JP6270248B1 - Engine exhaust purification system - Google Patents

Abstract

The present invention appropriately suppresses the discharge of ammonia generated from a NOx catalyst during NOx reduction control. An exhaust emission control device for an engine includes a NOx catalyst 45, a low pressure EGR device 44 including a low pressure EGR passage 44a and a low pressure EGR valve 44c, a high pressure EGR passage 43a, and first and second high pressure EGR valves 43c and 43e. And a high-pressure EGR device 43 provided with the PCM 60. The PCM 60 executes NOx reduction control for reducing NOx occluded in the NOx catalyst 45, and executes EGR control for adjusting each of the low pressure EGR gas amount and the high pressure EGR gas amount. Specifically, when performing NOx reduction control, the PCM 60 performs EGR control so as to increase the low pressure EGR gas amount while decreasing the high pressure EGR gas amount, compared to when NOx reduction control is not performed. [Selection] Figure 9

Description

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

  Conventionally, NOx in the exhaust gas is occluded in a lean state (λ> 1) where the air-fuel ratio of the exhaust gas is larger than the stoichiometric air-fuel ratio, and this occluded NOx is stored in the vicinity of the stoichiometric air-fuel ratio. NOx occlusion reduction type NOx catalysts that reduce in a certain state (λ≈1) or a rich state (λ <1) smaller than the stoichiometric air-fuel ratio are known. In the normal operating range, from the viewpoint of improving fuel efficiency, the engine is operated with the air-fuel ratio set to a lean state (λ> 1). If this lean operating state continues, the NOx storage of the NOx catalyst is continued. When the amount reaches the limit, the NOx catalyst cannot store NOx in the exhaust gas (in this case, NOx is released). Therefore, the air-fuel ratio is appropriately set to a stoichiometric air-fuel ratio or a state richer than the stoichiometric air-fuel ratio (λ ≦ 1) to reduce NOx stored in the NOx catalyst (hereinafter, stored in the NOx catalyst). The control for reducing NOx is appropriately referred to as “NOx reduction control”). For example, Patent Document 1 discloses a technique for enriching the air-fuel ratio of exhaust gas in order to reduce NOx stored in the NOx catalyst when the NOx storage amount of the NOx catalyst is a predetermined amount or more. . Note that “λ” is an index indicating the air-fuel ratio expressed using the theoretical air-fuel ratio as a reference, and corresponds to a so-called excess air ratio.

In recent years, in addition to such a NOx catalyst, exhaust purification using an SCR (Selective Catalytic Reduction) catalyst that selectively reduces and purifies NOx in exhaust gas in the presence of ammonia (NH ₃ ) as a reducing agent. A system has been developed. In general, urea water is injected into the exhaust passage on the upstream side of the SCR catalyst, and NOx is purified in the SCR catalyst by ammonia generated from the urea water. On the other hand, ammonia is generated when NOx occluded in the NOx catalyst is reduced as described above. Therefore, a method for purifying NOx in the SCR catalyst using ammonia generated from the NOx catalyst is also known. . For example, Patent Document 2 discloses that an ammonia generated from a NOx catalyst during NOx reduction control is adsorbed to the SCR catalyst, and the ammonia of the SCR catalyst is used in an exhaust purification device that purifies NOx using the ammonia adsorbed on the SCR catalyst. A technique for executing NOx reduction control only when the adsorption amount is equal to or less than a predetermined amount is disclosed. In the technique disclosed in Patent Document 2, by prohibiting NOx reduction control when the ammonia adsorption amount exceeds a predetermined amount, an amount of ammonia exceeding the adsorption capability of the SCR catalyst is supplied to the SCR catalyst. The release of ammonia from (slip) is suppressed.

JP 2004-360593 A JP 2010-112345 A

  As described above, ammonia may be generated when NOx stored in the NOx catalyst is reduced. Therefore, in the exhaust gas purification apparatus as described in Patent Document 1, if ammonia is generated from the NOx catalyst during NOx reduction, ammonia may be discharged from the vehicle. On the other hand, in the exhaust gas purification apparatus provided with the SCR catalyst on the downstream side of the NOx catalyst as described in Patent Document 2, basically, ammonia generated from the NOx catalyst is adsorbed by the SCR catalyst. Of ammonia can be suppressed. However, when the ammonia adsorption amount of the SCR catalyst is large, there is a possibility that ammonia generated from the NOx catalyst cannot be completely adsorbed by the SCR catalyst and ammonia is discharged.

  The present invention has been made to solve the above-described problems of the prior art, and provides an engine exhaust purification device capable of appropriately suppressing the discharge of ammonia generated from a NOx catalyst during NOx reduction control. For the purpose.

In order to achieve the above object, the present invention is provided on an exhaust passage of an engine, and stores NOx in exhaust gas when the air-fuel ratio of the exhaust gas is leaner than the stoichiometric air-fuel ratio. A NOx catalyst that reduces the stored NOx when the air-fuel ratio of the exhaust gas is close to or richer than the stoichiometric air-fuel ratio, and the NOx occlusion amount of the NOx catalyst is greater than or equal to a predetermined determination amount In order to reduce the NOx occluded in the NOx catalyst and reduce the NOx occlusion amount to below a predetermined amount, post injection is performed so that the air-fuel ratio of the exhaust gas is set to a target air-fuel ratio that can reduce NOx, 1st NOx reduction control means for executing 1NOx reduction control, and when the air-fuel ratio of the exhaust gas changes to the rich side due to acceleration of the vehicle, it is delayed from the post injection by the first NOx reduction control means An exhaust purification device for an engine having post-injection at a timing and second NOx reduction control means for executing second NOx reduction control to set the air-fuel ratio of the exhaust gas to the target air-fuel ratio, A first EGR passage that is connected to the downstream exhaust passage and the intake passage and recirculates the exhaust gas as EGR gas to the intake passage, and the first EGR gas amount that is the amount of EGR gas recirculated from the first EGR passage can be adjusted. A first EGR device including a first EGR valve, a second EGR passage connected to an exhaust passage and an intake passage on the upstream side of the NOx catalyst, and returning exhaust gas to the intake passage as EGR gas; and reflux from the second EGR passage A second EGR device including a second EGR valve capable of adjusting a second EGR gas amount, which is an amount of EGR gas to be generated, and a first EGR device So as to adjust the first 2EGR gas amount according to according 1EGR gas amount and the 2EGR apparatus has an EGR control means for controlling the respective opening of the 1EGR valve and the 2EGR valve, the, EGR control means includes first When the first NOx reduction control is executed by the 1NOx reduction control means, the ratio of the first EGR gas amount to the second EGR gas amount is made larger than when the first NOx reduction control is not executed, and the first EGR passage and the second EGR passage When the opening degree of the first EGR valve and the second EGR valve is controlled so that the EGR gas is recirculated from both of them, and the second NOx reduction control is executed by the second NOx reduction control means, only from the first EGR passage The second EGR valve is controlled to be fully closed so that the EGR gas is recirculated to the intake passage. And controlling the opening degree of the EGR valve.
According to the present invention configured as described above, when the first NOx reduction control is performed, the ratio of the first EGR gas amount to the second EGR gas amount is made larger than when the first NOx reduction control is not performed. Since the control is performed, the exhaust gas containing ammonia generated from the NOx catalyst by the NOx reduction can be recirculated to the intake passage by the first EGR device provided on the downstream side of the NOx catalyst. As a result, ammonia generated by NOx reduction is decomposed together with combustion in the engine, whereby ammonia discharge can be suppressed. In this case, the decomposition of ammonia has little effect on the combustion in the engine, so there is no sense of incongruity such as torque fluctuation.
Furthermore, according to the present invention configured as described above, the above-described EGR control that increases the first EGR gas amount while decreasing the second EGR gas amount performs the first NOx reduction that reduces the NOx occlusion amount to less than a predetermined amount. Run in control. This first NOx reduction control is executed for a relatively long period. According to the present invention, in the execution period of the first NOx reduction control, the ammonia generated from the NOx catalyst due to NOx reduction is appropriately suppressed. Can do.
Furthermore, according to the present invention configured as described above, during the second NOx reduction control in which the air-fuel ratio is temporarily set to the target air-fuel ratio when the air-fuel ratio changes to the rich side due to acceleration, the EGR from the second EGR device The recirculation of the gas is blocked, and only the EGR gas from the first EGR device is recirculated. Also by this, it is possible to appropriately suppress the ammonia generated from the NOx catalyst by the second NOx reduction control.

In the present invention, preferably, the first NOx reduction control means executes the first NOx reduction control when the operating state of the engine is in a predetermined medium load and medium rotation range, and the EGR control means When the operation state is in the middle load and medium rotation region, the EGR gas amount that is the sum of both the first EGR gas amount and the second EGR gas amount is to be returned to the intake passage according to the operation state of the engine. The opening degree of each of the first EGR valve and the second EGR valve is controlled so as to be an amount.
The first NOx reduction control described above is executed in an intermediate load range and an intermediate rotation range. According to the present invention, the amount of EGR gas to be applied in such an operation range is set to both the first EGR gas and the second EGR gas. Can be realized appropriately. Thus, by recirculating an appropriate amount of EGR gas during the first NOx reduction control, for example, the ignition of the post-injected fuel for NOx reduction is delayed, and the combustion stability of the post-injected fuel is ensured. It is possible to suppress the generation of smoke.

In the present invention, preferably, in the first NOx reduction control , the EGR control means increases the ratio of the first EGR gas amount to the second EGR gas amount as the engine load increases and the engine speed increases. The opening degree of each of the 1EGR valve and the second EGR valve is controlled.
According to the present invention configured as described above, in the first NOx reduction control, even if the engine load and / or the engine speed is increased and the exhaust gas expansion makes it difficult to recirculate the second EGR gas, the first EGR gas is desired. The EGR gas amount can be appropriately satisfied. Moreover, generation | occurrence | production of NOx by recirculating high temperature 2nd EGR gas can be suppressed.

In the present invention, preferably, the 1EGR passage of the 1EGR apparatus introduces EGR gas from the downstream side of the turbocharger turbine in the exhaust passage, the 2EGR passage of the 2EGR device supercharging on the exhaust passage When the EGR gas is introduced from the upstream side of the turbine of the machine and control is performed to increase the first EGR gas amount while the EGR control means decreases the second EGR gas amount, the turbocharger turbine is A waste gate valve control means is further provided for controlling the waste gate valve provided on the bypass passage for bypassing the exhaust gas to open to the open side.
According to the present invention, the exhaust gas flow rate supplied to the turbocharger tends to increase and the supercharging pressure tends to increase due to the decrease in the second EGR gas amount in the EGR control described above. Since the waste gate valve is controlled to open on the first NOx reduction control, an increase in supercharging pressure, that is, an increase in torque due to such a turbocharger can be suppressed.

  In the present invention, it is preferable to further include an SCR catalyst provided on the exhaust passage downstream of the NOx catalyst and purifying NOx in the exhaust gas by reaction with ammonia, and the first EGR passage of the first EGR device includes the SCR catalyst. One end may be connected to the exhaust passage between the NOx catalyst and the SCR catalyst.

  According to the exhaust purification device for an engine of the present invention, it is possible to appropriately suppress the discharge of ammonia generated from the NOx catalyst during the NOx reduction control.

1 is a schematic configuration diagram of an engine system to which an engine exhaust gas purification apparatus according to an embodiment of the present invention is applied. 1 is a block diagram showing an electrical configuration of an engine exhaust gas purification apparatus according to an embodiment of the present invention. It is a flowchart which shows the fuel-injection control by embodiment of this invention. It is explanatory drawing about the driving | operation area | region of the engine which performs each of passive DeNOx control and active DeNOx control in embodiment of this invention. It is a flowchart which shows the setting process of the active DeNOx control execution flag by embodiment of this invention. It is a flowchart which shows the setting process of the passive DeNOx control execution flag by embodiment of this invention. 4 is a flowchart illustrating active DeNOx control according to an embodiment of the present invention. It is a flowchart which shows the passive DeNOx control by embodiment of this invention. It is a flowchart which shows the EGR control by embodiment of this invention. It is explanatory drawing about the base EGR rate map by embodiment of this invention, and the EGR rate map at the time of active DeNOx.

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

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

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

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

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

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

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

Here, the NOx catalyst 45 and the SCR catalyst 47 will be described more specifically. The NOx catalyst 45 occludes NOx in the exhaust gas in a lean state (λ> 1) in which the air-fuel ratio of the exhaust gas is larger than the stoichiometric air-fuel ratio. This is a NOx storage reduction catalyst (NSC) that reduces in the vicinity (λ≈1) or in a rich state (λ <1) smaller than the stoichiometric air-fuel ratio. The NOx catalyst 45 generates ammonia when reducing the NOx occluded in this way, and releases the generated ammonia. Specifically, during NOx reduction control, “N” in NOx stored by the NOx catalyst 45 and “H” in “HC” such as unburned fuel supplied as a reducing agent to the NOx catalyst 45. Are combined to produce ammonia (NH ₃ ).
The NOx catalyst 45 not only functions as the NSC described above, but also diesel that oxidizes hydrocarbons (HC), carbon monoxide (CO), and the like using oxygen in the exhaust gas to change it into water and carbon dioxide. It also has a function as an oxidation catalyst (DOC: Diesel Oxidation Catalyst). Specifically, the NOx catalyst 45 is made by coating the surface of a DOC catalyst material layer with an NSC catalyst material.
On the other hand, the SCR catalyst 47 adsorbs ammonia produced from urea injected from the urea injector 51 and ammonia produced by NOx reduction in the NOx catalyst 45, and the adsorbed ammonia is adsorbed to NOx in the exhaust gas. To reduce and purify NOx. For example, the SCR catalyst 47 is made by supporting a catalyst metal that reduces NOx with ammonia on zeolite that traps ammonia to form a catalyst component, and supporting this catalyst component on the cell wall of the honeycomb carrier. . Fe, Ti, Ce, W or the like is used as the catalyst metal for NOx reduction.
Note that the DCU 70 described above seems to adsorb an appropriate amount of ammonia to the SCR catalyst 47 from the viewpoint of both ensuring NOx purification performance by the SCR catalyst 47 and suppressing release (slip) of ammonia from the SCR catalyst 47. Next, control is performed to inject urea from the urea injector 51. In this case, since the ammonia adsorption capacity changes according to the temperature of the SCR catalyst 47 (specifically, when the temperature of the SCR catalyst 47 becomes high, ammonia is easily released from the SCR catalyst 47), the DCU 70 In consideration of the temperature, control is performed to inject urea from the urea injector 51.

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

Further, in the present embodiment, the turbocharger 5 is configured as a two-stage supercharging system that can efficiently obtain high supercharging throughout the entire range from a low rotation range to a high rotation range where the exhaust energy is low. That is, the turbocharger 5 includes a large turbocharger 5a for supercharging a large amount of air in a high rotation range, a small turbocharger 5b capable of efficiently supercharging with low exhaust energy, and a compressor of the small turbocharger 5b. A compressor bypass valve 5c that controls the flow of intake air to the turbine, a regulator valve 5d that controls the flow of exhaust gas to the turbine of the small turbocharger 5b, and a waste that controls the flow of exhaust gas to the turbine of the large turbocharger 5a The large-sized turbocharger 5a is provided with a gate valve 5e (hereinafter referred to as “W / G valve” as appropriate), and is driven according to the operating state (engine speed and load) of the engine E. And supercharge by small turbocharger 5b.
More specifically, the regulating valve 5d is provided on a bypass passage that flows exhaust gas around the turbine of the small turbocharger 5b, and controls the flow rate of the exhaust gas that flows through the bypass passage. 5e is provided on a bypass passage that flows the exhaust gas by bypassing the turbine of the large turbocharger 5a, and controls the flow rate of the exhaust gas that flows to the bypass passage. In principle, when the opening degree of the regulating valve 5d and / or the W / G valve 5e increases, the amount of exhaust gas supplied to the turbine of the small turbocharger 5b and / or the large turbocharger 5a decreases, and the supercharging pressure decreases. It becomes. The “waste gate valve” in the present invention basically corresponds to the W / G valve 5e, but the regulating valve 5d may also be included in the “waste gate valve” in the present invention.

The engine system 200 according to the present embodiment further includes a high pressure EGR device 43 and a low pressure EGR device 44. The high pressure EGR device 43 connects the exhaust passage 41 on the upstream side of the turbine of the small turbocharger 5b and the intake passage 1 on the downstream side of the compressor of the small turbocharger 5b (specifically, the downstream side of the intake shutter valve 7). Bypass the passage 43a, the high pressure EGR cooler 43b that cools the exhaust gas that passes through the high pressure EGR passage 43a, the first high pressure EGR valve 43c that adjusts the flow rate of the exhaust gas that passes through the high pressure EGR passage 43a, and the high pressure EGR cooler 43b A high pressure EGR cooler bypass passage 43d for allowing the exhaust gas to flow and a second high pressure EGR valve 43e for adjusting the flow rate of the exhaust gas passing through the high pressure EGR cooler bypass passage 43d.
On the other hand, the low pressure EGR device 44 is disposed at an exhaust passage 41 between the NOx catalyst 45 and the SCR catalyst 47 (specifically, a position downstream of the NOx catalyst 45 and upstream of the position where the urea injector 51 is provided). ) And the intake passage 1 upstream of the compressor of the large turbocharger 5a, the low pressure EGR cooler 44b for cooling the exhaust gas passing through the low pressure EGR passage 44a, and the low pressure EGR passage 44a. And a low pressure EGR valve 44c for adjusting the flow rate of the exhaust gas.
The high pressure EGR device 43 corresponds to the “second EGR device” in the present invention, and the high pressure EGR passage 43a (strictly, including the high pressure EGR cooler bypass passage 43d) corresponds to the “second EGR passage” in the present invention. The first high pressure EGR valve 43c and the second high pressure EGR valve 43e correspond to the “second EGR valve” in the present invention. The low pressure EGR device 44 corresponds to the “first EGR device” in the present invention, the low pressure EGR passage 44a corresponds to the “first EGR passage” in the present invention, and the low pressure EGR valve 44c corresponds to the “first EGR valve” in the present invention. Equivalent to.

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

  In addition to the detection signals S100 to S119 of the various sensors 100 to 119 described above, the PCM 60 according to the embodiment of the present invention detects an accelerator opening sensor 150 that detects an accelerator pedal opening (accelerator opening), and a vehicle speed. Based on the detection signals S150 and S151 output from the vehicle speed sensors 151, the intake shutter valve 7, the fuel injection valve 20, the W / G valve 5e, the first high pressure EGR valve 43c, the second high pressure EGR valve 43e, and Control signals S7, S20, S5, S431, S432, and S44 are output to control each of the low pressure EGR valves 44c.

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

  Although details will be described later, the PCM 60 functions as “NOx reduction control means”, “EGR control means”, and “waste gate valve control means”.

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

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

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

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

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

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

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

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

  Here, a calculation method of the post injection amount (hereinafter referred to as “DeNOx post injection amount”) applied during DeNOx control in the embodiment of the present invention will be described. The calculation of the post injection amount for DeNOx is executed in parallel with the fuel injection control flow shown in FIG. That is, while the fuel injection control is being performed, the post injection amount for DeNOx is calculated as needed.

First, the PCM 60 determines at least the intake air amount (fresh air amount) detected by the air flow sensor 101, the oxygen concentration of the exhaust gas detected by the O ₂ sensor 111, and the main injection amount calculated in step S104 in FIG. get. In addition, the PCM 60 also obtains 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. Then, the PCM 60 calculates the amount of air introduced into the engine E (that is, the filling amount) based on the acquired fresh air amount and EGR gas amount, and the oxygen concentration of the air introduced into the engine E from this filling amount. Is calculated.

Next, the PCM 60 sets the air-fuel ratio of the exhaust gas to the vicinity of the stoichiometric air-fuel ratio or the target air-fuel ratio equal to or lower than the stoichiometric air-fuel ratio in order to reduce the NOx stored in the NOx catalyst 45 by performing post-injection in addition to the main injection. The post injection amount (DeNOx post injection amount) necessary for the calculation is calculated. 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 calculates the DeNOx post injection amount in consideration of the difference between the oxygen concentration detected by the O ₂ sensor 111 and the oxygen concentration calculated as described above. Specifically, the PCM 60 appropriately performs feedback processing according to the difference between the detected oxygen concentration and the calculated oxygen concentration from the air-fuel ratio of the exhaust gas generated when the main injected fuel is burned. Then, the post-injection amount for DeNOx for setting the air-fuel ratio of the exhaust gas to the target air-fuel ratio is calculated. By calculating the post-injection amount for DeNOx in this way, the air-fuel ratio of the exhaust gas is accurately set to the target air-fuel ratio by post-injection in DeNOx control, and NOx occluded in the NOx catalyst 45 is reliably reduced. I am doing so.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  Next, the temperature range in which passive DeNOx control and active DeNOx control are performed in the embodiment of the present invention will be described. Basically, the NOx catalyst 45 exhibits NOx purification performance in a relatively low temperature range, and the SCR catalyst 47 has a relatively high temperature range, specifically, a temperature range where the NOx purification performance of the NOx catalyst 45 is exhibited. It exhibits NOx purification performance in a high temperature range. In the present embodiment, the temperature near the lower boundary value of the temperature range in which the NOx purification rate equal to or higher than a predetermined value is obtained by the SCR catalyst 47 is used as the determination temperature (hereinafter referred to as “SCR determination temperature”). Passive DeNOx control or active DeNOx control is executed only when the temperature of the SCR catalyst 47 (hereinafter referred to as “SCR temperature”) is lower than the SCR determination temperature, and when the SCR temperature is equal to or higher than the SCR determination temperature. The execution of the passive DeNOx control and the active DeNOx control is prohibited. This is because, when the SCR temperature is equal to or higher than the SCR determination temperature, the NOx in the exhaust gas can be appropriately purified by the SCR catalyst 47, so that the NOx purification performance by the NOx catalyst 45 is ensured. This is because there is no need to perform control. Therefore, in the present embodiment, when the SCR temperature is equal to or higher than the SCR determination temperature, the execution of DeNOx control is prohibited, and the deterioration of fuel consumption due to the execution of DeNOx control is suppressed.

  Hereinafter, the active DeNOx control and the passive DeNOx control according to the embodiment of the present invention will be specifically described.

  First, with reference to FIG. 5, the setting process of the active DeNOx control execution flag used for determining whether or not to execute the active DeNOx control according to the embodiment of the present invention will be described. FIG. 5 is a flowchart showing an active DeNOx control execution flag setting process (active DeNOx control execution flag setting flow). This active DeNOx control execution flag setting flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG.

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

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

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

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

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

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

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

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

  Next, a passive DeNOx control execution flag setting process used to determine whether or not to execute passive DeNOx control according to the embodiment of the present invention will be described with reference to FIG. FIG. 6 is a flowchart (passive DeNOx control execution flag setting flow) showing the setting process of the passive DeNOx control execution flag according to the embodiment of the present invention. This passive DeNOx control execution flag setting flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG. 3 and the active DeNOx control execution flag setting flow shown in FIG. Is done.

First, in step S301, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 includes at least the NOx catalyst temperature, the SCR temperature, the target torque determined by the fuel injection control flow shown in FIG. 3, the DeNOx post-injection amount calculated as described above, The NOx occlusion amount of the NOx catalyst 45 and the value of the active DeNOx control execution flag set in the active DeNOx control execution flag setting flow shown in FIG. 5 are acquired. The method for obtaining the NOx catalyst temperature, the SCR temperature, and the NOx occlusion amount is as described above.
In addition, in step S301, the PCM 60 also acquires the execution frequency of passive DeNOx control within a predetermined period. Specifically, the PCM 60 acquires, as the execution frequency of the passive DeNOx control, the number of times that the passive DeNOx control has been executed during a predetermined period (for example, several seconds or several minutes).

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

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

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

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

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

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

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

  Next, the active DeNOx control according to the embodiment of the present invention executed based on the active DeNOx control execution flag set as described above will be described with reference to FIG. FIG. 7 is a flowchart (active DeNOx control flow) showing active DeNOx control according to the embodiment of the present invention. This active DeNOx control flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG. 3, the active DeNOx control execution flag setting flow shown in FIG.

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

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

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

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

  Next, in step S405, the PCM 60 determines whether or not the DeNOx post injection amount acquired in step S401 is less than the second post injection amount determination value. The second post injection amount determination value is set to a value larger than the first post injection amount determination value (see step S306 in FIG. 6). In this way, it is possible to inject a larger amount of post-injection in the active DeNOx control than in the passive DeNOx control, regardless of the operating state of the engine E (for example, in a situation where the air-fuel ratio decreases during acceleration). If not), the air-fuel ratio of the exhaust gas can be reliably set to the target air-fuel ratio.

As a result of the determination in step S405, when the DeNOx post injection amount is less than the second post injection amount determination value (step S405: Yes), the process proceeds to step S407. On the other hand, when the DeNOx post injection amount is equal to or greater than the second post injection amount determination value (step S405: No), the process proceeds to step S406. In step S406, the PCM 60 sets the air-fuel ratio of the exhaust gas by the post injection amount that does not exceed the second post injection amount determination value (specifically, the second post injection amount determination value itself is applied as the DeNOx post injection amount). In order to set the target air-fuel ratio, control is performed to reduce the oxygen concentration of the air introduced into the engine E. In this case, the PCM 60 executes at least one of the control for driving the intake shutter valve 7 in the valve closing direction, the control for increasing the EGR gas amount, and the control for decreasing the supercharging pressure by the turbocharger 5. Thus, the oxygen concentration of the air introduced into the engine E is reduced, that is, the filling amount is reduced. For example, the PCM 60 obtains the supercharging pressure required to bring the air-fuel ratio of the exhaust gas to the target air-fuel ratio by the DeNOx post-injection amount to which the second post-injection amount determination value is applied, and realizes this supercharging pressure. In addition, the intake shutter valve 7 is controlled to a desired opening on the closing side based on the actual supercharging pressure (pressure detected by the pressure sensor 108) and the EGR gas amount. Then, the process proceeds to step S407.
Note that the intake shutter valve 7 is set to be fully open in the normal operation state of the engine E. On the other hand, at the time of DeNOx, DPF regeneration, idle operation, etc., the intake shutter valve 7 is basically set to a predetermined base opening. In the operation state where EGR gas is not introduced, the intake shutter valve 7 is feedback-controlled based on the supercharging pressure.

Next, in step S407, the PCM 60 executes EGR gas control (EGR control during active DeNOx) to be performed during active DeNOx control. In this case, the PCM 60 at least calls the EGR gas from the low pressure EGR device 44 (hereinafter, the EGR gas is appropriately referred to as “low pressure EGR gas”. On the other hand, the EGR gas from the high pressure EGR device 43 is appropriately referred to as “high pressure EGR gas”. .) Is returned to the intake passage 1, the respective opening degrees of the low pressure EGR valve 44 c of the low pressure EGR device 44 and the first high pressure EGR valve 43 c and the second high pressure EGR valve 43 e of the high pressure EGR device 43 are controlled. Specifically, the PCM 60 increases the low-pressure EGR gas amount as the first EGR gas amount while executing the active DeNOx control, while increasing the low-pressure EGR gas amount as the second EGR gas amount. These EGR valves 43c, 43e, and 44c are controlled so as to reduce the amount. In this way, most of the exhaust gas containing ammonia generated from the NOx catalyst 45 by DeNOx is recirculated to the intake passage 1 by the low-pressure EGR device 44 provided between the NOx catalyst 45 and the SCR catalyst 47, and the ammonia Is decomposed together with combustion in the engine E to suppress ammonia emission. Further, during the active DeNOx control, an appropriate amount of EGR gas is recirculated to delay the ignition of the post-injected fuel, thereby ensuring the combustion stability of the post-injected fuel and suppressing the generation of smoke. .
The details of the active DeNOx EGR control executed in step S407 will be described later.

  Next, in step S408, the PCM 60 controls the W / G valve 5e according to the above-described EGR control during active DeNOx. Due to the decrease in the amount of high-pressure EGR gas in EGR control during active DeNOx, the flow rate of exhaust gas supplied to the turbocharger 5 tends to increase and the boost pressure tends to increase. Therefore, the PCM 60 controls the W / G valve 5e to the open side when performing EGR control at the time of active DeNOx in order to suppress the increase in torque due to such increase in the supercharging pressure, and supercharging by the turbocharger 5 Suppress the pressure rise. For example, the PCM 60 controls the W / G valve 5e to an opening degree corresponding to the operating state of the engine E and the like.

  Next, in step S409, the PCM 60 controls the fuel injection valve 20 to perform post injection. Specifically, the PCM 60, when the DeNOx post injection amount is less than the second post injection amount determination value (when determined “Yes” in step S405), the DeNOx post acquired in step S401. The fuel injection valve 20 is controlled to post-inject the injection amount. On the other hand, when the DeNOx post injection amount is equal to or larger than the second post injection amount determination value (when determined “No” in step S405), the PCM 60 sets the second post injection amount determination value to the DeNOx post value. Applying to the injection amount, that is, setting the post injection amount for DeNOx to the second post injection amount determination value, the fuel injection valve 20 is controlled to post-inject this post injection amount for DeNOx. Actually, the PCM 60 executes the process of step S409 in step S106 of the fuel injection control flow shown in FIG.

  Next, in step S410, the PCM 60 determines whether or not the NOx occlusion amount of the NOx catalyst has become substantially zero. Specifically, in the PCM 60, the NOx occlusion amount estimated based on the operating state of the engine E, the flow rate of exhaust gas, the temperature of exhaust gas, and the like is almost zero, and the NOx provided immediately downstream of the DPF 46 When the detection value of the sensor 116 changes, it is determined that the NOx occlusion amount of the NOx catalyst 45 has become almost zero. When the NOx occlusion amount of the NOx catalyst 45 becomes almost zero (step S410: Yes), the process ends. In this case, the PCM 60 ends the active DeNOx control. Further, the PCM 60 resets the NOx occlusion amount used in the active DeNOx control flow and the active DeNOx control execution flag setting flow of FIG. 5 to 0.

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

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

  Next, the passive DeNOx control according to the embodiment of the present invention, which is executed based on the passive DeNOx control execution flag set as described above, will be described with reference to FIG. FIG. 8 is a flowchart (passive DeNOx control flow) showing passive DeNOx control according to the embodiment of the present invention. This passive DeNOx control flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the fuel injection control flow shown in FIG. 3 and the passive DeNOx control execution flag setting flow shown in FIG.

  First, in step S501, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 has at least the DeNOx post-injection amount calculated as described above and the value of the passive DeNOx control execution flag set in the passive DeNOx control execution flag setting flow shown in FIG. get.

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

Next, in step S503, the PCM 60 executes control of EGR gas to be performed during passive DeNOx control (passive DeNOx-time EGR control). In this case, the PCM 60 shuts off the recirculation of the EGR gas from the high pressure EGR device 43 and recirculates only the EGR gas from the low pressure EGR device 44, so that the first high pressure EGR valve 43c and the second high pressure EGR of the high pressure EGR device 43 are used. The opening degree of the low pressure EGR valve 44c of the low pressure EGR device 44 is controlled while the valve 43e is fully closed. By introducing the low pressure EGR gas in this way, exhaust gas containing ammonia generated from the NOx catalyst 45 by DeNOx is introduced into the intake passage 1 by the low pressure EGR device 44 provided between the NOx catalyst 45 and the SCR catalyst 47. By refluxing, the ammonia is decomposed together with combustion in the engine E, so that the emission of ammonia is suppressed. Moreover, the passive DeNOx execution area is expanded by introducing low-pressure EGR gas.
Here, the high pressure EGR gas is not introduced because, in the passive DeNOx control, the post-injected fuel is discharged as unburned fuel without being burned. Therefore, when the EGR gas is returned, the unburned fuel (HC) is also returned. This is because the gas passages (EGR passages 43a and 44d, the intake passage 1 and the like) may be blocked by deposits resulting from the HC. Therefore, in this embodiment, the high pressure EGR gas is not recirculated during the passive DeNOx control, but such a problem does not occur with the low pressure EGR gas. Therefore, only the low pressure EGR gas is recirculated during the passive DeNOx control. . By doing so, compared with the case where the recirculation of EGR gas is uniformly prohibited during passive DeNOx control, the oxygen concentration of the gas introduced into the engine E is reduced and the air-fuel ratio of the exhaust gas becomes richer, which is necessary. As a result, the post injection amount for DeNOx decreases. Therefore, it becomes possible to improve the fuel consumption deterioration during the passive DeNOx control.
The details of the active DeNOx EGR control executed in step S503 will be described later.

Next, in step S504, the PCM 60 controls the W / G valve 5e in accordance with the above-described passive DeNOx EGR control. Due to the decrease in the amount of high-pressure EGR gas in EGR control during passive DeNOx, the flow rate of exhaust gas supplied to the turbocharger 5 tends to increase and the boost pressure tends to increase. Therefore, the PCM 60 controls the W / G valve 5e to the open side when performing EGR control during passive DeNOx in order to suppress the increase in torque due to such increase in supercharging pressure, and supercharging by the turbocharger 5 Suppress the pressure rise. For example, the PCM 60 controls the W / G valve 5e to an opening degree corresponding to the operating state of the engine E and the like.
If the operation region where the passive DeNOx control is performed is a region where high-pressure EGR gas is not introduced in the first place, the amount of high-pressure EGR gas due to EGR control during passive DeNOx is not reduced. The control to open the / G valve 5e may not be performed.

  Next, in step S505, the PCM 60 controls the fuel injection valve 20 so as to post-inject the DeNOx post-injection amount acquired in step S501. That is, passive DeNOx control is executed. Actually, the PCM 60 executes the process of step S505 in step S106 of the fuel injection control flow shown in FIG. Then, the process proceeds to step S506.

  In step S506, the PCM 60 determines whether or not the passive DeNOx control execution flag has become “0”. As a result, when the passive DeNOx control execution flag becomes “0” (step S506: Yes), the process ends. In this case, the PCM 60 ends the passive DeNOx control. On the other hand, when the passive DeNOx control execution flag is not “0” (step S506: No), that is, when the passive DeNOx control execution flag is maintained at “1”, the process returns to step S503. In this case, the PCM 60 continues the passive DeNOx control. That is, the PCM 60 continues the passive DeNOx control until the passive DeNOx control execution flag is switched from “1” to “0”.

<EGR control>
Next, the active DeNOx-time EGR control and the passive DeNOx-time EGR control will be specifically described with reference to FIGS. 9 and 10.

  FIG. 9 is a flowchart (EGR control flow) showing EGR control according to the embodiment of the present invention, which incorporates EGR control during active DeNOx and EGR control during passive DeNOx. This EGR control flow is repeatedly executed by the PCM 60 at a predetermined cycle, and is executed in parallel with the various control flows described above (particularly, the active DeNOx control flow and the passive DeNOx control flow).

  First, in step S601, the PCM 60 acquires various information on the vehicle. Specifically, the PCM 60 at least sets the target torque determined in the fuel injection control described above, the value of the active DeNOx control execution flag set in the active DeNOx control execution flag setting flow shown in FIG. And the value of the passive DeNOx control execution flag set in the passive DeNOx control execution flag setting flow shown in FIG. Further, the PCM 60 acquires the in-cylinder oxygen concentration (estimated in-cylinder oxygen concentration) obtained by estimation.

  Next, in step S602, the PCM 60 determines whether or not the passive DeNOx control execution flag acquired in step S601 is “1”. As a result, when the passive DeNOx control execution flag is “1” (step S602: Yes), that is, when it is a situation where the passive DeNOx control is to be executed, the process proceeds to step S603.

  In step S603, the PCM 60 sets a target in-cylinder oxygen concentration to be applied during the passive DeNOx control. For example, the PCM 60 sets a target in-cylinder oxygen concentration that can appropriately reduce the DeNOx post injection amount applied during the passive DeNOx control by introducing the low-pressure EGR gas. Such a target in-cylinder oxygen concentration is preferably determined in advance according to the operating state of the engine E and the like.

  Next, in step S604, the PCM 60 determines the first high pressure EGR valve 43c and the second high pressure EGR valve 43c of the high pressure EGR device 43 based on the estimated in-cylinder oxygen concentration acquired in step S601 and the target in-cylinder oxygen concentration set in step S603. The opening degree of each of the high pressure EGR valve 43e and the low pressure EGR valve 44c of the low pressure EGR device 44 is controlled. Specifically, the PCM 60 blocks the first high pressure EGR valve 43c and the second high pressure EGR valve 43e so as to block the reflux of the EGR gas from the high pressure EGR device 43 and to recirculate only the EGR gas from the low pressure EGR device 44. The opening degree of the low pressure EGR valve 44c is controlled while being fully closed. In this case, the PCM 60 controls the opening degree of the low pressure EGR valve 44c based on the current estimated in-cylinder oxygen concentration so that the target in-cylinder oxygen concentration is realized. For example, a map that defines the opening of the low-pressure EGR valve 44c to be set according to the target in-cylinder oxygen concentration is created in advance, and the PCM 60 refers to such a map to open the opening of the low-pressure EGR valve 44c. Set.

  On the other hand, when the passive DeNOx control execution flag is “0” (step S602: No), the process proceeds to step S605. In step S605, the PCM 60 determines whether or not the active DeNOx control execution flag acquired in step S601 is “1”. As a result, when the active DeNOx control execution flag is “1” (step S605: Yes), that is, when it is a situation where the active DeNOx control should be executed, the process proceeds to step S606.

  In step S606, the PCM 60 sets a target in-cylinder oxygen concentration to be applied during active DeNOx control. For example, by introducing EGR gas in the active DeNOx control, the PCM 60 ensures the combustion stability of the post-injected fuel and suppresses the occurrence of smoke and the like when the post-injected fuel is combusted. A target in-cylinder oxygen concentration to be applied at the time of active DeNOx control is set. As will be described later, the EGR cooler 43b is bypassed to flow the EGR gas during the active DeNOx control, so that the EGR gas becomes relatively high temperature and it is difficult to take in the EGR gas. Therefore, the PCM 60 does not perform the DeNOx control. Also, the target in-cylinder oxygen concentration is set to a large value. For example, such a target in-cylinder oxygen concentration may be determined in advance according to the operating state of the engine E.

  Next, in step S607, the PCM 60 determines the ratio of the low-pressure EGR gas to the high-pressure EGR gas amount to be applied at the time of active DeNOx control (low-pressure / high-pressure EGR rate) based on the active DeNOx-time EGR rate map. The low pressure / high pressure EGR rate is set according to the operating state. Then, the process proceeds to step S610. Details of the EGR rate map at the time of active DeNOx will be described later.

  On the other hand, when the active DeNOx control execution flag is “0” (step S605: No), the process proceeds to step S608. In this case, the PCM 60 performs neither passive DeNOx control nor active DeNOx control, and thus sets a target in-cylinder oxygen concentration that is applied when EGR gas is introduced during normal operation of the engine E. Specifically, the PCM 60 suppresses the generation of smoke and NOx by appropriately reducing the in-cylinder oxygen concentration by introducing EGR gas, and controls the in-cylinder temperature by introducing EGR gas to stabilize combustion. The target in-cylinder oxygen concentration to be applied is set in accordance with the target torque so as to ensure the performance. For example, such a target in-cylinder oxygen concentration may be determined in advance according to the operating state of the engine E.

  Next, in step S609, the PCM 60 sets the low pressure / high pressure EGR rate according to the current operating state of the engine E based on the base EGR rate map that defines the low pressure / high pressure EGR rate to be applied at the normal time when the DeNOx control is not executed. Set. Then, the process proceeds to step S610.

  Here, the above-described base EGR rate map and active DeNOx EGR rate map will be described in detail with reference to FIG. FIG. 10A shows a base EGR rate map, and FIG. 10B shows an EGR rate map during active DeNOx. 10A and 10B both show the engine speed on the horizontal axis and the engine load on the vertical axis.

  As shown in FIGS. 10 (a) and 10 (b), basically, both the base EGR rate map and the active DeNOx EGR rate map indicate that the lower the engine load and the higher the engine speed, the lower the pressure / The map is defined so that the high pressure EGR rate is increased, that is, the ratio of the low pressure EGR gas to the high pressure EGR gas amount is increased (in other words, the ratio of the high pressure EGR gas to the low pressure EGR gas amount is decreased). Yes. This is because when the load is high and the rotation speed is high, it is difficult to recirculate the high-pressure EGR gas due to exhaust gas expansion. Further, when high-temperature high-pressure EGR gas is refluxed and burned by the engine E, NOx is likely to be generated.

  In this embodiment, as can be seen by comparing FIGS. 10A and 10B, the low pressure / high pressure EGR rate is relatively larger in the active DeNOx control than in the normal time when the DeNOx control is not executed. Thus, in other words, the EGR rate map at the time of active DeNOx is defined so that the amount of low-pressure EGR gas when viewed in the same operating state is increased. In particular, during active DeNOx control, in the high load side and high rotation side regions, only the low pressure EGR gas is recirculated without recirculating the high pressure EGR gas (substantially the low pressure / high pressure EGR rate is 100%). The EGR rate map at the time of active DeNOx. Thus, exhaust gas containing ammonia generated from the NOx catalyst 45 by DeNOx is provided between the NOx catalyst 45 and the SCR catalyst 47 by allowing a large amount of low-pressure EGR gas to recirculate during active DeNOx control. The low pressure EGR device 44 is made to return as much as possible to the intake passage 1. In this way, ammonia generated by DeNOx is decomposed together with combustion in the engine E, thereby suppressing ammonia emission.

Returning to FIG. 9, step S610 will be described. In step S610, the PCM 60 sets the low-pressure / high-pressure EGR rate set in step S607 or S609 based on the estimated in-cylinder oxygen concentration acquired in step S601 and the target in-cylinder oxygen concentration set in step S603. Based on this, the respective opening degrees of the first high pressure EGR valve 43c and the second high pressure EGR valve 43e of the high pressure EGR device 43 and the low pressure EGR valve 44c of the low pressure EGR device 44 are controlled. That is, the PCM 60 realizes the first high pressure EGR valve 43c, the first high pressure EGR valve 43c, the first low pressure / high pressure EGR rate set in step S607 or S609, and the target in-cylinder oxygen concentration set in step S603. 2 Opening degrees of the high pressure EGR valve 43e and the low pressure EGR valve 44c are controlled. In this case, when the EGR gas amount, which is a combination of both the low pressure EGR gas amount and the high pressure EGR gas amount, is viewed in the same operating state of the engine, the PCM 60 performs the active DeNOx control and the active DeNOx control non-execution. These EGR valves 43c, 43e, and 44c are controlled so as to be equal to each other (that is, at normal time). As a result, the total EGR gas amount is substantially the same between the execution of active DeNOx control and the non-execution of active DeNOx control, but the low-pressure / high-pressure EGR rate is different (the pressure is lower during active DeNOx control). / High pressure EGR rate increases).
In particular, during the active DeNOx control, the PCM 60 controls the first high pressure EGR valve 43c provided on the high pressure EGR passage 43a to be fully closed, and the second high pressure EGR valve 43e provided on the high pressure EGR cooler bypass passage 43d. To control the opening degree. That is, at the time of active DeNOx control, the high pressure EGR gas is recirculated not through the high pressure EGR cooler 43b, but through the high pressure EGR cooler bypass passage 43d instead of the high pressure EGR passage 43a. This is because HC generated by post injection during active DeNOx control is taken in as EGR gas and cooled by the high pressure EGR cooler 43b, thereby preventing the high pressure EGR cooler 43b from being blocked by deposits. Because.
In performing the control in step S610, the active DeNOx control should be set according to the target in-cylinder oxygen concentration and the low-pressure / high-pressure EGR rate when active DeNOx control is executed and when active DeNOx control is not executed (ie, normal time). A map in which the opening degree of each of the first high-pressure EGR valve 43c, the second high-pressure EGR valve 43e, and the low-pressure EGR valve 44c is created in advance, and the PCM 60 refers to such a map and selects these EGRs. The opening degree of each of the valves 43c, 43e, 44c is set.

<Effect>
Next, the operation and effect of the engine exhaust gas purification apparatus according to the embodiment of the present invention will be described.

  According to the present embodiment, when the DeNOx control is executed, the EGR control is performed so as to increase the low pressure EGR gas amount while decreasing the high pressure EGR gas amount, compared to when the DeNOx control is not executed. Most of the exhaust gas containing ammonia generated from 45 can be recirculated to the intake passage 1 by the low-pressure EGR device 44 provided between the NOx catalyst 45 and the SCR catalyst 47. Therefore, ammonia generated by DeNOx is decomposed together with combustion in the engine E, whereby ammonia discharge can be suppressed. In this case, the decomposition of ammonia hardly affects the combustion in the engine E, so that there is no sense of incongruity such as torque fluctuation.

  Further, according to the present embodiment, since the EGR control for increasing the low-pressure EGR gas amount while decreasing the high-pressure EGR gas amount is executed during the active DeNOx control, the active DeNOx control is executed for a relatively long time. , The ammonia generated from the NOx catalyst 45 by DeNOx can be appropriately suppressed. This active DeNOx control is executed in the middle load range and the middle rotation range. According to this embodiment, the amount of EGR gas to be applied in this operation range is appropriately realized by both the low pressure EGR gas and the high pressure EGR gas. can do. As a result, an appropriate amount of EGR gas is recirculated at the time of active DeNOx control, and the ignition of post-injected fuel is delayed, thereby ensuring the combustion stability of the post-injected fuel and suppressing the occurrence of smoke. .

  Further, according to the present embodiment, when the EGR gas amount, which is a combination of both the low pressure EGR gas amount and the high pressure EGR gas amount, is viewed in the same operating state of the engine, the active DeNOx control and the active DeNOx control are performed. EGR control is performed so that the amount is the same as in non-execution. Thereby, even when the active DeNOx control is executed and when the active DeNOx control is not executed, an appropriate amount of EGR gas can be introduced even if the low pressure / high pressure EGR rate changes, and smoke and NOx due to the introduction of EGR gas can be introduced. It is possible to appropriately ensure suppression and improvement in combustion stability.

  Further, according to this embodiment, the lower the engine load and the higher the engine speed, the larger the low pressure / high pressure EGR rate. Thereby, even if it becomes difficult to recirculate the high-pressure EGR gas due to the exhaust gas expansion due to an increase in the load and / or the rotational speed, the desired amount of EGR gas can be appropriately filled with the low-pressure EGR gas. Moreover, generation | occurrence | production of NOx by recirculating high temperature high pressure EGR gas can be suppressed.

  Further, according to the present embodiment, during the passive DeNOx control, the recirculation of the EGR gas from the high pressure EGR device 43 is interrupted, and only the EGR gas from the low pressure EGR device 44 is recirculated. Thereby, even during passive DeNOx control, it is possible to appropriately suppress the ammonia generated from the NOx catalyst 45 from being discharged by DeNOx. Moreover, the passive DeNOx execution area | region can be expanded by introduce | transducing low pressure EGR gas at the time of passive DeNOx control. Furthermore, since high-pressure EGR gas is not introduced during passive DeNOx control, unburned fuel discharged in passive DeNOx control is mixed with EGR gas and recirculated, so that the gas passage is caused by deposits resulting from the unburned fuel. It is possible to prevent the blockage.

  In addition, the exhaust gas flow rate supplied to the turbocharger 5 tends to increase and the supercharging pressure tends to increase due to the decrease in the amount of high-pressure EGR gas in the EGR control described above. According to the above, since the W / G valve 5e is controlled to the open side during the DeNOx control, it is possible to suppress an increase in supercharging pressure, that is, an increase in torque due to such a turbocharger 5.

1 Intake passage 5 Turbocharger 5e Waste gate valve (W / G valve)
7 Intake shutter valve 17 Combustion chamber 20 Fuel injection valve 41 Exhaust passage 43 High pressure EGR device 44 Low pressure EGR device 45 NOx catalyst 46 DPF
47 SCR catalyst 51 Urea injector 60 PCM
200 Engine system E Engine EX Exhaust system IN Intake system

Claims (5)

NOx in the exhaust gas is occluded when the air-fuel ratio of the exhaust gas is leaner than the stoichiometric air-fuel ratio, provided on the exhaust passage of the engine. A NOx catalyst that reduces when in the vicinity of the fuel ratio or richer than the stoichiometric air-fuel ratio;
When the NOx occlusion amount of the NOx catalyst is equal to or greater than a predetermined determination amount, the air-fuel ratio of the exhaust gas is reduced in order to reduce the NOx occlusion in the NOx catalyst and reduce the NOx occlusion amount to less than a predetermined amount. First NOx reduction control means for performing post-injection so as to set the target air-fuel ratio at which NOx can be reduced and executing the first NOx reduction control;
When the air-fuel ratio of the exhaust gas changes to the rich side due to acceleration of the vehicle, post-injection is performed at a timing delayed from the post-injection by the first NOx reduction control means, and the air-fuel ratio of the exhaust gas is set to the target air-fuel ratio Therefore, a second NOx reduction control means for executing the second NOx reduction control,
An exhaust emission control device for an engine having
A first EGR passage which is connected to an exhaust passage and an intake passage on the downstream side of the NOx catalyst and recirculates exhaust gas to the intake passage as EGR gas, and a first EGR gas amount which is an amount of EGR gas recirculated from the first EGR passage. A first EGR device comprising: a first EGR valve capable of adjusting
A second EGR passage that is connected to an exhaust passage and an intake passage on the upstream side of the NOx catalyst, recirculates exhaust gas as EGR gas to the intake passage, and a second EGR gas amount that is the amount of EGR gas recirculated from the second EGR passage. A second EGR valve that is adjustable, and a second EGR device comprising:
EGR control means for controlling the respective opening degrees of the first EGR valve and the second EGR valve so as to adjust the first EGR gas amount by the first EGR device and the second EGR gas amount by the second EGR device;
Have
When the first NOx reduction control is executed by the first NOx reduction control means , the EGR control means has a ratio of the first EGR gas amount to the second EGR gas amount as compared with a case where the first NOx reduction control is not executed. And opening degrees of the first EGR valve and the second EGR valve so that EGR gas is recirculated from both the first EGR passage and the second EGR passage,
Further, when the second NOx reduction control is executed by the second NOx reduction control means, the second EGR valve is controlled to be fully closed so that the EGR gas is recirculated to the intake passage only from the first EGR passage. An exhaust emission control device for an engine, wherein the opening degree of the first EGR valve is controlled . The first NOx reduction control means executes the first NOx reduction control when the operating state of the engine is in a predetermined medium load and medium rotation range,
When the engine operating state is in the medium load and medium rotation region, the EGR control means determines that the EGR gas amount that combines both the first EGR gas amount and the second EGR gas amount is the engine operating state. intake so that the EGR gas amount to be recirculated into the passage, and controls the respective opening of the first 1EGR valve and said first 2EGR valve, an exhaust purifying apparatus for an engine according to claim 1 in accordance with the. In the first NOx reduction control, the EGR control means increases the ratio of the first EGR gas amount to the second EGR gas amount as the engine load increases and the engine speed increases. The engine exhaust gas purification apparatus according to claim 1 or 2 , wherein the opening degree of each of the second EGR valves is controlled. The said first 1EGR passage of the 1EGR apparatus introduces EGR gas from the downstream side of the turbocharger turbine in the exhaust passage, the said first 2EGR passage of the 2EGR devices, turbine of the turbocharger on the exhaust passage EGR gas is introduced from the upstream side of
On the bypass passage through which the exhaust gas flows while bypassing the turbine of the supercharger when the control for increasing the first EGR gas amount and reducing the second EGR gas amount is performed by the EGR control means. The exhaust purification device for an engine according to any one of claims 1 to 3 , further comprising a waste gate valve control means for controlling the waste gate valve provided on the opening side to open. An SCR catalyst which is provided on the exhaust passage downstream of the NOx catalyst and purifies NOx in the exhaust gas by reaction with ammonia;
The said first 1EGR passage of the 1EGR device has its one end connected to the exhaust passage between said NOx catalyst and the SCR catalyst, exhaust gas purification of an engine according to any one of claims 1 to 4 apparatus.

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