JP6390952B2 - Vehicle control device - Google Patents

Description

  The present disclosure relates to a vehicle control device including a NOx occlusion type catalyst.

  In a conventional vehicle control device, for example, a NOx occlusion reduction type catalyst is arranged in an exhaust passage of an internal combustion engine in order to purify nitrogen oxide (NOx) which is one of harmful exhaust components contained in exhaust gas. In some cases, NOx purge control (rich spike control) is performed to reduce the NOx component stored in the catalyst when a predetermined condition is satisfied (see Patent Document 1). The vehicle control device described in Patent Document 1 predicts whether or not the stop position of the internal combustion engine is close based on the current position and travel history of the host vehicle obtained from the navigation system, and stops when the stop time approaches. Prior to this, a NOx purge is executed to regenerate the NOx catalyst.

International Publication WO2010 / 055573 Pamphlet

  In this conventional vehicle control device, a NOx purge for reducing NOx components remaining in the NOx occlusion reduction type catalyst is executed prior to the stop timing of the internal combustion engine. However, since a large amount of NOx component is generated during acceleration of the vehicle, the NOx component generated during acceleration of the vehicle cannot be stored in the exhaust purification device only by executing the NOx purge only before the stop timing of the internal combustion engine. , NOx components may be discharged.

  On the other hand, in recent years, NOx component emission regulations tend to be strengthened. For this reason, provision of the vehicle which improved the purification performance of the NOx component more than before is desired.

  In view of the above circumstances, at least some embodiments of the present invention provide a vehicle control device that can occlude a large amount of NOx components that are generated during acceleration of the vehicle and can improve the purification performance of the NOx components. The purpose is to do.

An exhaust emission control device for an internal combustion engine according to at least one embodiment of the present invention is a control device for a vehicle including a NOx trap catalyst for storing NOx components in exhaust gas, the NOx stored in the NOx trap catalyst. The vehicle can be accelerated based on NOx purge control means for performing NOx purge control for reducing components, information acquisition means for acquiring peripheral information of the vehicle, and peripheral information obtained by the information acquisition means has an acceleration permission state determining means for determining whether or not the state, the storage amount calculating means for calculating the amount of NOx stored components to the NOx trap catalyst, and the NOx purge control means, the acceleration permission When it is determined by the state determination means that the vehicle is not in an accelerating state, the NOx trap component determined by the storage amount calculation means NOx but the NOx purge control is performed when at least the first threshold value, when the vehicle is determined to be in possible acceleration state by the acceleration permission condition determining unit, which is determined by the storage amount calculation means when the amount of the trapped component is smaller second threshold or more than the first threshold value, configured such that the vehicle is performing the NOx purge control before starting the acceleration.

  According to the vehicle control apparatus, when it is determined that the vehicle is in an accelerating state, that is, when acceleration of the vehicle is predicted, the NOx purge is performed on the NOx trap catalyst before the vehicle accelerates. Therefore, the occlusion amount that can be occluded in the NOx trap catalyst prior to the acceleration of the vehicle can be recovered, and it becomes easier to occlude NOx that is exhausted in large quantities during acceleration, and the exhaust gas performance can be improved. Therefore, a vehicle control device that can improve the purification performance of the NOx component can be realized.

The NOx purge control means determines that the NOx trap component amount obtained by the occlusion amount computing means is a first value when the acceleration enable / disable state determination means determines that the vehicle is in a state other than the acceleration possible state. When the NOx purge control is performed when the value is equal to or greater than the threshold value, and the acceleration availability determination means determines that the vehicle is in an accelerating state, the amount of NOx trap components determined by the occlusion amount calculation means Is configured to perform the NOx purge control before the vehicle starts accelerating when the vehicle is greater than or equal to a second threshold value that is less than the first threshold value. Since the purge control when it is in a possible state is easier to perform than at other times (normal time), the purge control when the acceleration is predicted is easily performed. Therefore, the amount of occlusion that can be occluded in the NOx trap catalyst prior to acceleration of the vehicle can be more reliably recovered, and the exhaust gas performance of the vehicle can be improved.

  In some embodiments, the vehicle is determined based on the surrounding information of the vehicle obtained by the information acquisition unit when the acceleration determination unit determines that the vehicle is in an accelerating state. The second threshold value is configured to be changed according to the acceleration degree predicted by the prediction means.

  In this case, the NOx emission amount at the time of vehicle acceleration differs depending on the acceleration, the duration of acceleration, or the like, that is, the degree of acceleration. Therefore, the judgment threshold (second value) for predicting the degree of acceleration and performing the purge control before acceleration. By changing (threshold value) according to the predicted degree of acceleration, purge control before acceleration can be performed more appropriately.

  In some embodiments, the information acquisition unit acquires an inter-vehicle distance between the vehicle and a preceding vehicle traveling in front of the vehicle as the peripheral information, and the acceleration propriety state determination unit includes: When the inter-vehicle distance is equal to or greater than a predetermined value, it is determined that the vehicle is in an accelerating state.

  In this case, it is possible to reliably determine whether or not the vehicle is in an accelerating state, and the purge control before acceleration can be appropriately performed.

In some embodiments, the information acquisition unit acquires the speed limit of the travel point of the vehicle as the peripheral information, acquires the travel speed of the vehicle, and the acceleration propriety state determination unit includes: When the traveling speed of the vehicle is smaller than the speed limit by a predetermined amount or more, it is determined that the vehicle is in an accelerating state.

  In this case, it is possible to reliably determine whether or not the vehicle is in an accelerating state, and the purge control before acceleration can be appropriately performed.

In some embodiments, the information acquisition unit acquires the inter-vehicle distance between the vehicle and a preceding vehicle traveling in front of the vehicle, and the speed limit of the travel point of the vehicle as the peripheral information. as well as acquires the traveling speed of the vehicle, said predicting means, as the inter-vehicle distance acquired by the information acquisition unit is large or the traveling speed of the vehicle acquired by the information acquiring means the restriction It is configured to predict that the acceleration degree is larger as it is smaller than the speed.

  In this case, taking into account not only the inter-vehicle distance but also the relationship between the speed limit and the vehicle speed, the degree of acceleration when accelerating can be predicted more reliably, and purge control before acceleration can be performed more appropriately. Can do.

  In some embodiments, the NOx purge control means is configured to stop the NOx purge control when the vehicle shifts to an acceleration state during the execution of the NOx purge control.

  In this case, the NOx purification performance during acceleration can be improved without losing the acceleration performance by ending the purge control when shifting to the acceleration state even before the purge control is completed.

  According to at least some embodiments of the present invention, it is possible to occlude NOx components that are generated in large quantities during acceleration of the vehicle, and to improve the purification performance of NOx components.

1 is a schematic configuration diagram of an exhaust gas purification apparatus for an internal combustion engine according to some embodiments of the present invention. It is a block diagram of ECU of the exhaust gas purification apparatus of the internal combustion engine which concerns on some embodiment of this invention. 6 is a flowchart for purifying a NOx trap catalyst based on travel information including an inter-vehicle distance in an exhaust gas purification apparatus for an internal combustion engine according to some embodiments of the present invention.

  Hereinafter, an embodiment of an exhaust gas purification apparatus for an internal combustion engine according to the present invention will be described with reference to FIGS. In the present embodiment, an exhaust purification device that processes NOx contained in exhaust gas discharged from a diesel engine (hereinafter simply referred to as “engine”) as an internal combustion engine will be described as an example. First, before explaining the exhaust emission control device, the engine and the exhaust system of the engine will be explained. It should be noted that the materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention, but are merely illustrative examples.

  The engine 1 is connected to a fuel injection device 3 that injects fuel into the combustion chamber of the engine 1. Further, the engine 1 is provided with an engine speed sensor 5 that can detect the speed of the engine 1 and a torque sensor 7 that detects torque acting on the engine 1. The fuel injection device 3 operates based on a command from the ECU 30 to be described later and injects fuel into the combustion chamber. The engine speed sensor 5 and the torque sensor 7 are electrically connected to the ECU 30 and send detection signals to the ECU 30.

  In the exhaust pipe 10 of the engine 1, an oxidation catalyst 13, a particulate filter 15, and a NOx trap catalyst 17 are disposed in order from the upstream side. The oxidation catalyst 13 is configured by supporting a catalytic noble metal such as platinum (Pt), palladium (Pd), rhodium (Rh) on a porous wall forming a passage, and oxidizes CO and HC in the exhaust gas. And converting it into CO2 and H2O and oxidizing NO in the exhaust gas to generate NO2.

  The particulate filter 15 is configured, for example, as a wall flow type filter in which the upstream side and the downstream side of the passage of the honeycomb carrier are alternately closed with plugs, and the exhaust gas is circulated through the filter wall so that the particulates in the exhaust gas. It has a function of collecting (hazardous components, particulate matter).

  The NOx trap catalyst 17 is configured to carry a catalytic noble metal such as platinum (Pt), palladium (Pd), and rhodium (Rh) and a NOx adsorbent such as barium (Ba) and potassium (K). NOx is stored in a lean air-fuel ratio atmosphere (oxidizing atmosphere), while the stored NOx is released in a stoichiometric or rich air-fuel ratio atmosphere (reducing atmosphere) and reduced by reaction with HC and CO in the exhaust gas. It has a function.

  The NOx trap catalyst 17 is provided with a catalyst temperature sensor 19 for detecting the catalyst temperature. Further, the exhaust pipe 10 a connected to the upstream side of the NOx trap catalyst 17 is provided with a NOx sensor 21 that detects the NOx concentration contained in the exhaust gas discharged from the engine 1.

  The ECU 30 is a control device for performing comprehensive control including operation control of the engine 1, and controls the operation of the engine 1 based on detection information from sensors. In addition to the control for the purpose of operating the engine 1, the ECU 30 performs various controls to operate the oxidation catalyst 13, the particulate filter 15, and the NOx trap catalyst 17 in an optimal state.

  As shown in FIG. 2 (block diagram), the ECU 30 includes a radar sensor 23, a vehicle speed sensor 25, in addition to the sensors described above (the engine speed sensor 5, torque sensor 7, catalyst temperature sensor 19, NOx sensor 21). Signals from the acceleration sensor 26 and the navigation system 27 are input. Then, a control signal is output to the fuel injection device 3 and the like. The radar sensor 23 is a sensor capable of measuring an inter-vehicle distance between the host vehicle and a front vehicle traveling in front of the host vehicle. The radar sensor 23 transmits a radio wave forward and receives a reflected wave from the front vehicle to receive the inter-vehicle distance. Is to measure.

  Here, since the exhaust air-fuel ratio of the engine 1 is maintained on the lean side during normal operation, the NOx trap catalyst 17 has an occlusion function of NOx components contained in the exhaust gas to prevent discharge into the atmosphere. When the NOx trap catalyst 17 exceeds the NOx occlusion limit, the NOx component passes through. In particular, since a large amount of NOx component is generated during acceleration of the vehicle, if the NOx trap catalyst 17 has stored an amount of NOx component close to the NOx storage limit, the NOx component exhausted during acceleration cannot be stored. In addition, a large amount of NOx component may be discharged. Therefore, in order to prevent such a situation, the ECU 30 predicts whether or not the vehicle is in an accelerating state (state before acceleration), and makes the exhaust air / fuel ratio of the engine 1 stoichiometric or rich before accelerating. NOx purge was performed, and NOx occluded in the NOx catalyst was thereby reduced.

Specifically, as shown in FIG. 2, the ECU 30 includes an information acquisition unit 31 (information acquisition unit) , an acceleration availability state determination unit 33 (acceleration availability state determination unit) , a prediction unit 34 (prediction unit), and an occlusion amount calculation. The unit 35 (occlusion amount calculation means) , the acceleration state determination part 36, and a NOx purge control part 37 (NOx purge control means) are provided. The information acquisition unit 31 uses the distance information from the preceding vehicle obtained by the radar sensor 23, for example, distance information such as 50 m and 100 m, and the speed limit of the travel point of the vehicle recognized by the navigation system 27 as peripheral information. get. The information acquisition unit 31 also acquires the traveling speed of the vehicle obtained by the vehicle speed sensor 25. The acceleration propriety state determination unit 33 determines whether or not the host vehicle is in an acceleratorable state based on the vehicle peripheral information obtained by the information acquisition unit 31.
For example, when the distance information obtained by the radar sensor 23 is less than 50 m, the acceleration propriety state determination unit 33 has a short inter-vehicle distance between the host vehicle and the preceding vehicle and is not in a state in which the vehicle can be accelerated ( The vehicle is unlikely to accelerate). Further, even when the traveling speed obtained by the vehicle speed sensor 25 is larger than the speed limit of the traveling point of the vehicle recognized by the navigation system 27, it is determined that the vehicle is not in an accelerating state. On the other hand, when the distance information obtained by the radar sensor 23 is 50 m or more and the traveling speed is smaller than the speed limit, the acceleration availability determination unit 33 is in a state where the vehicle can be accelerated (acceleration of the vehicle). It is highly likely that

  Further, when the acceleration availability determination unit 33 determines that the vehicle is in an accelerating state, the prediction unit 34 predicts subsequent acceleration of the vehicle based on the peripheral information obtained by the information acquisition unit 31. To do. For example, when the inter-vehicle distance obtained by the radar sensor 23 is 100 m or more, or when the difference between the speed limit and the traveling speed is 20 km / h or more, the acceleration of the vehicle is large (accelerates for a long time. Or it is predicted to accelerate rapidly). On the other hand, if the inter-vehicle distance is 50 m or more and less than 100 m and the difference between the speed limit and the traveling speed is less than 20 km / h, the acceleration is predicted to be small (acceleration time is short or accelerates slowly). . The acceleration state determination unit 36 determines whether or not the vehicle is accelerating based on the vehicle acceleration obtained by the acceleration sensor 26.

  The storage amount calculation unit 35 calculates the storage amount of the NOx component stored in the NOx trap catalyst 17 (see FIG. 1). That is, the engine torque with respect to the engine speed of the engine 1 is measured in advance, and the amount of engine-out NOx flowing in the exhaust pipe 10 is prepared as a map by superimposing these relationships, and the NOx trap catalyst 17 has a catalyst temperature with respect to the catalyst temperature. The storage rate of the NOx trap catalyst 17 is measured in advance, and the storage amount of the NOx component is obtained by calculating and integrating the storage amount from these relationships.

The NOx purge control unit 37 sets a threshold value _NTH for performing the NOx purge control based on the determination result by the acceleration availability determination unit 33 and the prediction result of acceleration by the prediction unit 34. More specifically, when the acceleration determination unit 33 determines that the vehicle is not in an accelerating state, the threshold value N _TH is set to the first threshold value N ₁ and the vehicle is in an accelerating state. Is determined, the threshold value N _TH is set to the second threshold value N ₂ (<N ₁ ). The second threshold value N _2, if it is predicted that the acceleration degree by the prediction unit 34 is larger is set to a, if the acceleration degree is expected to be small is set to b (> a).
Subsequently, the NOx purge control unit 37 determines whether or not the storage amount of the NOx component calculated by the storage amount calculation unit 35 exceeds a threshold value, and determines that the storage amount exceeds the threshold, and further determines predetermined NOx purge execution conditions. When it is determined that is satisfied, NOx purge by the fuel injection device 3 is performed.

Next, the operation of the exhaust gas purification device 40 for an internal combustion engine will be described with reference to FIGS. When the vehicle is traveling, the information acquisition unit 31 of the ECU 30 acquires the peripheral information of the inter-vehicle distance L detected by the radar sensor 23 (step 100), and the vehicle recognized by the navigation system 27. The speed limit _VL of the travel point is acquired as peripheral information (step 101). Further, the information acquisition unit 31 acquires the peripheral information of the vehicle traveling speed (vehicle speed V) obtained by the vehicle speed sensor 25 (step 102), and stores NOx components from the engine speed sensor 5, the torque sensor 7, and the like. The amount X is calculated (step 103).

When the peripheral information of these vehicles is acquired, it is determined whether or not the vehicle can be accelerated. Specifically, the acceleration availability determination unit 33 determines whether or not the host vehicle can be accelerated based on the surrounding information of the vehicle. That is, the acceleration determination unit 33 determines whether or not the inter-vehicle distance L exceeds 50 m (step 104). If the inter-vehicle distance exceeds 50 m, the difference between the speed limit V _L and the vehicle speed V is 15 km. It is determined whether or not / h is exceeded (step 106). Therefore, when the difference between the speed limit V _L and the vehicle speed V exceeds 15 km / h, the NOx purge control unit 37 determines that the host vehicle is in an accelerating state and performs the NOx purge control. The threshold value N _TH for this is set to N ₂ (step 107).

On the other hand, when the inter-vehicle distance L does not exceed 50 m, or when the difference between the speed limit V _L and the vehicle speed V does not exceed 15 Km / h, the NOx purge control unit 37 is not in a state where the vehicle can be accelerated. And the threshold value N _TH for performing the NOx purge control is set to N ₁ (step 105).

In Step 108 to Step 111, the prediction unit 34 determines whether the vehicle acceleration is strong or weak. That is, when the acceleration determination unit 33 determines that the vehicle is in an accelerating state, the prediction unit 34 predicts that the degree of acceleration is strong if the inter-vehicle distance L exceeds 100 m (S108). Then, the NOx purge control unit 37 sets the N purge threshold value _NTH to the smallest a (S111). In addition, when the inter-vehicle distance L does not exceed 100 m and the difference between the speed limit V _L and the vehicle speed V exceeds 30 Km / h (S109), the prediction unit 34 has a strong acceleration strength. Accordingly, the NOx purge control unit 37 sets the N purge threshold value _NTH to the smallest a (S111). If the difference between the speed limit V _L and the vehicle speed V does not exceed 30 Km / h in step 109, the prediction unit 34 predicts that the strength of acceleration is weak, and the NOx purge control unit 37 sets N The purge threshold value N _TH is set to b larger than a (S110).

Then, in step 112, NOx purge control section 37 determines whether or not exceeds the N purge threshold _{N TH} of NOx reserves X that is computed is set. When it exceeds the N purge threshold _{N TH} of NOx reserves X is set in step 113 to 115, if the other conditions are satisfied or not to perform the N purged by NOx purge control section 37 Make a decision. Specifically, the NOx purge control unit 37 determines that the exhaust gas exhaust temperature (T _FX ) is higher than a predetermined temperature (T _A ) (S113), and the engine is not idling based on the engine speed sensor. When the determination is made (S114) and the acceleration state determination unit 36 determines that the vehicle is not accelerating (S115), the fuel injection device 3 performs a NOx purge (S116). On the other hand, if any of the conditions of step 112 to step 115 is not satisfied, the process returns to step 100.

  As described above, when it is determined that the vehicle is in an accelerating state, the NOx purge by the fuel injection device 3 is performed before the vehicle starts accelerating. For this reason, when it is determined that the vehicle can be accelerated, that is, when acceleration of the vehicle is predicted, the NOx purge is performed on the NOx trap catalyst before the vehicle accelerates. The amount of occlusion that can be occluded in the NOx trap catalyst can be recovered prior to this, and it becomes easier to occlude NOx that is exhausted in large quantities during acceleration, and the exhaust gas performance can be improved. Therefore, a vehicle control device that can improve the purification performance of the NOx component can be realized.

Further, NOx purge control section 37, when the vehicle is other than possible acceleration state, performing the NOx purge control when the amount of NOx trap component obtained by insertion amount calculation unit 35 is the threshold value N ₁ or more and, if the vehicle by the acceleration permission state determination unit 33 is determined to be in possible acceleration state it is less the threshold than the amount the threshold N ₁ of the NOx trap component obtained by insertion amount calculation section 35 (a, b) When this is the case, the NOx purge control is performed before the vehicle starts accelerating. For this reason, since the purge control when the vehicle is in an accelerating state is more easily performed than at other times (normal time), the purge control when the acceleration is predicted is easily performed. Therefore, the amount of occlusion that can be occluded in the NOx trap catalyst prior to acceleration of the vehicle can be more reliably recovered, and the exhaust gas performance of the vehicle can be improved.
It should be noted that the NOx purge control may be stopped when acceleration of the vehicle is detected by the acceleration sensor 26 while the NOx purge control is being performed or immediately after it is determined to be performed. In this case, the NOx purge control unit 37 improves the NOx purification performance during acceleration without losing the acceleration performance by ending the purge control when shifting to the acceleration state even before the completion of the NOx purge control. Can be made.

  Note that the information acquisition unit 31 may acquire the operating state of the brake. In this case, a brake pedal sensor (not shown) that generates a signal when the brake is operated is connected to the ECU 30. If the brake is in an inoperative state, the vehicle is considered to be accelerated to a greater degree. On the other hand, if the brake is in an activated state, the vehicle is decelerated, so the vehicle is considered to be less accelerated. For this reason, it is possible to determine the predicted acceleration state in more detail by taking into account the braking state in addition to the inter-vehicle distance and the difference between the speed limit and the vehicle speed.

  Moreover, the information acquisition part 31 may acquire whether it is in traffic jam as surrounding information. In this case, traffic jam information is acquired from the navigation system 27. If it is during a traffic jam, the degree of acceleration is considered to be small. If it is not during a traffic jam, the degree of acceleration is considered to be large. For this reason, it is possible to determine the predicted acceleration state in more detail by adding the traffic jam situation to the surrounding information in addition to the inter-vehicle distance.

  As described above, the inter-vehicle distance, the traveling speed limit speed, and the traffic jam information are shown as the peripheral information of the vehicle, but any combination thereof may be used as the peripheral information.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the object of the present invention. For example, the various embodiments described above may be combined as appropriate, or a plurality of threshold values N ₂ may be set.

DESCRIPTION OF SYMBOLS 1 Engine 3 Fuel-injection apparatus 5 Engine speed sensor 7 Torque sensor 10 Exhaust pipe 13 Oxidation catalyst 15 Particulate filter 17 NOx trap catalyst 19 Catalyst temperature sensor 21 NOx sensor 23 Radar sensor 25 Vehicle speed sensor 26 Acceleration sensor 27 Navigation system 30 ECU
31 Information acquisition unit 33 Acceleration availability determination unit 34 Prediction unit 35 Storage amount calculation unit 36 Acceleration state determination unit 37 NOx purge control unit

Claims (6)

A control apparatus for a vehicle including a NOx trap catalyst for storing NOx components in exhaust gas,
NOx purge control means for performing NOx purge control for reducing the NOx component stored in the NOx trap catalyst;
Information acquisition means for acquiring peripheral information of the vehicle;
Accelerating / non-accelerating state determining means for determining whether or not the vehicle is in an accelerating state based on the peripheral information obtained by the information acquiring means;
Storing amount calculating means for determining the amount of NOx component stored in the NOx trap catalyst ,
When the NOx purge control means determines that the vehicle is not in an accelerating state by the acceleration availability determination means, the amount of the NOx trap component obtained by the occlusion amount calculating means is greater than or equal to a first threshold value. When the NOx purge control is performed and the acceleration availability determination means determines that the vehicle is in an accelerating state, the amount of NOx trap components determined by the occlusion amount calculation means is when the first is a small second threshold value or more than the threshold, the control device for a vehicle, wherein the vehicle is performing the NOx purge control before starting the acceleration. Acceleration when the vehicle shifts to an acceleration state based on the surrounding information of the vehicle obtained by the information acquisition unit when the acceleration determination unit determines that the vehicle is in an accelerating state Having a prediction means for predicting the degree,
The vehicle control device according to claim 1 , wherein the second threshold value is changed according to the degree of acceleration predicted by the prediction unit. The information acquisition means acquires an inter-vehicle distance between the vehicle and a preceding vehicle traveling in front of the vehicle as the peripheral information,
The acceleration permission condition determining means, when the inter-vehicle distance is equal to or greater than a predetermined value, the control apparatus for a vehicle according to claim 1 or 2 wherein the vehicle is characterized in that it is determined that it ready acceleration. The information acquisition means acquires the speed limit of the travel point of the vehicle as the peripheral information, acquires the travel speed of the vehicle,
4. The acceleration enable / disable state determining means determines that the vehicle is in an accelerating state when the traveling speed of the vehicle is smaller than the speed limit by a predetermined amount or more . control device for a vehicle according to item 1. The information acquisition means acquires an inter-vehicle distance between the vehicle and a preceding vehicle traveling in front of the vehicle, and a speed limit of the travel point of the vehicle as the peripheral information, and calculates the travel speed of the vehicle. Acquired,
The prediction means has a larger acceleration degree as the inter-vehicle distance acquired by the information acquisition means is larger, or the traveling speed of the vehicle acquired by the information acquisition means is smaller than the limit speed. The vehicle control device according to claim 2 , wherein prediction is performed. The NOx purge control means may control, when the vehicle during performance of the NOx purge control is shifted to the accelerating state, according to any one of claims 1 to 5, characterized in that to stop the NOx purge control Vehicle control device.

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