyst.

The NO _X catalyst further comprising a NO _X catalyst temperature ascertaining unit that detects or estimates the temperature of the reduction amount of the NH ₃ to the NH ₃ not by the supply amount control section NH ₃ raw material feed rate, the DeNO _X control is performed In such a case, it is preferable that the NO _x catalyst temperature detected by the NO _x catalyst temperature grasping unit is set to be smaller as the temperature of the NO _x catalyst is higher.

Similarly, the NO _X catalyst further comprising a NO _X catalyst temperature ascertaining unit that detects or estimates the temperature of the reduction amount of the NH ₃ to NH ₃ raw material supply amount of the NH ₃ supply amount control section, said Deso _X In the case where the control is performed, it is preferable that the temperature is set to be smaller as the temperature of the NO _x catalyst detected or estimated by the NO _x catalyst temperature grasping unit is higher.

According to the findings of the present inventors, NO enough temperature _X catalyst is high, NO reaction promoting effect toward the _X catalyst in consume NH ₃ reaction (see paragraph 0057) appears large, resulting in NO _X The amount of NH ₃ generated in the catalyst is reduced. The above-described preferred embodiment reflects this phenomenon.

Normally, when DeSO _x is required, the temperature of the NO _x catalyst is raised to 600 ° C. or higher before the operation of the NO _x catalyst regeneration unit.

In general, when DeSO _X is required, the NO _X catalyst regeneration unit performs intermittent lean operation. That is, during the execution of DeSO _X control, the NO _X catalyst regeneration unit intermittently performs fuel injection in the engine so that the air-fuel ratio of the exhaust gas flowing into the NO _X catalyst becomes lean. The valve is controlled.

Further, reduction of the NH ₃ to the NH ₃ not by the supply amount control section NH ₃ raw material supply amount, when the Deso _X control is performed, corrected on the basis of the storage amount of the NO _X in the NO _X catalyst It is preferred that

In this case, it is possible to more accurately reflect the effect of desorption of the stored NO _x of the NO _x catalyst 45.

Further, the reduction amount of the supply amount of the NH ₃ or NH ₃ raw material by the NH ₃ supply amount control unit is corrected based on the S poisoning amount in the NO _X catalyst when the DeSO _X control is performed. It is preferable.

NO _X catalyst 45 S are poisoned, by that amount, storage amount of the NO _X is low. This effect can be reflected more accurately.

The exhaust gas flow rate grasping unit for detecting or estimating the flow rate of the exhaust gas and the SCR catalyst temperature grasping unit for detecting or estimating the temperature of the SCR catalyst are further provided, and detected or estimated by the exhaust gas flow rate grasping unit. When the flow rate of the exhaust gas is less than a predetermined threshold and the temperature of the SCR catalyst detected or estimated by the SCR catalyst temperature grasping unit is less than a predetermined threshold, only by the NO _x catalyst The SCR is purified by NO _x, the flow rate of the exhaust gas detected or estimated by the exhaust gas flow rate grasping unit is less than a predetermined threshold, and detected or estimated by the SCR catalyst temperature grasping unit. when the temperature of the catalyst is above a predetermined threshold value, the purification of the NO _X only by the SCR catalyst is performed, the exhaust gas flow rate grasping portion Therefore, when the flow rate of the exhaust gas detected or estimated is above a predetermined threshold value, the NO _X catalyst according to the purification of the NO _X the SCR catalyst preferably is a purification of the NO _X in combination by.
In this case, efficient NO _x purification can be realized according to the flow rate of the exhaust gas and according to the temperature of the SCR catalyst.

Further, in this case, when the NO _x purification is performed only by the NO _x catalyst, the NH ₃ supply amount control unit supplies the NH ₃ or NH ₃ raw material to the SCR catalyst by the NH ₃ supply unit. adapted to limit the amount, the time of purification of the NO _X is performed only by the SCR catalyst, it is preferable that operation of the NO _X catalyst regeneration unit is adapted to be limited.

According to the present invention, by reducing the amount of NH ₃ to NH ₃ raw material supply amount of the NH ₃ supply amount control unit is set to be a small amount than when DeNO _X control during Deso _X control, Even during DeSO _X control, efficient NO _X purification can be realized in consideration of the amount of NH ₃ generated in the NO _X catalyst.

1 is a schematic configuration diagram of an engine system to which an engine exhaust gas purification control apparatus according to an embodiment of the present invention is applied. 1 is a block diagram illustrating an electrical configuration of an engine exhaust gas purification control apparatus according to an embodiment. FIG. In this embodiment is an explanatory view of the operation range of the engine to perform each of the passive DeNO _X control and active DeNO _X control. In this embodiment is an explanatory view of the relationship between the NO _X purification action and temperature range for each catalyst. It is explanatory drawing about the setting method of the target air fuel ratio by one Embodiment of this invention. 3 is a flowchart showing active DeNO _x control and passive DeNO _x control according to an embodiment of the present invention. It is the schematic which shows the calculation flow of the reduction amount of the supply amount of urea by one Embodiment of this invention. FIG. 8A is data of the amount of NH ₃ (ammonia) generated in the NO _X purification process stored in the NO _X catalyst with respect to changes in the NO _X catalyst temperature, and FIG. to changes of the NO _X catalyst temperature is data of the amount of NH ₃ generated in the purification process of RawNO _X discharged from the engine (ammonia). FIG. 9A is data of the amount of NH ₃ (ammonia) generated in the NO _X purification process stored in the NO _X catalyst with respect to the change in the exhaust gas flow rate, and FIG. It is data of the amount of NH ₃ (ammonia) generated in the purification process of RawNO _x discharged from the engine with respect to changes in the flow rate of exhaust gas. FIG. 10A is data of the amount of NH ₃ (ammonia) generated in the NO _x purification process stored in the NO _x catalyst with respect to the change in the target air-fuel ratio, and FIG. This is data of the amount of NH ₃ (ammonia) generated in the purification process of RawNO _x discharged from the engine with respect to the change in the air-fuel ratio. 11 (a) is, to thermal degradation and changes of the NO _X catalyst temperature of the NO _X catalyst is data of the amount of NH ₃ generated in the purification process of the NO _X that was stored in the NO _X catalyst (ammonia), FIG. 11 (b), with respect to thermal degradation and changes of the NO _X catalyst temperature of the NO _X catalyst, the amount of data of the NH ₃ generated in the purification process of RawNO _X discharged from the engine (ammonia). Is a diagram illustrating an example of a time chart of the DeNO _X control according to the present embodiment.

  An engine exhaust purification control apparatus according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

<System configuration>
First, an engine system to which an engine exhaust gas purification control apparatus 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 control 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 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.

  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. The turbocharger 5 detects the intake air pressure. A pressure sensor 103 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, and the intake shutter valve 7 has an opening degree of the intake shutter valve 7. A position sensor 105 for detecting 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. These sensors 101 to 108 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 based on a top dead center in the crankshaft 25 or the like. The crank angle sensor 100 outputs a detection signal S100 corresponding to the detected crank angle 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. The fuel supply passage 38 is provided with a low-pressure fuel pump 31, a high-pressure fuel pump 33, and a common rail 35 in order from the upstream side.

Next, the exhaust system EX has an exhaust passage 41 through which exhaust gas passes, and a turbocharger that is rotated by the exhaust gas and drives the compressor as described above by the rotation on the exhaust passage 41. Five turbines are provided. Further, on the exhaust passage 41 on the downstream side of the turbine, in order from the upstream side, an NO _X catalyst 45 for purifying NO _X (RawNO _X ) in the exhaust gas, and particulate matter (PM) in the exhaust gas. A diesel particulate filter (DPF) 46 and a urea injector 51 that injects urea (typically urea water) into the exhaust passage 41 on the downstream side of the DPF 46. Yes.

The NO _x catalyst 45 has a tendency to occlude NO _x in the exhaust gas when the air-fuel ratio of the inflowing exhaust gas is leaner than the stoichiometric air-fuel ratio (λ> 1). fuel ratio has a tendency to reduce NO _X that has been occluded in the N ₂ in the rich state (lambda <1) than the stoichiometric air-fuel ratio in the vicinity state (λ ≒ 1) or stoichiometric air-fuel ratio, NO _X This is called an NOx storage catalyst (NSC). The NO _X catalyst 45 generates and releases NH ₃ (ammonia) when reducing the stored NO _X. More specifically, when the NO _X reduction, NO _X catalyst 45 is in NO _X which has been occluded as "N", such as unburned fuel that is supplied as a reducing agent to the NO _X catalyst 45 in the "HC", " NH ₃ (ammonia) is generated by combining “H” or “H” in “H ₂ O” generated by in-cylinder combustion. Details of the reaction will be described later in paragraph 0142.

Although the details will be described later, NO _X catalyst 45, NO _X amount occluded in the NO _X catalyst 45 when (hereinafter, referred to as _the NO _X storage amount.) Exceeds a predetermined threshold value, the NO _X catalyst 45 By controlling the fuel injection valve 20 in the engine E so that the air-fuel ratio of the inflowing exhaust gas becomes rich, the stored NOx is reduced and purified (NO _x catalyst regeneration unit). In the present embodiment, PCM60 to be described later, (also has the function of the NO _X catalyst regeneration section) in which the NO _X catalyst also serves as a playback unit.

Regarding the NO _X storage amount in the NO _X catalyst 45, the NO _X amount in the exhaust gas is estimated based on the operating state of the engine E, the exhaust gas flow rate, the exhaust gas temperature, etc., and this NO _X amount is integrated. To estimate. Alternatively, it may be detected directly by the NO _x storage amount detection sensor 45n.

In addition, the NO _x catalyst 45 of this embodiment not only functions as an NSC, but also oxidizes hydrocarbons (HC), carbon monoxide (CO), etc. using oxygen in the exhaust gas to water and carbon dioxide. It also has a function as a diesel oxidation catalyst (DOC: Diesel Oxidation Catalyst) 45a (oxidation catalyst) to be changed.

More specifically, the NO _x catalyst 45 of this embodiment is made by coating the surface of the catalyst material layer of the diesel oxidation catalyst 45a with an NSC catalyst material. Thus, NO _X catalyst 45 forms a composite catalyst which has been complexed with a diesel oxidation catalyst 45a. That is, the NO _x catalyst 45 is arranged (configured) in combination with the diesel oxidation catalyst 45a. Thus, if the reaction heat is a temperature rise caused by the oxidation reaction in the diesel oxidation catalyst 45a, the heat of reaction is transmitted to the NO _X catalyst 45, so that the temperature rise of the NO _X catalyst 45 occurs.

In the present embodiment, the temperature sensor 112 is provided immediately upstream of the NO _x catalyst 45. Based on the temperature detected by the temperature sensor 112, the NO _x catalyst temperature is estimated. For example, the temperature sensor 113 provided between the NO _X catalyst 45 and the DPF 46 may detect the NO _X catalyst temperature. Further, the NO _X catalyst 45 may be detected by providing a NO _X catalyst temperature sensor 45t for detecting the temperature of the NO _X catalyst 45.

In this embodiment, the flow rate of the exhaust gas flowing into the NO _x catalyst 45 is estimated from the operating state of the engine, specifically the engine speed and the engine load, but the exhaust gas flowing into the NO _x catalyst 45 is estimated. An exhaust gas flow rate detection sensor 45f for detecting the flow rate may be provided.

Then, further downstream of the urea injector 51, NO _X NH ₃ produced in the catalyst 45 (ammonia) is reacted with NO _X in the exhaust gas (reduction) to purify the NO _X by SCR (Selective Catalytic Reduction) A catalyst 47 is arranged. The SCR catalyst 47 also hydrolyzes the urea injected from the urea injector 51 to generate NH ₃ (ammonia) (CO (NH ₂ ) ₂ + H ₂ O → CO ₂ + 2NH ₃ ), and exhausts this NH ₃ . react with NO _X in the gas (reduction) is not also has a function to purify the NO _X. The urea injector 51 is controlled to inject urea into the exhaust passage 41 by a control signal S51 supplied from the DCU 70.

More specifically, the SCR catalyst 47 is NH ₃ (ammonia) generated by the purification (reduction) of NO _x in the NO _x catalyst 45 and / or NH produced from urea injected from the urea injector 51. ₃ is adsorbed by itself, and the adsorbed NH ₃ is reacted with NO _x in the exhaust gas to purify (reduce) NO _x .

For example, in the SCR catalyst 47, a catalyst metal having a function of reducing NO _x by NH ₃ (ammonia) is supported on a zeolite having a function of trapping NH ₃ as a catalyst component, and the catalyst component is used as a cell of the honeycomb carrier. It can be made by carrying it on a wall. As the catalyst metal for NO _X reduction, Fe, Ti, Ce, W and may be used.

In addition, a slip catalyst 48 for oxidizing and purifying NH ₃ (ammonia) released from the SCR catalyst 47 is provided further downstream of the SCR catalyst 47. The SCR catalyst 47 is provided with an SCR catalyst temperature detection sensor 47t that detects the temperature of the SCR catalyst. The SCR catalyst temperature detection sensor 47t is a sensor that directly detects the temperature of the SCR catalyst 47. Instead, an indirect parameter related to the temperature of the SCR catalyst 47 is measured, and the SCR catalyst temperature detection sensor 47t is calculated from the parameter. Means for estimating the temperature of the catalyst 47 may be provided. For example, it may be estimated based on the temperature detected by the temperature sensor 117 provided immediately upstream of the SCR catalyst 47.

In this embodiment, the urea injector 51, has a NH ₃ supplying unit to adsorb the NH ₃ by supplying urea is NH ₃ feed the SCR catalyst 47. As shown in FIG. 1, the urea injector 51 is connected to a urea supply path 53, and the 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 is configured to deliver urea from the urea tank 55 toward the urea injector 51 in response to a control command from the DCU 70.

In the present embodiment, the DCU 70 is an NH ₃ supply amount control unit that controls the supply amount of urea (NH ₃ raw material) to the SCR catalyst 47 by the urea injector 51 (NH ₃ supply unit).

The DCU 70 adsorbs an appropriate amount of NH ₃ to the SCR catalyst 47 from the viewpoint of ensuring the NO _x purification performance by the SCR catalyst 47 and suppressing the release (slip) of NH ₃ (ammonia) from the SCR catalyst 47. Thus, the amount of urea injected from the urea injector 51 is controlled.

  In addition, the DCU 70 is electrically connected to a urea supply path pressure sensor 56, a urea level sensor 58, and a 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 operating states of the urea path heater 57, the urea delivery pump 54, and the urea tank heater 61 can be controlled by control signals S55 to S57 supplied from the DCU 70, respectively.

  The DCU 70 stores a CPU, various programs that are interpreted and executed on the CPU (including basic control programs such as an OS and application programs that are activated on the OS to realize specific functions), and programs and various data. For this purpose, a computer having an internal memory such as a ROM or RAM is used. 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. For example, a control signal that supplies various information acquired by the DCU 70 to the PCM 60 is shown as a control signal S58, for example.

Further, as shown in FIG. 1, a pressure sensor 109 for detecting the pressure of the exhaust gas and a temperature sensor 110 for detecting the temperature of the exhaust gas are disposed on the exhaust passage 41 on the upstream side of the turbine of the turbocharger 5. It may be provided. An O ₂ sensor 111 that detects the oxygen concentration may be provided on the exhaust passage 41 on the downstream side of the turbine of the turbocharger 5.

Furthermore, the exhaust system EX, a temperature sensor 112 for detecting the temperature of exhaust gas immediately upstream of the NO _X catalyst 45, a temperature sensor 113 for detecting the temperature of the exhaust gas between the NO _X catalyst 45 and DPF46 , A differential pressure sensor 114 that detects the pressure difference between the exhaust gas immediately upstream and downstream of the DPF 46, a temperature sensor 115 that detects the temperature of exhaust gas immediately downstream of the DPF 46, and a downstream of the DPF 46. A NO _x sensor 116 for detecting the concentration of NO _x in the exhaust gas, a temperature sensor 117 for detecting the temperature of the exhaust gas immediately upstream of the SCR catalyst 47, and the NO in the exhaust gas immediately downstream of the SCR catalyst 47 a NO _X sensor 118 for detecting the concentration of _X, a PM sensor 119 for detecting the PM in the exhaust gas immediately upstream of the slip catalyst 48, is provided. These sensors 109 to 119 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 And a supercharger by the large turbocharger 5a and the small turbocharger 5b are switched by driving each valve according to the operating state (engine speed and load) of the engine E. Yes.

  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.

<Electric configuration and functions of PCM>
Next, the electrical configuration of the engine exhaust gas purification control apparatus according to the present embodiment will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the engine exhaust gas purification control apparatus according to the present embodiment.

  In addition to the detection signals S100 to S119 of the various sensors 100 to 119 described above, the PCM 60 according to this embodiment includes an accelerator opening sensor 150 that detects the opening of the accelerator pedal (accelerator opening) and a vehicle speed sensor 151 that detects the vehicle speed. On the basis of the detection signals S150 and S151 output by the engine, the control signal S20 is output to control the fuel injection valve 20, and the control signal S7 is output to control the intake shutter valve 7. ing.

  The PCM 60 communicates with the DCU 70 in both directions, and outputs a control signal S8 that causes the DCU 70 to perform control such as supplying a desired amount of urea from the urea injector 51, for example.

In particular, PCM60 of this embodiment, when the storage amount of the NO _X in the NO _X catalyst 45 is equal to or greater than a predetermined threshold value, so that the air-fuel ratio of the exhaust gas flowing into the NO _X catalyst 45 becomes rich state, The fuel injection valve 20 in the engine E is controlled (functions as a NO _x catalyst regeneration unit). More specifically, the PCM 60 of the present embodiment performs fuel injection so as to set the air-fuel ratio of the exhaust gas to the target air-fuel ratio (specifically, the vicinity of the stoichiometric air-fuel ratio or a predetermined air-fuel ratio smaller than the stoichiometric air-fuel ratio). The valve 20 performs “post injection”. Thus, it is possible to reduce the NO _X that was stored in the NO _X catalyst 45 (NO _X reduction control).

In other words, the PCM 60 of the present embodiment adds to the main injection that injects fuel into the cylinder to output engine torque in accordance with the driver's accelerator operation (basically, the air-fuel ratio of the exhaust gas in the main injection). After this main injection, post-injection is performed at a timing that does not contribute to engine torque output (specifically, an expansion stroke), and exhaust gas empty ratio is in the small-rich (λ <1) than the stoichiometric air-fuel ratio in the vicinity state (λ ≒ 1) or the stoichiometric air-fuel ratio, so it is possible to reduce the NO _X occluded in the NO _X catalyst 45 It has become. (Control for reducing NO _X stored in the NO _X catalyst 45 is conventionally referred to as “DeNO _X control”.)

  The PCM 60 includes a CPU, various programs that are interpreted and executed on the CPU (including basic control programs such as an OS and application programs that are activated on the OS to realize specific functions), programs, and various data. Can be constituted by a computer provided with an internal memory such as a ROM or a RAM for storing.

<Fuel injection control>
Next, the fuel injection control flow according to this embodiment will be described. The fuel injection control flow is started when the vehicle ignition is turned on and the PCM 60 is powered on, and is repeatedly executed at a predetermined cycle.

  First, 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 stage.

  Next, the PCM 60 sets a target acceleration based on the acquired driving state of the vehicle. 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 acceleration characteristic map.

  Next, the PCM 60 determines a target torque of the engine E for realizing the target acceleration. 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 order to output the target torque from the engine E, the PCM 60 calculates a fuel injection amount to be injected from the fuel injection valve 20 based on the target torque and the current engine speed. This fuel injection amount is a fuel injection amount (main injection amount) applied in main injection.

On the other hand, in parallel with the flow from the step of setting the target acceleration to the step of calculating the fuel injection amount, the PCM 60 sets a fuel injection pattern according to the operating state of the engine E. Specifically, PCM60 sets the fuel injection pattern of performing post injection in the case of performing the DeNO _X control.

In this case, the PCM 60 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 will be explained in the next section <DeNO _X Control>.

  The PCM 60 controls the fuel injection valve 20 based on the calculated main injection amount and the set fuel injection pattern (including post injection amount and post injection timing when performing post injection). 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.

<DeNO _X control>
PCM60 of this embodiment, NO if _the NO _X storage amount of _X catalyst 45 is equal to or greater than a predetermined amount, when _the NO _X storage amount typically is near a limit, NO _X occluded in the NO _X catalyst 45 In order to reduce the air-fuel ratio of the exhaust gas to substantially zero, DeNO _X control (hereinafter, referred to as “deNO _X control”) is performed such that the fuel injection valve 20 performs post-injection so that the air-fuel ratio of the exhaust gas is continuously set to the target air-fuel ratio in the vicinity of the stoichiometric air-fuel ratio This is called “active DeNO _x control” as appropriate. In this way, by forcibly reducing the NO _X that has been heavily occluded in the NO _X catalyst 45, so as to reliably secure the NO _X purification performance of the NO _X catalyst 45.

Further, PCM60 of this embodiment, also _the NO _X storage amount of the NO _X catalyst 45 is less than the predetermined amount, when the air-fuel ratio of the exhaust gas during acceleration of the vehicle changes to the rich side, the NO _X catalyst 45 In order to reduce the stored NO _X , DeNO _X control (hereinafter referred to as “passive DeNO _X control” as appropriate) is performed by post-injecting from the fuel injection valve 20 so as to temporarily set the air-fuel ratio of the exhaust gas to the target air-fuel ratio. )). The passive DeNO _X control, the main injection amount as during acceleration is increased by multiplying the situation where the air-fuel ratio of the exhaust gas decreases, the theoretical air-fuel ratio an air-fuel ratio near or stoichiometric air-fuel ratio below the target air-fuel ratio since the post-injection so as to set, than the case of performing the DeNO _X control in situations where the air-fuel ratio of the exhaust gas does not decrease (i.e. when the non-accelerated), the post injection amount for setting the air-fuel ratio to the target air-fuel ratio Less. Furthermore, passive DeNO _X control, since is performed by multiplying the acceleration of the vehicle, it is expected to be performed at a relatively high frequency.

In this embodiment, by applying such a passive DeNO _X control, while suppressing the fuel consumption deterioration due DeNO _X, and is capable of performing DeNO _X frequently. Although passive DeNO _X control is not performed only a relatively short period of time, since performed frequently, it is possible to reduce the _the NO _X storage amount of the NO _X catalyst 45 efficiently. As a result, the NO _x storage amount of the NO _x catalyst 45 is less likely to exceed a predetermined amount, so that the frequency of execution of the active DeNO _x control that requires a larger amount of post-injection than the passive DeNO _x control can be reduced. It becomes possible to effectively improve fuel consumption deterioration due to _X.

Further, when executing the active DeNO _x control, the PCM 60 of the present embodiment sets the air-fuel ratio of the exhaust gas to the target air-fuel ratio by burning the post-injected fuel in the cylinder of the engine E. I have to. 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 active DeNO _x control. The injection timing is, for example, ATDC 45 ° CA. Such post-injection timing by applying the active DeNO _X control, post-injected fuel as unburned fuel is the fact and discharged as a (i.e. HC), oil dilution by fuel that has been post-injection, is suppressed It has become so.

On the other hand, when executing the passive DeNO _x control, the PCM 60 of the present embodiment allows the post-injected fuel to be discharged into the exhaust passage 41 as unburned fuel without burning in the cylinder of the engine E. 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, PCM60 may a predetermined timing in the second half the expansion stroke of the engine E, is set as the post injection timing of the passive DeNO _X control. The injection timing is, for example, ATDC 110 ° CA. In principle, the post-injection timing in the passive DeNO _x control is set to be retarded from the post-injection timing in the active DeNO _x control. Such a post-injection timing by applying the passive DeNO _X control, so that the smoke fuel post injection burns in the cylinder (soot) is prevented from occurring.

<Operating region in which passive DeNO _X control and active DeNO _X control are executed>
Referring now to FIG. 3, a description is given of the operational range of the engine E to perform each of the passive DeNO _X control and active DeNO _X control in the present embodiment. FIG. 3 shows the engine speed on the horizontal axis and the engine load on the vertical axis. In FIG. 3, a curve L1 indicates the maximum torque line of the engine E.

As shown in FIG. 3, the PCM 60 of the present embodiment 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 the engine speed When the engine speed is in the middle rotational speed range that is equal to or higher than the first predetermined rotational speed N1 and lower than the second predetermined rotational speed N2 (> the first predetermined rotational speed N1), that is, the engine load and the engine rotational speed are indicated by reference sign R12. (Hereinafter referred to as “active DeNO _x execution region R12”), the active DeNO _x control is executed. The reason why such an active DeNO _x execution region R12 is adopted is as follows.

As described above, when the active DeNO _x control is performed, the post-injected fuel is used 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 when is burned in the cylinder. 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. Therefore, when the active DeNO _X control, by introducing a suitable amount of EGR gas, so that delays the ignition of fuel post-injection effectively.

The reason for suppressing the generation of HC during active DeNO _x 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 serves as a binder and is combined with soot. This is to prevent the gas passage from being blocked. In addition, when the temperature of the NO _x catalyst 45 is low and HC purification performance (HC purification performance by the DOC 45a in the NO _x catalyst 45) is not ensured, the active HC purification is performed when active DeNO _x control is executed. This is to prevent being discharged without being discharged. (The active DeNO _x execution region R12 may also include a region where the temperature of the NO _x catalyst 45 is relatively low so that such HC purification performance is not ensured.)

The reason for suppressing the generation of smoke during active DeNO _x control is that PM corresponding to the smoke is collected in the DPF 46, but DPF regeneration (DeNO _X control for burning and removing the PM collected in the DPF 46). This is because the post-injection control) is performed at a high frequency in the same manner as described above, and the fuel consumption and the like are prevented from deteriorating.

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 It tends to occur easily. In particular, when the engine load increases, the in-cylinder temperature increases, and the time until the post-injected fuel is ignited cannot be ensured properly, that is, combustion occurs in a state where air and fuel are not properly mixed. May occur, and smoke and HC may be generated. On the other hand, the engine load is quite low area, low temperature of the NO _X catalyst 45 is, NO _X reduction capacity of the NO _X 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 DeNO _X execution region R12 for executing the active DeNO _X control. In other words, in this embodiment, only the active DeNO _X execution region R12, and executes the active DeNO _X control, in the operating region other than the active DeNO _X execution region R12, prohibits the execution of the active DeNO _X Control . In the operating area of it and the engine E to prohibit the execution of the active DeNO _X control in this manner, particularly in active DeNO _X running region the high load side or region of high rotation side than R12 in (region denoted by reference numeral R13) since NO _X purification performance of the SCR catalyst 47 is sufficiently secured, the SCR catalyst 47 becomes possible to purify NO _X, to prevent the discharge of the NO _X from the vehicle without running the DeNO _X control Can do.

Further, in this embodiment, the high load side region further than the region R13 to purify NO _X in the SCR catalyst 47 (a region indicated by symbol R11, is hereinafter referred to as "passive DeNO _X execution region R11".) Then, since the exhaust gas amount becomes large and the SCR catalyst 47 cannot completely purify NO _x , passive DeNO _x control is executed. This passive DeNO _X control, as described above, performs the post-injection at the timing which the fuel that is post-injection is discharged to the exhaust passage 41 as unburned fuel without being combusted in the cylinder. In the passive DeNO _x execution region R11, the temperature of the NO _x catalyst 45 is sufficiently high, and the HC purification performance (HC purification performance by the DOC 45a in the NO _x catalyst 45) is ensured. Unburned fuel can be appropriately purified by the NO _x catalyst 45.

Incidentally, in a passive DeNO _X control, when burning fuel that is post-injection as active DeNO _X control within the cylinder, the smoke is generated. The reason is the same as the reason why the execution of the active DeNO _x control is prohibited when the engine load is high.

Here, a specific example of active DeNO _x control when the operating state of the engine changes as indicated by an arrow A11 in FIG. 3 will be described. First, when the operating state of the engine enters the active DeNO _x execution region R12 (see symbol A12), the PCM 60 executes active DeNO _X control. When the engine operating state deviates from the active DeNO _X execution region R12 (see A13), the PCM 60 temporarily stops the active DeNO _X control. In this case, so that the SCR catalyst 47 to purify the NO _X. When the engine operating state reenters the active DeNO _X execution region R12 (see reference A14), the PCM 60 resumes active DeNO _X control. By doing so, the active DeNO _x control is not terminated until the NO _x occluded in the NO _x catalyst 45 drops to almost zero.

<Relationship between purification performance and temperature range of each catalyst>
As shown in FIG. 4, basically, the NO _x catalyst 45 exhibits NO _x purification performance in a relatively low temperature region (region indicated by reference numeral R24), and the SCR catalyst 47 is in a relatively high temperature region. exhibits NO _X purification performance in a temperature range higher than the temperature range where the NO _X purification performance of the NO _X catalyst 45 is exerted (region indicated by reference numeral R25) to. In the present embodiment, a temperature in the vicinity of the lower boundary value of the temperature range in which the SCR catalyst 47 obtains a NO _x purification rate equal to or higher than a predetermined value is used as a determination temperature (hereinafter referred to as “SCR determination temperature”).

<Post injection amount>
Next, a calculation flow of a post injection amount (hereinafter referred to as “DeNO _X post injection amount”) applied during DeNO _X control in the present embodiment will be described. The DeNO _x post-injection amount calculation flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the above-described fuel injection control flow. That is, while the fuel injection control is being performed, the DeNO _x post injection amount is calculated as needed.

First, the PCM 60 acquires the operating state of the engine E. Specifically, the PCM 60 calculates 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 above-described fuel injection control flow. Obtained main 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, the amount of NH ₃ adsorption that is the amount of NH ₃ (ammonia) adsorbed on the SCR catalyst 47 is acquired. The NH ₃ adsorption amount is calculated based on the SCR catalyst estimated based on the urea injection amount injected from the urea injection valve, the NH ₃ generation amount generated at the time of DeNO _X control, the operating state of the engine and the purification efficiency of the NO _X catalyst. An estimated value of NH ₃ that is sequentially estimated based on the estimated value of the supplied amount of NO _x is used. However, another method, for example, the NH ₃ adsorption amount detection sensor 47n may be provided in the SCR catalyst 47 to acquire the NH ₃ adsorption amount.

Next, the PCM 60 sets a target air-fuel ratio to be applied to reduce NO _X stored in the NO _X catalyst 45 based on the estimated NH ₃ adsorption amount of the SCR catalyst 47. Specifically, the PCM 60 determines the target air-fuel ratio applied when executing the active DeNO _X control and the target air-fuel ratio applied when executing the passive DeNO _X control as NH _{3 of the} SCR catalyst 47. Set based on the amount of adsorption. A method for setting the target air-fuel ratio will be described later with reference to FIG.

Next, the PCM 60 calculates a post injection amount (DeNO _x post injection amount) necessary to realize the set target air-fuel ratio. 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 performs the post injection amount for realizing the target air-fuel ratio when performing the set active DeNO _X control, and the post-injection amount for realizing the target air-fuel ratio when performing the set passive DeNO _X control. And are calculated respectively.

<Target air / fuel ratio setting>
FIG. 5 is an explanatory diagram of a target air-fuel ratio setting method according to this embodiment. FIG. 5 shows the NH ₃ adsorption amount of the SCR catalyst 47 on the horizontal axis and the target air-fuel ratio on the vertical axis.

In FIG. 5, “λ1” indicates the stoichiometric air-fuel ratio, and the air-fuel ratio region R21 on the richer side than the stoichiometric air-fuel ratio λ1 is an air-fuel ratio range in which the NO _x stored in the NO _x catalyst 45 can be reduced. An air-fuel ratio region R22 leaner than the theoretical air-fuel ratio λ1 indicates an air-fuel ratio range in which NO _X stored in the NO _X catalyst 45 cannot be reduced. Further, in the region R23 of the air-fuel ratio richer than the limit air-fuel ratio λ2, there is a problem that the reliability of the EGR device 43 is lowered due to the unburned fuel being supplied to the EGR device 43.

Graph G11 shows the target air-fuel ratio that should be set according to the NH ₃ adsorption amount of the SCR catalyst 47 when the passive DeNO _X control is executed, and graph G12 shows the SCR catalyst when the active DeNO _X control is executed. The target air-fuel ratio to be set according to the NH ₃ adsorption amount of 47 is shown.

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 NO _x catalyst 45, that is, the total amount of “H” component is increased, and the amount of NH ₃ from the NO _x catalyst 45 is increased. The amount of generation increases.

In the graphs G11 and G12, when the NH ₃ adsorption amount of the SCR catalyst 47 is relatively small, the target air-fuel ratio increases the total amount of “H” components in the exhaust gas and generates NH ₃ from the NO _x catalyst 45. The value is set in the vicinity of the limit air-fuel ratio λ2 so that the amount increases.

On the other hand, in the graphs G11 and G12, when the NH ₃ adsorption amount of the SCR catalyst 47 is relatively large, the target air-fuel ratio is relatively close to the theoretical air-fuel ratio according to the NH ₃ adsorption amount of the SCR catalyst 47. Is set to a value. Thereby, it can be suppressed that NH ₃ generated from the NO _x catalyst 45 by the DeNO _x control is not completely adsorbed by the SCR catalyst 47 and is released.

<Specific example of active DeNO _X control execution flag setting>
Next, a specific example of setting the active DeNO _x control execution flag will be described. The active DeNO _x 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 described above.

First, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 acquires at least the temperature of the NO _x catalyst 45, the temperature of the SCR catalyst 47, and the NO _x storage amount of the NO _x catalyst 45. In this case, the temperature of the NO _X catalyst is estimated based on the temperature detected by the temperature sensor 112 provided immediately upstream side of the NO _X catalyst 45. The temperature of the SCR catalyst 47 is estimated based on the temperature detected by the temperature sensor 117 provided immediately upstream of the SCR catalyst 47. Further, the NO _X storage amount is estimated by estimating the NO _X 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 NO _X amount. Presumed.

  Next, the PCM 60 determines whether or not the acquired SCR temperature is lower than an SCR determination temperature (for example, 300 ° C.). If the determination result is NO, whether or not the exhaust gas flow rate is lower than a predetermined value. Determine whether.

When the SCR temperature is lower than the SCR determination temperature, or when the SCR temperature is equal to or higher than the SCR determination temperature and the exhaust gas flow rate is equal to or higher than a predetermined value, it is determined whether or not a predetermined time has elapsed after the engine E is started. If this determination is YES, PCM60, in order to allow execution of the active DeNO _X control, to set the active DeNO _X control execution flag to "1". Further, when the predetermined time has not elapsed after the engine E is started, it is determined whether or not the NO _x storage amount is equal to or greater than a first threshold (for example, 4 g). , in order to allow execution of the active DeNO _X control, to set the active DeNO _X control execution flag to "1". Then, the process ends.

When the SCR temperature is equal to or higher than the SCR determination temperature and the exhaust gas flow rate is lower than the predetermined value (in this case, DeNO _X control is performed only by the SCR catalyst 47), and the SCR temperature is lower than the SCR determination temperature. when _the NO _X storage amount if no predetermined time elapses after the start of the engine E is less than the first threshold value (in this case, it can be determined that DeNO _X of the NO _X catalyst 45 is still needed), is PCM60, in order to prohibit the execution of the active DeNO _X control, to set the active DeNO _X control execution flag to "0". Then, the process ends.

<Specific example of passive DeNO _x control execution flag setting>
Next, a specific example of setting the passive DeNO _x control execution flag will be described. The passive DeNO _X control execution flag setting flow is also repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the above-described fuel injection control flow, active DeNO _X control execution flag setting flow, and the like.

First, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 uses at least the temperature of the NO _X catalyst 45, the temperature of the SCR catalyst 47, the target torque determined by the fuel injection control flow, and the DeNO _X post injection amount calculation flow. calculated DeNO _X for the post-injection amount (specifically DeNO _X for the post-injection amount calculated as being applied during passive DeNO _X control), obtains the _the NO _X storage amount of the NO _X catalyst 45. The method of obtaining the temperature of the NO _x catalyst 45, the temperature of the SCR catalyst 47, and the NO _x storage amount is as described above for the active DeNO _x control.

  Next, the PCM 60 determines whether or not the acquired SCR temperature is lower than an SCR determination temperature (for example, 300 ° C.). If the determination result is NO, whether or not the exhaust gas flow rate is lower than a predetermined value. Determine whether.

If the SCR temperature is lower than the SCR determination temperature, or if the SCR temperature is equal to or higher than the SCR determination temperature and the exhaust gas flow rate is equal to or higher than a predetermined value, whether or not the NO _x storage amount is equal to or higher than a second threshold (for example, 2 g) determine, if the second threshold value (e.g., g) or more, PCM60, in order to allow execution of the active DeNO _X control, to set the active DeNO _X control execution flag to "1". Then, the process ends.

When the SCR temperature is equal to or higher than the SCR determination temperature and the exhaust gas flow rate is lower than the predetermined value (in this case, DeNO _X control is performed only by the SCR catalyst 47), and the SCR temperature is lower than the SCR determination temperature. when _the NO _X storage amount is smaller than the second threshold value (in this case, DeNO _X of the NO _X catalyst 45 can be determined to be still required), PCM60, in order to prohibit the execution of the active DeNO _X control, active DeNO Set the _X control execution flag to “0”. Then, the process ends.

<Active DeNO _x control according to this embodiment>
Next, with reference to FIG. 6 (a), based on the active DeNO _X control execution flag is set as described above is executed, it will be described active DeNO _X control according to the present embodiment. FIG. 6A is a flowchart (active DeNO _X control flow) showing active DeNO _X control according to the present embodiment. The active DeNO _X control flow is repeatedly executed by the PCM 60 at a predetermined period, and is executed in parallel with the above-described fuel injection control flow, the above-described active DeNO _X control execution flag setting flow, and the like.

First, in step S401, the PCM 60 acquires various information on the vehicle. Specifically, PCM60 is at least, and the engine load, engine speed and, NO and temperature _X catalyst 45, DeNO _X for the post-injection amount calculated in DeNO _X for the post-injection amount calculation flow described above (specifically obtaining active DeNO _X control during DeNO _X for the post-injection amount calculated as being applied to), and the value of the active DeNO _X control execution flag set in the active DeNO _X control execution flag setting flow, the.

Next, in step S402, the PCM 60 determines whether or not the active DeNO _X control execution flag acquired in step S401 is “1”. That is, the PCM 60 determines whether or not the active DeNO _x control is to be executed. The result of this determination, if the active DeNO _X control execution flag is "1" (step S402: Yes), the process proceeds to step S403. On the other hand, when the active DeNO _x control execution flag is “0” (step S402: No), the process proceeds to FIG.

In step S403, the PCM 60 determines whether or not the engine operating state (engine load and engine speed) is included in the active DeNO _X execution region R12 (see FIG. 3). As a result of the determination in step S403, when the operating state of the engine is included in the active DeNO _x 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 DeNO _x 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 DeNO _x control.

In the present embodiment, when executing the active DeNO _X control, by burning the fuel that is post-injected in the cylinder, so as to set the air-fuel ratio of the exhaust gas to a target air-fuel ratio. 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. Thus, in this embodiment, to set the post-injection timing appropriately advance side, specifically adopted appropriate timing in the expansion stroke early as post-injection timing in the active DeNO _X control, also active DeNO _X Control By introducing an appropriate amount of EGR gas from time to time, the ignition of post-injected fuel is delayed to suppress the occurrence of smoke and the like.

Again, referring back to FIG. In step S404, the PCM 60 does not include the post injection without performing the active DeNO _x 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. Normal 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 the above-described fuel injection control flow. Then, the process returns to step S403, and the above-described determination in step S403 is performed again. That is, when the active DeNO _X control execution flag is “1”, the PCM 60 performs normal fuel injection control while the engine operating state is not included in the active DeNO _X execution region R12. When the operating state is included in the active DeNO _x execution region R12, the normal fuel injection control is switched to the fuel injection control in the active DeNO _x control. For example, when the engine operating state deviates from the active DeNO _X execution region R12 during fuel injection control in active DeNO _X control, the PCM 60 interrupts the fuel injection control and performs normal fuel injection control. When the operating state enters the active DeNO _x execution region R12, the fuel injection control in the active DeNO _x control is resumed.

Then, in step S406, PCM60 may, DeNO _X for the post-injection amount obtained in step S401, it is determined whether it is less than a predetermined post injection amount determination value.

It determined in step S406, if the post injection amount for DeNO _X is less than the post-injection amount determination value (step S406: Yes), the process proceeds to step S407. In step S407, PCM60 may the DeNO _X for the post-injection amount obtained in step S401 and controls the fuel injection valve 20 so that post-injection. Actually, the PCM 60 executes the process of step S407 in the above-described fuel injection control flow. Then, the process proceeds to step S410.

On the other hand, if the post injection amount for DeNO _X is the post injection amount determination value or more (step S406: No), the process proceeds to step S408. In step S408, the PCM 60 sets the air-fuel ratio of the exhaust gas to the target air-fuel ratio by the post-injection amount that does not exceed the post-injection amount determination value (specifically, the post-injection amount determination value itself is applied as the DeNO _x post-injection amount). Therefore, control is performed to reduce the oxygen concentration of the air introduced into the engine E. In this case, the PCM 60 controls the drive of the intake shutter valve 7 in the valve closing direction (described in FIG. 6), the control of increasing the EGR gas amount, and the supercharging pressure by the turbocharger 5. At least one of the control is executed to reduce the oxygen concentration of the air introduced into the engine E, that is, reduce the filling amount. 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 based on the DeNO _x post-injection amount to which the post-injection amount determination value is applied, and realizes this supercharging pressure. Based on the actual supercharging pressure (pressure detected by the pressure sensor 108) and the EGR gas amount, the intake shutter valve 7 is controlled to a desired opening on the closing side. 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, when DeNO _X, in such as during the DPF regeneration and during idle operation, basically, the intake shutter valve 7 is set to a predetermined base opening degree. 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 post injection amount determination value to the DeNO _X post injection amount, that is, sets the DeNO _X post injection amount to the post injection amount determination value, and uses this DeNO _X post injection amount. The fuel injection valve 20 is controlled to perform post injection. Actually, the PCM 60 executes the process of step S409 in the above-described fuel injection control flow. Then, the process proceeds to step S410.

Also when performing active DeNO _x control, the NO _x catalyst 45 generates NH ₃ when reducing the stored NO _x and releases the generated NH ₃ as described above.

In step S410, the PCM 60 determines whether or not the NO _x storage amount of the NO _x catalyst 45 has become substantially zero. When the NO _X storage amount of the NO _X catalyst 45 becomes almost zero (step S410: Yes), the process ends. In this case, the PCM 60 ends the active DeNO _x control.

On the other hand, when the NO _X storage amount of the NO _X catalyst 45 is not substantially zero (step S410: No), the process returns to step S403. In this case, PCM60 continues active DeNO _X control. That is, the PCM 60 continues the active DeNO _x control until the NO _x storage amount of the NO _x catalyst 45 becomes substantially zero. In particular, PCM60 is active DeNO (specifically condition of step S403) active DeNO _X control execution condition to the _X control during longer satisfied, even discontinued active DeNO _X control, subsequent to the active DeNO _X Control When the execution condition is satisfied, the active DeNO _x control is promptly resumed so that the NO _x occlusion amount of the NO _x catalyst 45 becomes substantially zero.

<Passive DeNO _X control according to the present embodiment>
Next, with reference to FIG. 6 (b), based on the set passive DeNO _X control execution flag as described above is executed, it will be described passive DeNO _X control according to the present embodiment. FIG. 6B is a flowchart (passive DeNO _X control flow) showing the passive DeNO _X control according to the present embodiment. This passive DeNO _X control flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the above-described fuel injection control flow and the above-described passive DeNO _X control execution flag setting flow.

First, in step S501, the PCM 60 acquires various information on the vehicle. Specifically, PCM60 is at least, for DeNO _X calculated as being applied during passive DeNO _X control is DeNO _X for the post-injection amount (specifically calculated in DeNO _X for the post-injection amount calculation flow described above and post injection amount), it acquires the value of the passive DeNO _X control execution flag is set in the aforementioned passive DeNO _X control execution flag setting flow.

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

In step S503, the PCM 60 controls the fuel injection valve 20 so as to post-inject the post injection amount for DeNO _X acquired in step S501. That is, passive DeNO _x control is executed. Actually, the PCM 60 executes the process of step S503 in the above-described fuel injection control flow. Then, the process proceeds to step S504.

When performing passive DeNO _X control, NO _X catalyst 45, as described above, the NH ₃ occurs when reducing the occluded NO _X, releasing NH ₃ generated.

In step S504, the PCM 60 determines whether or not the passive DeNO _X control execution flag has become “0”. As a result, when the passive DeNO _x control execution flag becomes “0” (step S504: Yes), the process ends. In this case, PCM60 ends the passive DeNO _X control. On the other hand, when the passive DeNO _X control execution flag is not “0” (step S504: No), that is, when the passive DeNO _X control execution flag is maintained at “1”, the process proceeds to step S503. Return. In this case, PCM60 continues the passive DeNO _X control. That, PCM60 until passive DeNO _X control execution flag is switched from "1" to "0", to continue the passive DeNO _X control.

<Urea injector injection control>
Next, the injection control of the urea injector 51 according to this embodiment will be described. The injection control is performed when NO _X purification (reduction) by the SCR catalyst 47 is performed.

Specifically, in the engine system 200 according to the present embodiment, (1) the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f is less than a predetermined threshold value, and is detected by the SCR catalyst temperature detection sensor 47t. When the temperature of the SCR catalyst 47 is equal to or higher than a predetermined threshold value (for example, 300 ° C.), NO _x purification is performed only by the SCR catalyst 47, and (2) by the exhaust gas flow rate detection sensor 45f. when the flow rate of the exhaust gas detected is above a predetermined threshold value, and the purification of the NO _X by the NO _X purification and the SCR catalyst 47 with the NO _X catalyst 45 is adapted to be used together.

When NO _x purification is performed only by the SCR catalyst 47, for example, the NH ₃ adsorption amount of the SCR catalyst 47 at the time point is compared with the target NH ₃ adsorption amount, and according to the difference between the two. Then, the injection control of the urea injector 51 is performed.

In the case where the purification of the NO _X by the NO _X purification and SCR catalyst 47 due to the NO _X catalyst 45 is used in combination, based on the flow shown in FIG. 7, NH ₃ supply amount from the NO _X catalyst 45 to the SCR catalyst 47 Is estimated, and the amount of urea supplied from the urea injector 51 is corrected for reduction based on the result. That is, reflecting the characteristics shown in FIGS. 8 to 12 described in detail later, the temperature of the NO _x catalyst 45, the flow rate of the exhaust gas, the air-fuel ratio (for example, A / F) of the exhaust gas, and the thermal degradation of the NO _x catalyst. The amount of NH ₃ supplied from the NO _X catalyst 45 to the SCR catalyst 47, and hence a preferable reduction amount of urea supply, is calculated using the degree and the like as input values.

Here, as shown in FIG. 7, DCU 70 includes a first reduction amount determination unit 71 that determines a reduction amount corresponding to purify process of the NO _X that was stored in the NO _X catalyst, corresponding to the cleaning process RawNO _X It is preferable to include a second reduction amount determination unit 72 that determines the amount of reduction to be performed. In this case, it is possible to consider a reduction amount corresponding to purify process of the NO _X that was stored in the NO _X catalyst 45, and reduce the amount that corresponds to the purification process RawNO _X, independently of each other.

  The DCU 70 of the present embodiment reduces the amount of urea supplied to the SCR catalyst 47 based on the sum of the reduction amount determined by the first reduction amount determination unit 71 and the reduction amount determined by the second reduction amount determination unit 72. It is to be corrected.

For example, in the case where a combination of the SCR catalyst and the NO _X catalyst, combined with DeNO _X control of the NO _X catalyst, sequentially, the injection amount of urea injection valve is corrected. NO _X purifying hand, when using the NO _X catalyst only, when the urea injection becomes the NO _X purification area in the SCR catalyst is started, the injection amount of urea injection valve is corrected. For example, the NH ₃ introduced by DeNO _X control, if the target adsorbed NH ₃ amount or more of NH ₃ in the SCR is adsorbed, until the target NH ₃ below, corrected to limit the urea injection. In addition, even when the adsorption amount is less than the target NH ₃ adsorption amount, the urea injection amount is corrected so as to reduce the NH ₃ amount introduced by the DeNO _X control.

<(1) control in consideration of the temperature of the NO _X catalyst>
Now, DCU 70 of this embodiment, when the NO _X when the air-fuel ratio of the exhaust gas flowing into the NO _X catalyst 45 is the NO _X catalyst 45 a rich state had been occluded is reduced to N ₂ The urea supply amount to the SCR catalyst 47 by the urea injector 51 is reduced and corrected. Specifically, the reduction amount of the urea supply amount by the DCU 70 is set to be smaller as the temperature of the NO _x catalyst 45 detected by the NO _x catalyst temperature detection sensor 45t is higher.

In this embodiment, the amount of urea supplied by the DCU 70 is reduced by the NO _x detected by the NO _x catalyst temperature detection sensor 45t as the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f increases. It is set so that the change is smaller with respect to the temperature change of the catalyst 45.

In the present embodiment, DCU 70 includes a first reduction amount determination unit 71 that determines a reduction amount corresponding to purify process of the NO _X that was stored in the NO _X catalyst 45, corresponding to the cleaning process RawNO _X A second reduction amount determination unit 72 that determines a reduction amount.

The reduction of the supply amount of urea according to the first reduction amount determination unit 71, than reduction of the supply amount of urea according to the second reduction amount determination unit 72, NO _X that is detected by the NO _X catalyst temperature sensor 45t It is set so as to change more greatly with respect to changes in the temperature of the catalyst 45.

Both the reduction amount of the urea supply amount by the first reduction amount determination unit 71 and the reduction amount of the urea supply amount by the second reduction amount determination unit 72 are both exhaust gas detected by the exhaust gas flow rate detection sensor 45f. The larger the flow rate is, the smaller the change is set with respect to the change in the temperature of the NO _x catalyst 45 detected by the NO _x catalyst temperature detection sensor 45t.

In addition, the reduction amount of the urea supply amount by the first reduction amount determination unit 71 is greater than the reduction amount of the urea supply amount by the second reduction amount determination unit 72, and the amount of exhaust gas detected by the exhaust gas flow rate detection sensor 45 f. It is set to change more greatly with changes in flow rate. In the present embodiment, the reduction amount of the urea supply amount by the second reduction amount determination unit 72 is set to be substantially constant regardless of the change in the temperature of the NO _x catalyst 45 detected by the NO _x catalyst temperature detection sensor 45t. ing.

  Then, based on the sum of the reduction amount of the urea supply amount by the first reduction amount determination unit 71 and the reduction amount of the urea supply amount by the second reduction amount determination unit 72, the DCU 70 is configured to supply urea to the SCR catalyst 47. The supply amount is reduced and corrected.

  The manner of determining the reduction amount of the urea supply amount by the DCU 70 as described above is based on the experimental data shown in FIGS. 8 (a) and 8 (b).

8 (a) is, in the case of lambda = 0.94, is the amount of data of NH ₃ (ammonia) that occurs in the purification process of the NO _X that was stored in the NO _X catalyst 45, of the NO _X catalyst 45 It is recognized that the higher the temperature, the more the NH ₃ generation amount decreases. Regarding this cause, the inventor of the present invention consumes NH ₃ reaction (for example, BaNO ₃ + CO + H ₂ → NH ₃ , NO + CO + H ₂ → NH ₃ ) (conceptual formula) and NH ₃ in the NO _x catalyst 45. Reaction (BaNO ₃ + NH ₃ → N ₂ , NO + NH ₃ → N ₂ ) (conceptual formula) occurs, but when the temperature of the NO _x catalyst 45 is high, the former reaction is the latter reaction. I think that it is because it increases more.

Further, as the flow rate of the exhaust gas increases from 20 g / s to 50 g / s, there is a tendency that the degree of decrease in the amount of NH ₃ generated due to the temperature increase of the NO _x catalyst 45 is alleviated (the inclination becomes smaller).

The first reduction amount determination unit 71 reflects the characteristics as shown in FIG. 8A, and detects the temperature of the NO _x catalyst 45 and the exhaust gas flow rate detected by the NO _x catalyst temperature detection sensor 45t (with the air-fuel ratio). A correspondence table (or function) in which the flow rate of the exhaust gas detected by the sensor 45f is an input value and the reduction amount of urea supply amount is an output value is prepared in advance. It matches the contents described in paragraphs 0134 to 0137.

FIG. 8B shows data on the amount of NH ₃ (ammonia) generated in the purification process of RawNO _x discharged from the engine when λ = 0.94, and the temperature of the NO _x catalyst 45 is high. However, the amount of NH ₃ generated has decreased only slightly (it is difficult to see from the graph). This causes, the inventors have, for RawNO _X are those flows as an exhaust gas, immediately after the reaction to generate NO _X (NH ₃ that was stored has occurred in the NO _X catalyst 45, the NH ₃ It is considered that the reaction that consumes NH ₃ does not easily occur even when the temperature of the NO _x catalyst 45 is high.

Further, even when the flow rate of the exhaust gas is increased from 20 g / s to 50 g / s, the NH ₃ generation amount hardly changes (it is difficult to visually recognize from the graph).

The second reduction amount determination unit 72 reflects the characteristics as shown in FIG. 8B, and detects the temperature of the NO _x catalyst 45 and the exhaust gas flow rate detected by the NO _x catalyst temperature detection sensor 45t (with the air-fuel ratio). While the exhaust gas flow rate detected by the sensor 45f is used as an input value, a correspondence table (or function) in which the reduction amount of the urea supply amount is a substantially constant output value is prepared in advance. It matches the contents described in paragraphs 0134 to 0137.

<(2) Control mainly considering exhaust gas flow rate>
In this embodiment DCU70 was the <(1) NO control in consideration of the temperature of the _X catalyst> Alternatively respect, of urea to the SCR catalyst 47 due to urea injector 51 mainly considering the exhaust gas flow rate The supply amount can be reduced and corrected. Specifically, the reduction amount of the urea supply amount by the DCU 70 is set so as to increase as the flow rate of the exhaust gas detected by the exhaust gas flow rate detection sensor 45f increases.

  Further, in the range where the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f is equal to or higher than a predetermined first threshold value (for example, 25 g / s), the urea supply by the DCU 70 is compared with the range below the first threshold value. The amount of reduction is set so that the change is smaller than the change in the flow rate of the exhaust gas detected by the exhaust gas flow rate detection sensor 45f.

Further, as described above, the DCU 70 of the present embodiment includes the first reduction amount determination unit 71 that determines the reduction amount corresponding to the NO _X purification process stored in the NO _X catalyst 45, and the Raw NO _X purification process. And a second reduction amount determination unit 72 that determines a reduction amount corresponding to.

  Then, in the range where the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f is less than a predetermined second threshold (for example, 25 g / s), the reduction amount of the urea supply amount by the second reduction amount determination unit 72 is: The change is set to be larger than the change in the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f than the reduction amount of the urea supply amount by the first reduction amount determination unit 71.

  On the contrary, when the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f is in the range of the second threshold value or more, the reduction amount of the urea supply amount by the second reduction amount determination unit 72 is the first reduction amount determination unit. The change is set to be smaller than the change in the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f than the reduction amount of the urea supply amount by 71.

  In the present embodiment, when the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f is in the range of the second threshold value or more, the reduction amount of the urea supply amount by the second reduction amount determination unit 72 is the exhaust gas flow rate detection. Regardless of the change in the flow rate of the exhaust gas detected by the sensor 45f, it is set substantially constant.

In the present embodiment, the reduction amount of the urea supply amount by the second reduction amount determination unit 72 is NO _{X in} a range where the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f is less than the second threshold value. The higher the temperature of the NO _x catalyst 45 detected by the catalyst temperature detection sensor 45t, the larger the change is set with respect to the change in the exhaust gas flow rate detected by the exhaust gas flow rate detection unit 45f. Yes.

  Then, based on the sum of the reduction amount of the urea supply amount by the first reduction amount determination unit 71 and the reduction amount of the urea supply amount by the second reduction amount determination unit 72, the DCU 70 is configured to supply urea to the SCR catalyst 47. The supply amount is reduced and corrected.

  The manner of determining the reduction amount of the urea supply amount by the DCU 70 as described above is based on the experimental data shown in FIGS. 9A and 9B.

FIG. 9A shows the purification process of NO _x stored in the NO _x catalyst 45 with respect to the exhaust gas flow rate when λ = 0.96 and the temperature of the NO _x catalyst 45 is 300 to 350 ° C. This is data on the amount of NH ₃ (ammonia) generated in NO., And it is recognized that the amount of NH ₃ generated increases as the flow rate of the exhaust gas increases. With regard to this cause, the present inventor increases the supply amount of a component that acts as a reducing agent (“H” in “HC” or “H” in “H ₂ O”) when the flow rate of exhaust gas is large. I think that is because.

Further, it is recognized that the higher the temperature of the NO _x catalyst 45, the more the NH ₃ generation amount decreases. This causes, the inventors have, as described in <(1) NO _X control in consideration of the temperature of the catalyst> In the NO _X catalyst 45, the reaction is NH ₃ occurs _{(BaNO 3 + CO + H 2} → NH 3, NO + CO + H ₂ → NH ₃ ) and NH ₃ consuming reaction (BaNO ₃ + NH ₃ → N ₂ , NO + NH ₃ → N ₂ ) occur, but if the temperature of the NO _x catalyst 45 is high, the former We believe that this is because the reaction increases more than the latter reaction.

Further, as the exhaust gas flow rate increases from 25 g / s to 50 g / s, a tendency is observed that the degree of increase in the amount of NH ₃ generated due to the increase in the exhaust gas flow rate is relaxed (the inclination becomes smaller). In particular, in the range where the flow rate of the exhaust gas is equal to or higher than a predetermined first threshold value (for example, 25 g / s), the NH ₃ generation amount is increased with respect to the increase in the flow rate of the exhaust gas as compared with the range less than the first threshold value. The degree of increase is small. This causes, present inventors believe that the flow rate of the exhaust gas is smaller than the first threshold value diffusion of the exhaust gas in order to influence the direction of suppressing the NH ₃ generating reaction, and.

The first reduction amount determination unit 71 reflects the characteristics as shown in FIG. 9A, and detects the temperature of the NO _x catalyst 45 and the exhaust gas flow rate detected by the NO _x catalyst temperature detection sensor 45t (with the air-fuel ratio). A correspondence table (or function) in which the flow rate of the exhaust gas detected by the sensor 45f is an input value and the reduction amount of urea supply amount is an output value is prepared in advance. It matches the contents described in paragraphs 0148 to 0154.

FIG. 9B shows the NH generated in the purification process of RawNO _x exhausted from the engine with respect to the exhaust gas flow rate when λ = 0.96 and the temperature of the NO _x catalyst 45 is 300 to 350 ° C. ₃ Data on the amount of (ammonia). In the range where the exhaust gas flow rate is less than a predetermined second threshold (for example, 25 g / s), the change in the amount of NH ₃ generated in the RawNO _x purification process relative to the exhaust gas flow rate change is the storage NO with respect to the exhaust gas flow rate change. It is recognized that the degree is larger than the change in the amount of NH ₃ generated in the purification process of _X (see FIG. 9A). Further, in this range, it is recognized that the higher the temperature of the NO _x catalyst 45, the larger the gradient of the change in the NH ₃ generation amount in the raw NO _x purification process with respect to the change in the exhaust gas flow rate.

Conversely, in the range the flow rate of the exhaust gas is more than the second threshold, NH ₃ generated amount of change in purification process RawNO _X to the flow rate change of the exhaust gas purifying process of absorbing NO _X to the flow rate change in the exhaust gas It can be seen that the degree is smaller and substantially constant than the change in the amount of NH ₃ generated in (see FIG. 9A).

The second reduction amount determination unit 72 reflects the characteristics as shown in FIG. 9B, and detects the temperature of the NO _x catalyst 45 and the exhaust gas flow rate detected by the NO _x catalyst temperature detection sensor 45t (with the air-fuel ratio). A correspondence table (or function) in which the flow rate of the exhaust gas detected by the sensor 45f is an input value and the reduction amount of urea supply amount is an output value is prepared in advance. It matches the contents described in paragraphs 0148 to 0154.

<(3) Control in consideration of amount of reducing agent>
PCU60 of this embodiment, and the <(1) NO controlled considering the temperature of the _X catalyst> or (in combination) in addition to <(2) The exhaust gas flow mainly considering control>, or of the control Alternatively, the amount of urea supplied to the SCR catalyst 47 by the urea injector 51 can be reduced and corrected in consideration of the amount of reducing agent (HC, CO). Specifically, the amount of reducing agent is determined by the target air-fuel ratio set by the PCM 60. The reduction amount of the urea supply amount by the DCU 70 is set to be a large amount because it is determined that the amount of the reducing agent is larger as the target air-fuel ratio set by the PCU 60 is smaller. (In this embodiment, the PCU 60 functions as a reducing agent amount grasping unit.)

In addition, as described above, the PCU 60 of the present embodiment includes the first reduction amount determination unit 71 that determines the reduction amount corresponding to the NO _X purification process stored in the NO _X catalyst 45, and the Raw NO _X purification process. And a second reduction amount determination unit 72 that determines a reduction amount corresponding to.

  The reduction amount of the urea supply amount by the first reduction amount determination unit 71 is a reduction estimated by the PCU 60 (reducing agent amount grasping unit) rather than the reduction amount of the urea supply amount by the second reduction amount determination unit 72. The change is set to be larger with respect to the change in the amount of the agent.

  The reduction amount of the urea supply amount by the first reduction amount determination unit 71 is set so as to increase as the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f increases.

  Further, in the range where the estimated amount of reducing agent is equal to or larger than a predetermined threshold (for example, a threshold corresponding to an air-fuel ratio of 0.97), the supply of urea by the second reduction amount determination unit is compared with a range less than the threshold. The amount of reduction is set such that the change is smaller than the estimated change in the amount of reducing agent.

  In the present embodiment, in the range where the estimated amount of reducing agent is equal to or greater than a predetermined threshold (for example, a threshold corresponding to an air-fuel ratio of 0.97), the reduction amount of the urea supply amount by the second reduction amount determination unit 72 is: Regardless of the change in the amount of reducing agent estimated by the PCU 60 (reducing agent amount grasping unit), it is set substantially constant.

  In the present embodiment, the reduction amount of the urea supply amount by the first reduction amount determination unit 71 is substantially constant with respect to the change in the amount of reducing agent estimated by the PCU 60 (reducing agent amount grasping unit). Is set to change.

  Further, in the present embodiment, the reduction amount of the urea supply amount by the second reduction amount determination unit 72 is detected by the exhaust gas flow rate detection sensor 45f in the range less than the threshold value compared to the range equal to or greater than the threshold value. The change is set to be larger with respect to the change in the flow rate of the exhaust gas.

  Then, the PCU 60 determines the amount of urea supplied to the SCR catalyst 47 based on the sum of the reduction amount of the urea supply amount by the first reduction amount determination unit 71 and the reduction amount of the urea supply amount by the second reduction amount determination unit 72. The supply amount is reduced and corrected.

  The manner of determining the reduction amount of the urea supply amount by the DCU 70 as described above is based on the experimental data shown in FIGS. 10 (a) and 10 (b).

FIG. 10A shows the NO _x stored in the NO _x catalyst 45 with respect to the target air-fuel ratio when the temperature of the NO _x catalyst 45 is 250 ° C. and the exhaust gas flow rate is 30 g / s to 50 g / s. _This is data on the amount of NH ₃ (ammonia) generated in the purification process of _X , and the target air-fuel ratio is approximately proportional to the amount of the corresponding reducing agent (approximately proportional to the decrease in the target air-fuel ratio), and NH _{3 is} generated. There is a tendency for the amount to increase. Further, it can be seen that as the flow rate of the exhaust gas increases, the NH ₃ generation amount tends to increase. (The cause of the latter is as described in <(2) Control mainly considering exhaust gas flow rate>.)

The first reduction amount determination unit 71, to reflect the characteristics shown in FIG. 10 (a), (a NO _X catalyst temperature temperature of the NO _X catalyst 45 detected by the detection sensor 45t) target air-fuel ratio and the exhaust gas flow rate A correspondence table (or function) is prepared in advance with the flow rate of the exhaust gas detected by the detection sensor 45f as an input value and the reduction amount of the urea supply amount as an output value. It matches the contents described in paragraphs 0166 to 0172.

FIG. 10B shows the purification process of RawNO _x exhausted from the engine with respect to the target air-fuel ratio when the temperature of the NO _x catalyst 45 is 250 ° C. and the exhaust gas flow rate is 30 g / s to 50 g / s. is the amount of data of the NH ₃ generated (ammonia) in. NH ₃ generation amount of change in purification process RawNO _X to changes in the amount of the reducing agent (change of the target air-fuel ratio), the change in NH ₃ emission under purification process occluded NO _X with respect to the change in the amount of the reducing agent (See FIG. 10 (a)), it is recognized that the degree is small.

Further, in the range where the estimated amount of the reducing agent is equal to or greater than a predetermined threshold (for example, the threshold corresponding to the air-fuel ratio 0.97), the NH ₃ generation amount is reduced as compared with the range less than the threshold. It is recognized that the change is smaller and substantially constant with respect to the change in the amount of the agent.

Further, in the range where the estimated amount of the reducing agent is less than the threshold value, the NH ₃ generation amount is a change in the flow rate of the exhaust gas detected by the exhaust gas flow rate detection sensor 45f as compared with the range above the threshold value. It can be seen that the change is larger.

The second reduction amount determining unit 72 reflects the characteristics shown in FIG. 10B, and the target air-fuel ratio and the exhaust gas flow rate (with the temperature of the NO _X catalyst 45 detected by the NO _X catalyst temperature detection sensor 45t). A correspondence table (or function) is prepared in advance with the flow rate of the exhaust gas detected by the detection sensor 45f as an input value and the reduction amount of the urea supply amount as an output value. It matches the contents described in paragraphs 0166 to 0172.

<(4) control in consideration of the thermal deterioration of the NO _X catalyst>
DCU70 of this embodiment, the above-mentioned <(1) control in consideration of the temperature of the NO _X catalyst>, considering the amount of <(2) primary consideration was controlled exhaust gas flow rate> or <(3) a reducing agent in addition to any of the control> (combined), or alternatively, or <(1) control considering temperature of the NO _X catalyst> or <(2) exhaust gas flow rate for any of the control group the addition to the primary consideration was controlled> and <(3) control a combination of the control> considering the amount of the reducing agent (in combination), by urea injector 51 in consideration of the thermal deterioration of the NO _X catalyst 45 The amount of urea supplied to the SCR catalyst 47 can be corrected for reduction. Specifically, the reduction amount of the urea supply amount by the DCU 70 is set so as to increase as the degree of thermal deterioration of the NO _x catalyst 45 estimated by the PCU 60 increases. (In this embodiment, the PCU 60 functions as a NO _x catalyst thermal deterioration grasping unit.)

The degree of thermal deterioration of the NO _x catalyst 45 can be estimated based on, for example, a travel distance that is one of various types of information in the vehicle. In this case, information on the travel distance and / or information on the degree of thermal degradation that can be derived as a function thereof (for example, ranked information) can be stored in the internal memory of the PCU 60.

Alternatively, the degree of thermal deterioration of the NO _X catalyst 45 may be estimated based on the elapsed time after the production of the NO _X catalyst 45. For example, information regarding the production time of the NO _x catalyst 45 is stored in the internal memory of the PCM 60 or DCU 70 as one of various types of information in the vehicle, and the PCM 60 or DCU 70 calculates the elapsed time up to the current time at an appropriate timing. By doing so, information on the degree of thermal degradation of the NO _x catalyst 45 may be obtained.

As described above, the PCU 60 of the present embodiment corresponds to the first reduction amount determination unit 71 that determines the reduction amount corresponding to the NO _x purification process occluded in the NO _x catalyst 45 and the raw NO _x purification process. And a second reduction amount determining unit 72 that determines the amount of reduction to be performed.

Then, the reduction amount of the urea supply amount by the first reduction amount determination unit 71 is estimated by the PCU 60 (NO _X catalyst thermal deterioration grasping unit) rather than the reduction amount of the urea supply amount by the second reduction amount determination unit 72. The change is set to be larger with respect to the change in the degree of thermal deterioration of the NO _x catalyst 45.

Further, the reduction amount of the urea supply amount by the second reduction amount determination unit 72 is substantially irrespective of the change in the degree of thermal degradation of the NO _x catalyst 45 estimated by the PCU 60 (NO _x catalyst thermal degradation grasping unit). It is set constant.

In the present embodiment, the amount of reduction in the urea supply amount by the first reduction amount determination unit 71 is smaller as the temperature of the NO _x catalyst 45 detected by the NO _x catalyst temperature detection sensor 45t is higher. Is set to (The reduction amount of the urea supply amount by the second reduction amount determination unit 72 is maintained at a substantially constant setting even with respect to a change in the temperature of the NO _x catalyst 45 detected by the NO _x catalyst temperature detection sensor 45t. Yes.)

  Then, based on the sum of the reduction amount of the urea supply amount by the first reduction amount determination unit 71 and the reduction amount of the urea supply amount by the second reduction amount determination unit 72, the DCU 70 is configured to supply urea to the SCR catalyst 47. The supply amount is reduced and corrected.

  The manner of determining the reduction amount of the urea supply amount by the DCU 70 as described above is based on the experimental data shown in FIGS. 11 (a) and 11 (b).

11 (a) is to refer to Figure 8 (a), λ = in 0.94 in a with when the flow rate of the exhaust gas is 30 g / s, NO _X that was stored in the NO _X catalyst 45 This is data on the amount of NH ₃ (ammonia) generated in the purification process, and the higher the temperature of the NO _X catalyst 45, the more the NH ₃ generation amount tends to decrease, and the thermal deterioration of the NO _X catalyst 45 It is recognized that the higher the degree, the more the NH ₃ generation amount increases. The cause of the former, are as described in <Control Considering temperature (1) NO _X catalyst>. The cause of the latter, the present inventors have, NO if the degree of thermal deterioration of the _X catalyst 45 is large, appears larger reaction suppression effect towards the reaction which consumes NH ₃ in NO _X catalyst 45 (see paragraph 0142), the results In particular, the amount of NH ₃ generated in the NO _x catalyst is considered to increase.

The first reduction amount determination unit 71 reflects the characteristics as shown in FIG. 11A, and the NO _x catalyst temperature detection sensor 45t (the air-fuel ratio and the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f). as input values and the extent information thermal degradation temperature and NO _X catalyst of the NO _X catalyst 45 detected by the corresponding table output value reduction of the supply amount of urea (or function) is prepared in advance. It matches the content described in paragraphs 0180 to 0187.

FIG. 11B corresponds to FIG. 8B, and in the purification process of RawNO _x discharged from the engine when λ = 0.94 and the flow rate of the exhaust gas is 30 g / s. This is data on the amount of NH ₃ (ammonia) generated. Even when the temperature of the NO _x catalyst 45 is high, the amount of NH ₃ generated is hardly changed, and even if the degree of thermal degradation of the NO _x catalyst 45 is high, The amount of NH ₃ generated has hardly changed. The cause of the former, are as described in <Control Considering temperature (1) NO _X catalyst>. The cause of the latter, the present inventors have, NO _X in the RawNO _X purification process in the catalyst 45 does not occur only a slight reaction to consume NH ₃ originally, is not obvious impact of the reaction inhibiting effect increases I think that is because.

The second reduction amount determination unit 72 reflects the characteristics as shown in FIG. 11B, and the NO _x catalyst temperature detection sensor 45t (the air-fuel ratio and the exhaust gas flow rate detected by the exhaust gas flow rate detection sensor 45f). A correspondence table (or function) in which the reduction amount of urea supply amount is a substantially constant output value while the temperature of the NO _x catalyst 45 detected by the above and the information on the degree of thermal deterioration of the NO _x catalyst are input values. Prepared in advance. It matches the content described in paragraphs 0180 to 0187.

<(5) NO _X further consideration to control the oxygen storage amount of the catalyst>
Here, in FIG. 12, DeNO _X control according to this embodiment (20 seconds Embodiment: Temperature 220 ° C. of the NO _X catalyst 45, the exhaust gas flow rate 44 g / s) shows an example of a time chart. From above, (a) exhaust gas air-fuel ratio (target air-fuel ratio λ = 0.96), (b) exhaust gas temperature, (c) amount of HC in exhaust gas (g / s), (d) exhaust the amount of CO in the gas (g / s), and, (e) the amount of the NO _X in the exhaust gas (g / s), respectively for the, NO _X catalyst 45 upstream of (NSC) and (pre) downstream The measured value with the side (rear) is shown.

Referring to the time chart of FIG. 12, when a DeNO _x control start request is issued at time T = 1130, λ starts to decrease gradually toward the target of less than 0.98. By lowering the lambda, NSC upstream of _{HC, CO, NO X (RawHC} , RawCO, RawNO X) increases. λ until sufficiently reduced (less than 0.98) because hardly occurs NO _X reduction reaction NSC, less likely to be reduced and the NO _X that has left from RawNO _X and NSC, NSC downstream of the NO _X increases.

When λ is sufficiently lowered (T = 1137), NO _x is easily reduced, so NO _x downstream of NSC is lowered, and most of the NO _x is finally reduced (T = 1142). . Thereafter, until the DeNO _X control termination request is issued (T = 1155), λ is controlled to be less than 0.98, and NO _X stored in NSC is released and reduced, and the stored NO _X is reduced. DeNO _x control for reduction and purification is continued (raw NO _x is also purified).

On the other hand, as described above, NH ₃ is generated by DeNO _x control. (F) is an estimated value of NH ₃ generation amount. When λ decreases with the start of DeNO _X control, RawHC and RawCO increase, while oxygen stored in NSC (stored oxygen) reacts with RawHC and RawCO to cause NH ₃ generation. Since HC and CO in the NSC to be oxidized are lost due to oxidation, NH ₃ is not generated. The stored oxygen of the NO _x catalyst 45 is consumed by reacting with NH ₃ generated by the reduction reaction of NO _x and eventually becomes zero.

When the stored oxygen becomes zero, HC and CO are present in the NSC, so NH ₃ starts to be generated. Therefore, before T = 1140, NH ₃ generation is zero, and after T = 1140, estimation of the NH ₃ amount in the control logic of FIG. 12 described later is started. That is, a delay is provided from the start of DeNO _X control to T = 1140.

With this delay, the control for reducing and correcting the urea supply amount to the SCR catalyst 47 by the urea injector 51 is such that the NH ₃ generation amount in the NO _X catalyst 45 is zero for a predetermined time after the DeNO _X control is started. It is considered.

Here, according to the knowledge of the present inventor, as the exhaust gas flow rate increases and / or the air-fuel ratio becomes richer, the reaction of generating NH ₃ in the NO _x catalyst 45 is promoted. _The oxygen released from the _X catalyst 45 is consumed in a shorter time.

  Therefore, the delay time is preferably set shorter as the flow rate of the exhaust gas detected by the exhaust gas flow rate detection sensor 45f is higher and / or as the air-fuel ratio is richer.

Although the in reflecting the influence of the stored oxygen in delay, as another method, NO _X catalyst oxygen storage amount detector (e.g. estimates the oxygen supplied to the NSC from information such as the airflow sensor or the fuel injection quantity, the feed while estimating the stored oxygen amount based on the oxygen, by estimating the occluded amount of oxygen consumed by the reaction between HC and CO, to estimate the current stored oxygen amount) is provided, NO _X catalyst oxygen storage amount Until the amount of stored oxygen detected or estimated by the grasping unit becomes zero, it may be determined that the amount of NH ₃ generated is zero.

  In the above description, the state in which the correction for reducing the urea supply amount is not started basically means that the reduction amount of the urea supply amount is zero, but the reduction amount of the urea supply amount. Should be understood to include the case where is very small.

If the control mode is defined more broadly, a mode in which the reduction amount of the urea supply amount is set to be smaller as the stored oxygen amount detected or estimated by the NO _x catalyst stored oxygen amount grasping unit is larger. It can also be expressed as

<(6) Urea injector injection control during DeSO _X control>
Injection control DeNO _X control when the urea injector 51 described above is also applicable to the injection control Deso _X control when the urea injector 51. The DeSO _X control is performed when the S poison amount in the NO _X catalyst 45 becomes a predetermined threshold value or more, for example, when the PM of the NO _X catalyst 45 is regenerated or when the predetermined travel distance of the vehicle is reached. The

However, unlike the time of DeNO _X control, at the time of Deso _X control, NO _X catalyst 45 is heated to a high temperature for Deso _X control (600 ° C. to 650 ° C.), intermittent lean operation to maintain the high temperature state (For example, 30 sec rich → 30 sec lean → 30 sec rich → 30 sec lean →...).

Thus, for injection control Deso _X control when urea injector 51, it is necessary to modify the contents of the injection control of the DeNO _X control when the urea injector 51.

Specifically, during DeSO _X control, the NO _X catalyst 45 is brought to a high temperature state of 600 ° C. to 650 ° C., so that the occluded NO _X is desorbed without being reduced (supplied to the SCR catalyst 47 as NO _X. Phenomenon). Further, during DeSO _X control, an intermittent lean operation is performed, so that the substantial air-fuel ratio shifts to the lean side. Both of these two phenomena affect the direction in which the amount of NH ₃ generated in the NO _x catalyst 45 is reduced.

Therefore, for DeNO _x control, for example, the characteristics shown in FIGS. 8 to 12 are reflected, the temperature of the NO _x catalyst 45, the flow rate of the exhaust gas, the air-fuel ratio of the exhaust gas, the degree of thermal deterioration of the NO _x catalyst, etc. Is used as an input value, the NH ₃ supply amount from the NO _X catalyst 45 to the SCR catalyst 47, and hence a preferable reduction amount of urea supply amount, is calculated. In order to apply to DeSO _X control as well, it is necessary to modify the amount of reduction (make it smaller) (see FIG. 7).

In this modification, in order to more accurately reflect the elimination of the effects of occlusion NO _X of the NO _X catalyst 45, it is preferable to adding the storage amount of the NO _X of the NO _X catalyst 45. If storage amount of the NO _X of the NO _X catalyst 45 is relatively fewer, elimination of the effect of absorbing NO _X in the NO _X catalyst 45 is also the relatively small.

Furthermore, in determining the storage amount of the NO _X of the NO _X catalyst 45, it may also be useful to consider the S poisoning amount of the NO _X catalyst 45. NO _X catalyst 45 S are poisoned, correspondingly, is because should occlusion amount of the NO _X is low. The S poisoning amount of the NO _x catalyst 45 may be estimated based on an S generation map corresponding to the operating state of the engine (engine load, engine rotation) measured in advance through experiments.

20 fuel injection valve 41 exhaust passage 45 NO _X catalyst 45a oxidation catalyst 45t NO _X catalyst temperature sensor 45f exhaust gas flow rate detection sensor 45n NO _X storage amount detecting sensor 45o oxygen sensor (oxygen storage amount detection sensor)
47 SCR catalyst 47t SCR catalyst temperature detection sensor 47n NH ₃ adsorption amount detection sensor 51 Urea injector (NH ₃ supply means)
53 Urea supply path 54 Urea delivery pump 55 Urea tank 60 PCM
70 DCU (NH ₃ supply control means)
71 First reduction amount determination unit 72 Second reduction amount determination unit 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 (9)

When the air-fuel ratio of the exhaust gas flowing into the engine is leaner than the stoichiometric air-fuel ratio, NO _x in the exhaust gas is occluded and the air-fuel ratio of the inflowing exhaust gas is the stoichiometric air-fuel ratio. A NO _x catalyst that reduces the stored NO _x to N ₂ when it is richer,
When storage amount of the NO _X in the NO _X catalyst is required DeNO _X control to purify by reducing NO _X occluded in the NO _X catalyst is equal to or larger than a predetermined threshold value, or, in the NO _X catalyst When the S poisoning amount is equal to or greater than a predetermined threshold value and DeSO _X control for desorbing sulfur adsorbed on the NO _X catalyst is necessary, the air-fuel ratio of the exhaust gas flowing into the NO _X catalyst is rich A NO _x catalyst regeneration unit for controlling the fuel injection valve in the engine to perform the DeNO _x control or the DeSO _x control,
An SCR catalyst provided in an exhaust passage downstream of the NO _x catalyst and purifying the NO _x by reaction with NH ₃ ;
And NH ₃ supply unit to adsorb the NH ₃ and to no NH ₃ in the SCR catalyst to supply NH ₃ raw material,
An NH ₃ supply amount control unit for controlling the supply amount of NH ₃ or NH ₃ raw material to the SCR catalyst by the NH ₃ supply unit;
With
The NH ₃ supply amount control unit corrects the supply amount of NH ₃ or NH ₃ material to the SCR catalyst by the NH ₃ supply unit when the NO _X catalyst regeneration by the NO _X catalyst regeneration unit is executed. Is supposed to
Reduction of the NH ₃ to the NH ₃ not by the supply amount control section NH ₃ raw material feed rate, who when the Deso _X control is implemented, than when the DeNO _X control is performed, a small amount An exhaust purification control device for an engine, characterized in that it is set to be. Further comprising a NO _X catalyst temperature ascertaining unit that detects or estimates the temperature of the NO _X catalyst,
Reduction of the NH ₃ to the NH ₃ not by the supply amount control section NH ₃ raw material supply amount, when the DeNO _X control is performed, the NO _X to be detected or estimated by said NO _X catalyst temperature ascertaining unit 2. The engine exhaust gas purification control device according to claim 1, wherein the temperature of the catalyst is set to be smaller as the temperature is higher. Further comprising a NO _X catalyst temperature ascertaining unit that detects or estimates the temperature of the NO _X catalyst,
Reduction of the NH ₃ to the NH ₃ not by the supply amount control section NH ₃ raw material supply amount, when the Deso _X control is performed, the NO _X to be detected or estimated by said NO _X catalyst temperature ascertaining unit The engine exhaust gas purification control apparatus according to claim 1 or 2, wherein the temperature of the catalyst is set to be smaller as the temperature is higher. 4. The engine according to claim 1, wherein the temperature of the NO _x catalyst is raised to 600 ° C. or more before the NO _x catalyst regeneration unit operates to perform the DeSO _x control. 5. Exhaust purification control device. While the DeSO _X control is being performed, the NO _X catalyst regeneration unit intermittently causes the fuel injection valve in the engine so that the air-fuel ratio of the exhaust gas flowing into the NO _X catalyst becomes lean. The engine exhaust gas purification control apparatus according to any one of claims 1 to 4, wherein the engine exhaust gas purification control apparatus is controlled. Reduction of the NH ₃ to the NH ₃ not by the supply amount control section NH ₃ raw material supply amount, when the Deso _X control is performed, is modified based on the stored amount of the NO _X in the NO _X catalyst The engine exhaust gas purification control apparatus according to any one of claims 1 to 5. The amount of reduction of the supply amount of the NH ₃ or NH ₃ raw material by the NH ₃ supply amount control unit is corrected based on the S poisoning amount in the NO _X catalyst when the DeSO _X control is performed. An exhaust purification control apparatus for an engine according to any one of claims 1 to 6. An exhaust gas flow rate grasping unit for detecting or estimating the flow rate of the exhaust gas;
An SCR catalyst temperature grasping unit for detecting or estimating the temperature of the SCR catalyst;
Further comprising
The flow rate of the exhaust gas detected or estimated by the exhaust gas flow rate grasping unit is less than a predetermined threshold value, and the temperature of the SCR catalyst detected or estimated by the SCR catalyst temperature grasping unit is less than a predetermined threshold value. the case is, purification of the NO _X catalyst only by NO _X is performed,
The flow rate of the exhaust gas detected or estimated by the exhaust gas flow rate grasping unit is less than a predetermined threshold value, and the temperature of the SCR catalyst detected or estimated by the SCR catalyst temperature grasping unit is equal to or higher than a predetermined threshold value. When NO, NO _x purification is performed only by the SCR catalyst,
Wherein when the flow rate of the exhaust gas detected or estimated by the exhaust gas flow rate grasping portion is above a predetermined threshold value, the purification and of the NO _X by purification and the SCR catalyst of the NO _X catalyst according to NO _X are used in combination The engine exhaust gas purification control device according to any one of claims 1 to 5. When purification of the NO _X is performed only by the NO _X catalyst, the NH ₃ supply amount control section, to NH ₃ not to the SCR catalyst by the NH ₃ supply unit to limit the supply amount of the NH ₃ feed And
Wherein when the purification of the NO _X is performed only by the SCR catalyst, exhaust gas purification control device for an engine according to claim 6, characterized in that is adapted to the operation of the NO _X catalyst regeneration unit is restricted.

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