WO2012035615A1

WO2012035615A1 - Exhaust gas purification device for internal combustion engine

Info

Publication number: WO2012035615A1
Application number: PCT/JP2010/065825
Authority: WO
Inventors: 櫻井　健治; 徹木所
Original assignee: トヨタ自動車株式会社
Priority date: 2010-09-14
Filing date: 2010-09-14
Publication date: 2012-03-22
Also published as: JP5534020B2; JPWO2012035615A1

Abstract

Provided is an exhaust gas purification device for an internal combustion engine provided with an NSR catalyst and an SCR, the exhaust gas purification device being capable of achieving a high NOx purification rate by combining an NSR catalyst and an SCR regardless of the deterioration degree of the SCR. An exhaust gas purification device for an internal combustion engine (10) capable of performing a lean operation, the exhaust gas purification device being provided with a NOx storage-reduction catalyst (NSR catalyst) (16) disposed on the exhaust path (12) of the internal combustion engine (10), a NOx selective-reduction catalyst (SCR) (18) disposed on the downstream of the NSR catalyst (16), an acquisition means for acquiring information pertaining to the deterioration degree of the SCR (18), and a rich spike means for performing rich spike control at a predetermined timing during a lean operation, wherein the rich spike means variably sets the exhaust air-fuel ratio during rich spike control in accordance with the information pertaining to the deterioration degree. Preferably, the continuous traveling distance is acquired as the information pertaining to the deterioration degree and the exhaust air-fuel ratio during rich spike control is set to a value towards the rich side, the longer the continuous traveling distance.

Description

Exhaust gas purification device for internal combustion engine

The present invention relates to an exhaust gas purification apparatus for an internal combustion engine, and more particularly to an exhaust gas purification apparatus for an internal combustion engine that includes a NOx storage reduction catalyst and a NOx selective reduction catalyst.

Conventionally, as disclosed in, for example, Japanese Patent Application Laid-Open No. 2008-303759, a three-way catalyst, a NOx storage reduction catalyst (hereinafter referred to as “NSR catalyst”), and a NOx selective reduction catalyst (hereinafter referred to as “SCR”). Are known in this order from the upstream side of the exhaust passage of the internal combustion engine. The NSR catalyst has an occlusion function that occludes nitrogen oxide (NOx) contained in combustion gas discharged from the internal combustion engine inside the catalyst, and a catalytic function that purifies NOx and hydrocarbons (HC) and the like. It is a catalyst. When the internal combustion engine is operated at a lean air-fuel ratio (lean operation), exhaust gas containing a large amount of NOx is discharged. The NSR catalyst occludes and holds this NOx therein, and suppresses the situation where the NOx is released downstream of the catalyst.

During lean operation, the NOx occlusion retention amount in the NSR catalyst increases with the passage of time. Therefore, in the above-described conventional system, rich spike control for temporarily enriching the exhaust air-fuel ratio of the internal combustion engine is executed at a point where the NOx occlusion holding amount in the NSR catalyst approaches a predetermined occlusion capacity. Thereby, NOx occluded and held in the NSR catalyst is purified.

When rich spike control is executed, ammonia (NH ₃ ) is generated in the three-way catalyst and the NSR catalyst. The SCR has a function of adsorbing ammonia (NH ₃ ) and occludes NH ₃ generated by the three-way catalyst and the NSR catalyst. The stored NH ₃ is used when NOx flowing into the SCR is selectively reduced. Thus, in the conventional system, NOx discharged from the internal combustion engine is purified by a combination of the NSR catalyst and the SCR.

Japanese Unexamined Patent Publication No. 2008-303759

By the way, SCR generally tends to be deteriorated with time more than a three-way catalyst or a NSR catalyst containing a noble metal. This is because the zeolite structure in the SCR tends to be relatively easily destroyed by water vapor and de-Al reaction. As the SCR deteriorates over time, the NOx purification rate decreases due to the decrease in NOx reduction performance. For this reason, in order to always maintain a high NOx purification rate by the combination of the NSR catalyst and the SCR, it is necessary to compensate for the decrease in the NOx purification rate due to the aging deterioration of the SCR with the NOx purification performance of the NSR catalyst. The above conventional system does not take into account a decrease in NOx purification performance due to aging degradation of the SCR. For this reason, the above-described conventional system leaves room for further improvement in terms of always realizing a high NOx purification rate by the combination of the NSR catalyst and the SCR.

The present invention has been made to solve the above-described problems. In an internal combustion engine including an NSR catalyst and an SCR, a high NOx purification rate is achieved by a combination of the NSR catalyst and the SCR regardless of the degree of deterioration of the SCR. An object of the present invention is to provide an exhaust emission control device for an internal combustion engine that can be realized.

In order to achieve the above object, a first invention is an exhaust purification device for an internal combustion engine capable of lean operation,
A NOx occlusion reduction catalyst (hereinafter referred to as NSR catalyst) disposed in the exhaust passage of the internal combustion engine;
A NOx selective reduction catalyst (hereinafter referred to as SCR) disposed downstream of the NSR catalyst;
Obtaining means for obtaining information on the degradation degree of the SCR;
Rich spike means for executing a rich spike at a predetermined timing during lean operation,
The rich spike means includes air / fuel ratio setting means for variably setting an exhaust air / fuel ratio during the rich spike according to information on the degree of deterioration.

According to a second invention, in the first invention,
The acquisition means is characterized in that the continuous travel distance of a vehicle on which the internal combustion engine is mounted is acquired as information relating to the degree of deterioration.

According to a third invention, in the second invention,
The air-fuel ratio setting means sets the exhaust air-fuel ratio at the rich spike to a rich value as the continuous travel distance is longer.

4th invention is 2nd or 3rd invention,
The air-fuel ratio setting means sets the exhaust air-fuel ratio at the time of the rich spike to a slight rich when the continuous travel distance is shorter than a predetermined distance.

According to a fifth invention, in any one of the first to fourth inventions,
The rich spike means executes a two-stage rich spike for switching the exhaust air-fuel ratio during execution of the rich spike from the first air-fuel ratio to the second air-fuel ratio,
The air-fuel ratio setting means includes
The second air-fuel ratio is variably set according to information on the degree of deterioration, and the first air-fuel ratio is set to a richer value than the second air-fuel ratio.

A sixth invention is any one of the first to fifth inventions,
Bed temperature acquisition means for acquiring the bed temperature of the NSR catalyst and / or SCR;
Correction means for correcting the air-fuel ratio set by the air-fuel ratio setting means in the rich direction when the bed temperature is lower than a predetermined reference value;
Is further provided.

When the rich spike is executed, NOx stored in the NSR catalyst (NOx storage reduction catalyst) is desorbed and purified, and NH ₃ is generated in the NSR catalyst. The produced NH ₃ is stored in an SCR (NOx selective reduction catalyst) disposed on the downstream side through the exhaust passage. In the SCR, the stored NH ₃ is used to selectively reduce NOx blown downstream of the NSR catalyst.

According to the first invention, the exhaust air-fuel ratio at the time of rich spike is variably set according to the degree of deterioration of the SCR. If the exhaust air-fuel ratio at the time of rich spike is controlled to be rich, the purification of NOx stored in the NSR catalyst is promoted, so the NOx purification ratio of the NSR catalyst to the SCR can be effectively increased. On the other hand, if the air-fuel ratio at the time of rich spike is controlled to be rich rich, the amount of NH ₃ produced in the NSR catalyst increases, so the NOx purification ratio of SCR relative to the NSR catalyst can be effectively increased. That is, according to the present invention, the NOx purification ratio between the NSR catalyst and the SCR can be changed in accordance with the degree of deterioration of the SCR. Therefore, even if the SCR deterioration has progressed, the NSR catalyst and the SCR A high NOx purification rate can be realized by the combination.

According to the second aspect of the invention, the continuous travel distance of the vehicle on which the internal combustion engine is mounted is acquired as information on the degree of deterioration of the SCR. The deterioration of SCR progresses as the continuous running distance is longer. Therefore, according to the present invention, the deterioration degree of SCR can be effectively reflected in the setting of the exhaust air / fuel ratio at the time of rich spike.

According to the third aspect of the invention, the rich spike exhaust air-fuel ratio is set to a richer value as the continuous travel distance is longer. For this reason, according to the present invention, the NOx purification performance of the NSR catalyst can be improved as the NOx purification performance of the SCR decreases. Therefore, even in a state where the deterioration of the SCR has progressed, a high NOx purification rate can be realized by the combination of the NSR catalyst and the SCR.

According to the fourth invention, when the continuous travel distance is shorter than the predetermined distance, the air fuel ratio of the rich spike is set to be slightly rich. For this reason, according to the present invention, since the purification performance of the SCR is effectively increased by increasing the amount of NH ₃ produced in the NSR catalyst, the combination of the NSR catalyst and the SCR is effectively suppressed while effectively suppressing the deterioration of fuel consumption. A high NOx purification rate can be realized.

According to the fifth aspect, in the two-stage rich spike, the second air-fuel ratio at the time of the rich spike is variably set according to the information on the degree of deterioration, and the first air-fuel ratio at the time of the rich spike is It is set richer than the second air-fuel ratio. The rich component at the beginning of the rich spike is used for the oxygen release reaction of the OSC material contained in the NSR catalyst. Therefore, according to the present invention, it is possible to effectively eliminate the influence of the oxygen release reaction of the OSC material and realize a desired exhaust air-fuel ratio.

According to the sixth aspect, when the bed temperature of the NSR catalyst and / or the SCR is lower than the predetermined reference value, the set rich spike air-fuel ratio is corrected in the rich direction. Therefore, according to the present invention, it is possible to effectively suppress the emissions of N _{2 O} to the catalyst bed temperature is discharged when a lower (greenhouse gas).

It is a figure for demonstrating the structure of Embodiment 1 of this invention. It is a diagram showing the relationship of the NH ₃ generated concentration and generation time for exhaust air-fuel ratio. 3 shows a map that defines the relationship between the travel distance of a vehicle on which the internal combustion engine 10 is mounted and the rich spike target A / F. It is a flowchart of the routine performed in Embodiment 1 of the present invention. It is a figure which shows the other example of the map which prescribed | regulated the relationship between the continuous travel distance of a vehicle, and the target A / F of a rich spike. It is a figure for demonstrating a two-stage rich spike. It is a flowchart of the routine performed in Embodiment 3 of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the element which is common in each figure, and the overlapping description is abbreviate | omitted. The present invention is not limited to the following embodiments.

Embodiment 1 FIG.
[Configuration of Embodiment 1]
FIG. 1 is a diagram for explaining the configuration of the embodiment of the present invention. As shown in FIG. 1, the system of the present embodiment includes an internal combustion engine 10. The internal combustion engine 10 is configured as a V-type gasoline engine including a right bank 101 and a left bank 102. The cylinder group belonging to the right bank 101 communicates with the exhaust passage 121. The cylinder group belonging to the left bank 102 communicates with the exhaust passage 122. The

exhaust passages

121 and 122 communicate with one end of the exhaust passage 123 after joining downstream. Hereinafter, when the

exhaust passages

121, 122, and 123 are not particularly distinguished, they are simply referred to as “exhaust passage 12”.

In the

exhaust passages

121 and 122, start catalysts (hereinafter referred to as “SC”) 141 and 142, which are three-way catalysts, are arranged, respectively. Further, a NOx storage reduction catalyst (NSR catalyst) 16 is disposed in the exhaust passage 123. Further, a NOx selective reduction catalyst (SCR) 18 is disposed downstream of the NSR catalyst 16 in the exhaust passage 123. Hereinafter, when the

SCs

141 and 142 are not particularly distinguished, these are simply referred to as “SC 14”.

The internal combustion engine 10 easily discharges HC and CO when the air-fuel ratio is rich. Further, it is easy to exhaust NOx when the air-fuel ratio is lean. The SC 14 reduces NOx (purifies to N ₂ ) while adsorbing oxygen (O ₂ ) in a lean atmosphere. On the other hand, in a rich atmosphere, HC and CO are oxidized (purified to H ₂ O, CO ₂ ) while releasing oxygen. In a rich atmosphere, ammonia (NH ₃ ) is generated by the reaction of nitrogen and hydrogen or HC and NOx contained in the exhaust gas.

The NSR catalyst 16 occludes NOx contained in the exhaust gas under a lean atmosphere. Further, the NSR catalyst 16 releases NOx stored in a rich atmosphere. NOx released in a rich atmosphere is reduced by HC and CO. At this time, NH ₃ is also generated in the NSR 16 as in the case of the SC 14.

The SCR 18 is configured as an Fe-based zeolite catalyst, and the SC 14 and the NSR catalyst 16 occlude NH ₃ produced in a rich atmosphere. In the lean atmosphere, the NO ₃ in the exhaust gas is selectively used with NH ₃ as a reducing agent. It has the function of reducing to According to the SCR 18, it is possible to effectively prevent a situation in which NH ₃ and NOx blown downstream of the NSR catalyst 16 are released into the atmosphere.

The system according to the present embodiment includes an ECU (Electronic Control Unit) 30 as shown in FIG. Various actuators such as a fuel injection device (not shown) are connected to the output portion of the ECU 30. In addition to the crank angle sensor for detecting the engine speed NE and the throttle opening sensor (not shown) for detecting the throttle opening TA, the input part of the ECU 30 includes the operating conditions of the internal combustion engine 10 and Various sensors for detecting the driving state are connected. The ECU 30 can control the state of the system shown in FIG. 1 based on various types of input information.

[Operation of Embodiment 1]
First, rich spike control executed in the system of the present embodiment will be described. The ECU 30 normally operates the internal combustion engine 10 at a lean air-fuel ratio (lean operation). During lean operation, oxidizers such as NOx are discharged in a larger amount than reducing agents such as HC and CO. For this reason, even if it is going to purify the exhaust gas using a three-way catalyst, it is not possible to purify all NOx due to a shortage of reducing agent. Therefore, the system according to the first embodiment is provided with the NSR catalyst 16 in the exhaust passage 123. The NSR catalyst 16 has a function of storing NOx as nitrates such as Ba (NO ₃ ) ₂ . For this reason, according to the system of the first embodiment, it is possible to effectively suppress the situation where the NOx is released into the atmosphere even during the lean operation.

However, the NOx storage performance of the NSR catalyst 16 decreases as the storage amount increases. For this reason, if the lean operation is continued for a long time, NOx that has not been occluded will blow through downstream of the catalyst. Therefore, in the system of the first embodiment, rich spike control is performed in which NOx occluded in the NSR catalyst 16 is periodically desorbed and processed. More specifically, at the timing when the NOx amount stored in the NSR catalyst 16 reaches a predetermined storage limit amount (for example, an amount corresponding to 80% of the maximum storage amount), the exhaust air-fuel ratio of the internal combustion engine 10 is increased. It is temporarily controlled to be rich (for example, target A / F = 12). The exhaust gas during execution of rich spike contains a large amount of reducing agent such as HC, CO, H _{2 and the} like. For this reason, when these reducing agents are introduced into the NSR catalyst 16, NOx stored as nitrate is reduced to NO and desorbed from the base. The desorbed NOx is purified to N ₂ or the like on the catalyst in the NSR catalyst 16 and processed. Thus, by executing the rich spike during the lean operation, the NOx occluded in the NSR catalyst 16 can be desorbed, so that the NOx occlusion performance can be effectively recovered.

The target A / F at the time of rich spike can be set as appropriate, but the rich air-fuel ratio is more preferable from the viewpoint of improving the NOx purification performance of the NSR catalyst 16. However, since fuel efficiency deteriorates as a contradiction, it is preferable to set the exhaust air-fuel ratio as lean as possible when NOx purification in the SCR 18 described later can be expected.

Next, the function of the SCR 18 will be described. As described above, the NOx storage performance of the NSR catalyst 16 can be effectively recovered by executing the rich spike. However, when the rich spike is executed, part of the NOx desorbed from the NSR catalyst 16 is blown downstream without being purified. Further, as described above, there is also NOx that is blown downstream without being stored in the NSR catalyst 16 during the lean operation. If these blow-by NOx are released into the atmosphere as they are, emissions will be deteriorated.

Therefore, the system according to the first embodiment includes an SCR 18 for processing NOx blown through the downstream side of the NSR catalyst 16. As described above, the SCR 18 occludes therein NH ₃ produced by the SC 14 and the NSR catalyst 16 in a rich atmosphere. For this reason, according to the SCR 18, NOx blown downstream of the NSR catalyst 16 can be selectively reduced and purified by NH ₃ . Thereby, the situation where NOx is released into the atmosphere and the emission deteriorates can be effectively prevented.

According to the view of the inventors of the present application, the amount of NH ₃ produced in the SC 14 and the NSR catalyst 16 (particularly the NSR catalyst 16) varies depending on the exhaust air-fuel ratio at the time of rich spike. FIG. 2 is a graph showing the relationship between the NH ₃ production concentration and the production time with respect to the exhaust air-fuel ratio. As shown in this figure, the NH ₃ concentration is the highest when the exhaust air-fuel ratio is a light rich air-fuel ratio in the vicinity of A / F = 13. For this reason, the NOx purification performance of the SCR 18 can be effectively enhanced by controlling the target A / F during the rich spike to the light rich air-fuel ratio. However, as shown in FIG. 2, the time until NH ₃ is generated tends to increase as the exhaust air-fuel ratio approaches from stoichiometric to rich. Therefore, from the viewpoint of improving the NOx purification performance of the SCR 18, the target A / F that maximizes the amount of NH ₃ flowing into the SCR 18 is set in consideration of not only the NH ₃ generation concentration but also the NH ₃ generation time. It is preferable to do.

Thus, when the exhaust air-fuel ratio at the time of rich spike is changed, the NOx purification ratio between the NSR catalyst 16 and the SCR 18 changes. More specifically, the NOx purification ratio of the SCR 18 with respect to the NSR catalyst 16 becomes higher as the target A / F at the time of rich spike becomes closer to the rich rich from the rich side. Therefore, in the system of the present embodiment, when the target A / F at the time of the rich spike is controlled to be a rich rich (target A / F≈13), a desired NOx purification performance is obtained by a combination of the NSR catalyst 16 and the SCR 18. The conditions such as the catalyst capacity and characteristics are determined so as to exhibit (for example, NOx purification rate = 99.6%). Thereby, since the NOx purification system mainly using NOx purification using the SCR 18 can be realized, it is possible to realize a desired NOx purification rate while suppressing deterioration of fuel consumption.

[Characteristic operation of the first embodiment]
Next, characteristic operations of the present embodiment will be described with reference to FIG. As described above, in the system of the present embodiment, in the system that purifies NOx by the combination of the NSR catalyst 16 and the SCR 18, the SCR 18 is mainly used by controlling the target A / F at the time of rich spike to be slightly rich. NOx purification is realized.

Here, in general, the SCR 18 tends to deteriorate with time more than the SC 14 and the NSR catalyst 16 containing noble metals. This is because the zeolite structure in the SCR 18 tends to be relatively easily destroyed by water vapor and de-Al reaction. As the SCR 18 deteriorates with time, the NOx purification rate decreases due to the decrease in NOx reduction performance. For this reason, in order to always maintain a high NOx purification rate by the combination of the NSR catalyst 16 and the SCR 18, it is necessary to compensate for the decrease in the NOx purification rate due to the aging of the SCR 18 with the NOx purification performance of the NSR catalyst 16.

Therefore, in the system of the present embodiment, the target A / F at the time of rich spike is changed to the rich side as the SCR 18 deteriorates with time. As the target A / F at the time of rich spike shifts from the rich rich to the rich side, the NOx purification ratio of the NSR catalyst 16 to the SCR 18 becomes higher. Thereby, it can transfer to the NOx purification system which mainly made the NSR catalyst 16 corresponding to the NOx purification performance fall of SCR18. Therefore, the desired NOx purification rate can be maintained even when the SCR 18 deteriorates with time.

It should be noted that the degree of deterioration of the SCR 18 with time can be determined using the continuous travel distance of the vehicle on which the internal combustion engine 10 is mounted as an index. FIG. 3 shows a map that defines the relationship between the continuous travel distance of the vehicle on which the internal combustion engine 10 is mounted and the rich spike target A / F. The ECU 30 can set the target A / F at the time of rich spike using, for example, this map. In this map, the value is specified so that the target A / F becomes a richer value as the continuous travel distance is longer. Therefore, by using such a map, the degree of deterioration with time of the SCR 18 can be reflected in the target A / F at the time of rich spike.

[Specific Processing in Embodiment 1]
Next, with reference to FIG. 4, the specific content of the process performed in this Embodiment is demonstrated. FIG. 4 is a flowchart of a routine in which the ECU 30 executes rich spike control. Note that the routine shown in FIG. 4 is repeatedly executed during the lean operation of the internal combustion engine 10.

In the routine shown in FIG. 4, it is first determined whether or not the rich spike execution condition is satisfied (step 100). Specifically, first, the current NOx occlusion amount occluded in the NSR catalyst 16 is estimated. Then, it is determined whether the estimated NOx occlusion amount has reached a predetermined occlusion limit amount. As a result, if the establishment of NOx storage amount ≧ storage limit amount is not recognized, it is determined that the execution condition of the rich spike has not yet been established, and this step 100 is repeatedly executed.

On the other hand, if it is determined in step 100 that NOx occlusion amount ≥ occlusion limit amount is established, it is determined that the execution condition of the rich spike is established, the process proceeds to the next step, and the target A at the time of rich spike is set. / F is read (step 102). Here, specifically, the continuous travel distance up to the present is read. And the target A / F corresponding to the read continuous mileage is specified using the map shown in FIG.

Next, a rich spike is executed (step 104). Here, specifically, rich spike control based on the target A / F read in step 102 is executed.

As described above, according to the system of the present embodiment, the target A / F at the time of rich spike is variably set according to the continuous travel distance. For this reason, since the NOx purification ratio between the NSR catalyst 16 and the SCR 18 can be set to a ratio corresponding to the degree of deterioration of the SCR 18 with time, a high NOx purification rate can be realized regardless of the deterioration of the SCR 18 with time. .

Further, according to the system of the present embodiment, when the continuous running distance is short, that is, when the SCR 18 is not deteriorated with time, the target A / F at the time of rich spike is set to be slightly rich. Thereby, a high NOx purification rate can be realized by a combination of the NSR catalyst 16 and the SCR 18 while suppressing deterioration of fuel consumption.

Incidentally, in the above-described first embodiment, the target A / F at the time of rich spike is set according to the map shown in FIG. 3, but a different map may be used as appropriate depending on the deterioration resistance of the SCR 18. FIG. 5 is a diagram showing another example of a map that defines the relationship between the continuous travel distance of the vehicle and the target A / F of the rich spike. As shown in the map of this figure, for example, when using the SCR 18 that hardly deteriorates with time, a map in which the target A / F with respect to the travel distance is set on the lean side may be used. As a result, even if the mileage is extended, a thin rich spike can be continued, so that deterioration in fuel consumption can be effectively suppressed.

In the first embodiment described above, the continuous travel distance of the vehicle is used as an index of aging degradation of the SCR 18, but the usable index is not limited to this. That is, as the SCR 18 deteriorates with time, the catalyst bed temperature of the SCR 18 tends to decrease. Therefore, for example, a temperature sensor for detecting the catalyst bed temperature of the SCR 18 may be arranged, and the catalyst bed temperature may be used as an indicator of the deterioration of the SCR 18 with time.

In the first embodiment described above, the NSR catalyst 16 corresponds to the “NSR catalyst” in the first invention, and the SCR 18 corresponds to the “SCR” in the first invention. Further, in the first embodiment described above, the ECU 30 executes the process of step 102, and the “income means” in the first invention executes the process of step 104. The “rich spike means” in the first aspect of the invention executes the processing of step 102, thereby realizing the “air-fuel ratio setting means” in the first aspect of the invention.

Embodiment 2. FIG.
[Features of Embodiment 2]
Next, features of the second embodiment of the present invention will be described with reference to FIG. For the SC14 and the NSR catalyst 16 having a ternary function, an OSC material such as ceria is used as one component of the carrier for the purpose of enhancing robustness. This OSC material has an oxygen absorption / release capability, absorbs oxygen in a lean atmosphere, and releases oxygen in a rich atmosphere. For this reason, a part of the reducing agent discharged in the early stage of the rich spike tends to be used for the oxygen storage reaction in the OSC material. Therefore, if the target A / F during the rich spike execution period is controlled to be constant as in the system of the first embodiment described above, the desired target A / F is realized in the initial period of the rich spike. It is also assumed that it has not been done.

Therefore, in the system of the second embodiment, two stages of rich spikes are executed. FIG. 6 is a diagram for explaining a two-stage rich spike. As shown in this figure, the ECU 30 sets the target A / F (for example, the second stage) for the control A / F (hereinafter, the second stage A / F) of the second stage rich spike from the map shown in FIG. A / F = 13), and the rich spike control A / F of the first stage (hereinafter, the first stage A / F) is richer than the second stage A / F (for example, the first stage A / F = 12). Part of the rich component of the first stage rich spike is used for the oxygen storage reaction in the OSC material. For this reason, by executing the above-described two-stage rich spike, it is possible to effectively suppress the air-fuel ratio deviation in the initial period of the rich spike.

The first stage A / F may be a fixed value that is richer than the second stage A / F, but the first stage A / F and its period so as to compensate for the consumption of the reducing agent by the OSC material. Is preferably set. As a result, it is possible to effectively eliminate the influence of the oxygen release reaction of the OSC material and realize a desired target A / F throughout the rich spike period.

In the second embodiment described above, the first stage A / F is the “first air-fuel ratio” in the fifth aspect of the invention, and the first stage A / F is the “second stage” in the fifth aspect of the invention. It corresponds to “air-fuel ratio”.

Embodiment 3 FIG.
[Features of Embodiment 3]
Next, a third embodiment of the present invention will be described with reference to FIG. The third embodiment can be realized by executing a routine shown in FIG. 7 to be described later using the system shown in FIG.

In the system of the first embodiment described above, the target A / F at the time of rich spike is variably set according to the travel distance. Thereby, a high NOx purification rate can be realized by the combination of the NSR catalyst 16 and the SCR 18 regardless of the deterioration degree of the SCR 18 with time.

Here, in the NSR catalyst 16 and the SCR 18, a nitrous oxide (N ₂ O) generation reaction occurs in addition to the NOx purification reaction. N ₂ O is said to be a greenhouse gas about 300 times as much as carbon dioxide, and it is preferable to suppress emissions as much as possible. This N ₂ O production reaction tends to occur particularly in an environment where the catalyst bed temperature is low, that is, the catalyst activity is low. Therefore, in the system of the third embodiment, when the bed temperatures of the NSR catalyst 16 and the SCR 18 are lower than the predetermined reference temperature, the target A / F at the rich spike specified by the map shown in FIG. It will be corrected to the air-fuel ratio on the side. As the exhaust air-fuel ratio at the time of rich spike is the rich air-fuel ratio, the combustion reaction in the catalyst is activated. Therefore, it is possible to effectively suppress the N 2 _O formation reaction.

The target A / F may be corrected by mapping the correction amount for each target A / F, or by multiplying the target A / F by a predetermined coefficient. However, since an extreme rich air-fuel ratio has problems such as deterioration of fuel consumption and a decrease in the amount of NH ₃ produced, it is preferable to set an optimal correction amount in consideration of these. Further, the catalyst bed temperature may be detected by providing a temperature sensor for each catalyst, or may be estimated from the operating conditions and states of the internal combustion engine 10 using a known method. Further, it is preferable to acquire the catalyst bed temperatures of both the NSR catalyst 16 and the SCR 18, but if any catalyst bed temperature is detected, at least the above-described invention can be implemented.

[Specific Processing in Embodiment 3]
Next, with reference to FIG. 7, the specific content of the process performed in this Embodiment is demonstrated. FIG. 7 is a flowchart of a routine in which the ECU 30 executes rich spike control. Note that the routine shown in FIG. 7 is repeatedly executed during the lean operation of the internal combustion engine 10.

In the routine shown in FIG. 4, it is first determined whether or not the rich spike execution condition is satisfied (step 200). Here, specifically, the same processing as in step 100 is executed. As a result, if the establishment of NOx storage amount ≧ storage limit amount is not recognized, it is determined that the rich spike execution condition has not yet been established, and this step 200 is repeatedly executed.

On the other hand, if the establishment of NOx occlusion amount ≥ occlusion limit amount is recognized in step 200, it is determined that the rich spike execution condition is established, the process proceeds to the next step, and the target A at the time of rich spike is determined. / F is read (step 202). Here, specifically, the same processing as in step 102 is executed.

Next, it is determined whether or not the catalyst bed temperature of the NSR catalyst 16 and / or the SCR 18 is lower than a predetermined temperature (step 204). Here, the catalyst bed temperature T of each catalyst is estimated based on the detection signal of the temperature sensor arrange | positioned at each catalyst. Then, it is determined whether each of these catalyst bed temperatures is lower than a predetermined temperature k. As a result, if establishment of catalyst bed temperature <predetermined temperature is not recognized, it is determined that the N 2 O generation rate in each catalyst is low, the process proceeds to the next step, and the target A / Rich spike control by F is executed (step 204).

On the other hand, when establishment of catalyst bed temperature <predetermined temperature is recognized, it is determined that the N 2 O generation rate in each catalyst is high, the process proceeds to the next step, and the target A / F read in step 202 is read. Is corrected to the rich side and rich spike control is executed (step 206).

As described above, according to the system of the present embodiment, the target A / F during the rich spike is corrected to the rich side when the catalyst bed temperature is lower than the predetermined temperature. Thereby, the situation where a large amount of N ₂ O, which is a greenhouse gas, is released to the atmosphere can be effectively suppressed.

By the way, in Embodiment 3 described above, the target A / F during the rich spike execution period is controlled to be constant as in Embodiment 1 described above, but as in Embodiment 2 described above, Two rich spikes may be executed. In this case, at least the second stage A / F may be corrected according to the catalyst bed temperature. Thereby, discharge of N ₂ O can be effectively suppressed while eliminating the influence of the OSC material superimposed at the beginning of the rich spike.

In the third embodiment described above, the ECU 30 executes the process of step 202, and the “income means” in the first invention executes the process of

step

206 or 208. The “rich spike means” according to the first aspect of the present invention implements the “air-fuel ratio setting means” according to the first aspect of the present invention by executing the processing of step 202 described above.

In the above-described third embodiment, the ECU 30 executes the process of step 204, and the “bed temperature acquisition means” in the sixth aspect of the invention executes the process of step 208. The “correction means” in the sixth aspect of the invention is realized.

10 Internal combustion engine
12 Exhaust passage 14 Start catalyst (SC)
16 NOx storage reduction catalyst (NSR catalyst)
18 NOx selective reduction catalyst (SCR)
30 ECU (Electronic Control Unit)

Claims

An exhaust purification device for an internal combustion engine capable of lean operation,
A NOx occlusion reduction catalyst (hereinafter referred to as NSR catalyst) disposed in the exhaust passage of the internal combustion engine;
A NOx selective reduction catalyst (hereinafter referred to as SCR) disposed downstream of the NSR catalyst;
Obtaining means for obtaining information on the degradation degree of the SCR;
Rich spike means for executing a rich spike at a predetermined timing during lean operation,
The exhaust purification device for an internal combustion engine, wherein the rich spike means includes air / fuel ratio setting means for variably setting an exhaust air / fuel ratio at the time of the rich spike according to information on the degree of deterioration.
2. The exhaust gas purification apparatus for an internal combustion engine according to claim 1, wherein the acquisition means acquires a continuous travel distance of a vehicle on which the internal combustion engine is mounted as information on the degree of deterioration.
3. The exhaust emission control device for an internal combustion engine according to claim 2, wherein the air-fuel ratio setting means sets the exhaust air-fuel ratio at the rich spike to a rich value as the continuous travel distance is longer.
The exhaust purification of an internal combustion engine according to claim 2 or 3, wherein the air-fuel ratio setting means sets the exhaust air-fuel ratio at the time of the rich spike to a slight rich when the continuous travel distance is shorter than a predetermined distance. apparatus.
The rich spike means executes a two-stage rich spike for switching the exhaust air-fuel ratio during execution of the rich spike from the first air-fuel ratio to the second air-fuel ratio,
The air-fuel ratio setting means includes
2. The first air-fuel ratio is variably set according to information on the degree of deterioration, and the first air-fuel ratio is set to a richer value than the second air-fuel ratio. 5. An exhaust emission control device for an internal combustion engine according to any one of claims 4 to 4.
Bed temperature acquisition means for acquiring the bed temperature of the NSR catalyst and / or SCR;
Correction means for correcting the air-fuel ratio set by the air-fuel ratio setting means in the rich direction when the bed temperature is lower than a predetermined reference value;
The exhaust emission control device for an internal combustion engine according to claim 1, further comprising: