JP2007032431A - Exhaust emission control device - Google Patents

Exhaust emission control device Download PDF

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JP2007032431A
JP2007032431A JP2005217191A JP2005217191A JP2007032431A JP 2007032431 A JP2007032431 A JP 2007032431A JP 2005217191 A JP2005217191 A JP 2005217191A JP 2005217191 A JP2005217191 A JP 2005217191A JP 2007032431 A JP2007032431 A JP 2007032431A
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catalyst
purification rate
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JP4502899B2 (en
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Kouta Ikeuchi
皇太 池内
Junichi Kurita
潤一 栗田
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Honda Motor Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust emission control device capable of exhibiting an enhanced nitrogen oxides purification rate. <P>SOLUTION: This exhaust emission control device is provided with an upstream catalyst disposed in the upstream side of an exhaust pipe of an internal combustion engine in order to purify the nitrogen oxides in exhaust gas, a downstream catalyst disposed in the downstream side of the exhaust pipe of the internal combustion engine in order to purify the nitrogen oxides in the exhaust gas, a passage for bypassing the catalyst on the upstream side, a switch means for switching a flow passage of the exhaust gas to the upstream catalyst side or the passage side, a means for detecting an operation state of the internal combustion engine, a means for estimating a purification rate of the upstream catalyst and the downstream catalyst in accordance with the operation state, and a means for controlling the switch means so that the flow passage is switched to the upstream catalyst side when the purification rate of the upstream catalyst is higher than the purification rate of the downstream catalyst and to the passage side when the purification rate of the downstream catalyst is higher than the purification rate of the upstream catalyst. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、内燃機関の排気ガス浄化装置に関する。より詳細には、本発明は、排気ガス中のNOｘを浄化する装置に関する。   The present invention relates to an exhaust gas purification device for an internal combustion engine. More particularly, the present invention relates to an apparatus for purifying NOx in exhaust gas.

従来、ディーゼルエンジンやリーンバーンガソリンエンジンの排気ガスから、炭化水素（ＨＣ）を還元剤として窒素酸化物（ＮＯｘ）を浄化するタイプの触媒が知られている。このような触媒では、還元剤であるＨＣと浄化すべきＮＯｘとの比率（ＨＣ／ＮＯｘ比）が高いほど、ＮＯｘ浄化率が高くなることが知られている。   Conventionally, a catalyst of a type that purifies nitrogen oxide (NOx) from exhaust gas of a diesel engine or lean burn gasoline engine using hydrocarbon (HC) as a reducing agent is known. In such a catalyst, it is known that the higher the ratio of the reducing agent HC to the NOx to be purified (HC / NOx ratio), the higher the NOx purification rate.

特許文献１では、排気系に並列に設置された高温用触媒と低温用触媒を運転状態に応じて切り換えることにより、ＮＯｘ浄化率を向上させる技術が開示されている。この技術は、排気温度に応じて排気を流す触媒を切り換え、さらに高温用触媒のＨＣ吸着量が所定値以下のときは排気温度が所定値未満の場合でも、高温用触媒に排気を流すように構成されている。これにより、ＮＯｘ排出量の最も多い加速運転時において、高温用触媒に吸着してあるＨＣを用いてＨＣ／ＮＯｘ比を高めるので、ＮＯｘ浄化率を向上させることができる。   Patent Document 1 discloses a technique for improving the NOx purification rate by switching a high-temperature catalyst and a low-temperature catalyst installed in parallel to the exhaust system according to the operating state. In this technology, the catalyst for flowing exhaust gas is switched according to the exhaust temperature, and when the HC adsorption amount of the high temperature catalyst is below a predetermined value, the exhaust gas is allowed to flow through the high temperature catalyst even if the exhaust temperature is lower than the predetermined value. It is configured. As a result, at the time of acceleration operation with the largest NOx emission amount, the HC / NOx ratio is increased using HC adsorbed on the high-temperature catalyst, so that the NOx purification rate can be improved.

特許文献２では、直列に配置された温度特性の異なる２つの触媒の上流に、容量の異なる２つのＨＣ吸着材を並列に配置し、排気温度などに応じて吸着材を切り換えることにより、複数の触媒活性温度域に合わせてＨＣ／ＮＯｘ比を適正化する技術が開示されている。この技術は、吸着材の容量の違いからＨＣ脱離特性を変えることができるので、あらゆる温度条件で、必要なＨＣ／ＮＯｘ比にすることが可能となり、ＮＯｘ浄化率を向上させることができる。
特開平７−３０１１１４号公報 特開平１０−２５２４５４号公報 In Patent Literature 2, two HC adsorbents having different capacities are arranged in parallel upstream of two catalysts having different temperature characteristics arranged in series, and the adsorbents are switched in accordance with the exhaust temperature or the like. A technique for optimizing the HC / NOx ratio in accordance with the catalyst activation temperature range is disclosed. Since this technique can change the HC desorption characteristics due to the difference in the capacity of the adsorbent, it becomes possible to obtain a necessary HC / NOx ratio under any temperature condition and improve the NOx purification rate.
JP 7-301114 A JP-A-10-252454

しかし、特許文献１の技術では、２つの触媒を並列に配置しているため、各触媒のＮＯｘ浄化に適正な温度範囲では良好なＮＯｘ浄化率となるが、排気温度が高温用触媒の許容温度を超えた場合には、ＮＯｘ浄化率が悪化してしまう可能性がある。   However, in the technique of Patent Document 1, since two catalysts are arranged in parallel, a good NOx purification rate is obtained in a temperature range appropriate for NOx purification of each catalyst, but the exhaust temperature is an allowable temperature of the high-temperature catalyst. When the value exceeds the NOx purification rate, the NOx purification rate may deteriorate.

また、特許文献２の技術では、吸着材をエンジン直下に並列に配置する必要があり、排気系のレイアウトに困難性が残る。また、浄化性能向上のためだけにデバイスを余分に設置するためコストもかかる。   Moreover, in the technique of Patent Document 2, it is necessary to arrange the adsorbent in parallel directly under the engine, and there remains difficulty in the layout of the exhaust system. In addition, an extra device is installed only for the purpose of improving the purification performance.

さらに、特許文献２の技術では、触媒の浄化効率を高めるためにポスト噴射で還元剤（ＨＣ）を供給する公知の技術が、温度特性の異なる２つの触媒を直列に配置しているため、下流側の触媒には使えない可能性がある。特許文献２の技術では、還元剤となるＨＣが必ず上流側の触媒を通過しなければならず、還元剤が上流側触媒で反応してしまい、下流触媒に必要な量の還元剤が届かない場合がある。   Furthermore, in the technique of Patent Document 2, a known technique for supplying a reducing agent (HC) by post-injection in order to increase the purification efficiency of the catalyst arranges two catalysts having different temperature characteristics in series. It may not be used for the catalyst on the side. In the technique of Patent Document 2, HC as a reducing agent must pass through the upstream catalyst, and the reducing agent reacts with the upstream catalyst, and the necessary amount of reducing agent does not reach the downstream catalyst. There is a case.

本発明で提供する排気ガス浄化装置は、内燃機関の排気管の上流側に設置された、排気中のNOｘを浄化する上流触媒と、内燃機関の排気管の下流側に設置された、排気中のNOｘを浄化する下流触媒と、上流の触媒をバイパスする通路と、上流触媒側または通路側に排気の流路を切り換える切換手段と、内燃機関の運転状態を検出する手段と、運転状態に応じて上流触媒および下流触媒の浄化率を推定する手段と、上流触媒の浄化率が下流触媒の浄化率より高い場合は上流触媒側へ、下流触媒の浄化率が前記上流触媒の浄化率より高い場合は前記通路側へと前記流路を切り換えるように切換手段を制御する手段と、を有する。   An exhaust gas purification apparatus provided in the present invention is an exhaust catalyst installed on the upstream side of an exhaust pipe of an internal combustion engine, which purifies NOx in the exhaust, and an exhaust catalyst installed on the downstream side of the exhaust pipe of the internal combustion engine. A downstream catalyst for purifying NOx, a passage for bypassing the upstream catalyst, a switching means for switching the exhaust flow path to the upstream catalyst side or the passage side, means for detecting the operating state of the internal combustion engine, and depending on the operating state Means for estimating the purification rate of the upstream catalyst and downstream catalyst, and when the purification rate of the upstream catalyst is higher than the purification rate of the downstream catalyst, to the upstream catalyst side, and when the purification rate of the downstream catalyst is higher than the purification rate of the upstream catalyst Comprises means for controlling the switching means to switch the flow path to the passage side.

この発明により、上流触媒および下流触媒のうち、ＮＯｘ浄化率の高い方の触媒を適宜選択するので、ＮＯｘを効率的に浄化することができる。また、上流触媒が高温となり、NOｘ浄化性能を保てない運転領域では、バイパス通路を介して排気温度の低い下流触媒に直接還元剤を投入してNOｘ浄化を行うので、還元剤を上流触媒で反応させてしまう問題も解消されＮＯｘ浄化効率が向上する。また、NOｘ浄化性能の向上が見込めない300℃以上の排気温度では、バイパスされるため、上流触媒の熱劣化も抑制できる。   According to the present invention, the catalyst having the higher NOx purification rate is appropriately selected from the upstream catalyst and the downstream catalyst, so that NOx can be efficiently purified. In addition, in the operation region where the upstream catalyst becomes hot and the NOx purification performance cannot be maintained, NOx purification is performed by directly introducing the reducing agent into the downstream catalyst having a low exhaust temperature via the bypass passage. The problem of reacting is also eliminated, and the NOx purification efficiency is improved. Further, since the exhaust gas is bypassed at an exhaust temperature of 300 ° C. or higher where no improvement in NOx purification performance is expected, thermal deterioration of the upstream catalyst can be suppressed.

本発明の一実施形態では、排気ガス浄化装置は、上流触媒および下流触媒の温度を検出する温度検出手段をさらに有する。また、上述の運転状態には、温度検出手段によって計測された上流触媒および下流触媒の温度が含まれる。   In one embodiment of the present invention, the exhaust gas purification device further includes temperature detection means for detecting the temperatures of the upstream catalyst and the downstream catalyst. Further, the above-described operation state includes the temperatures of the upstream catalyst and the downstream catalyst measured by the temperature detecting means.

本発明の一実施形態では、浄化率を推定する手段は、運転状態に応じてHC／NOx比を推定する。そして、このHC／Nox比と上流触媒の温度から上流触媒の浄化率を推定し、HC／Nox比と下流触媒の温度から下流触媒の浄化率を推定する。   In one embodiment of the present invention, the means for estimating the purification rate estimates the HC / NOx ratio according to the operating state. Then, the purification rate of the upstream catalyst is estimated from the HC / Nox ratio and the temperature of the upstream catalyst, and the purification rate of the downstream catalyst is estimated from the HC / Nox ratio and the temperature of the downstream catalyst.

次に、図面を参照して、本発明である排気ガス浄化装置の実施形態を説明する。図１は、本発明の実施形態に従う、車両に搭載される内燃機関（以下「エンジン」という）およびその制御装置の全体的な構成図である。   Next, an embodiment of an exhaust gas purifying apparatus according to the present invention will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of an internal combustion engine (hereinafter referred to as “engine”) mounted on a vehicle and a control device thereof according to an embodiment of the present invention.

電子制御ユニット（以下、「ＥＣＵ」）という）１００は、車両各部から送られてくるデータを受け入れる入力インタフェース１００ｂ、車両の各部の制御を行うための演算を実行するＣＰＵ１００ａ、読取り専用メモリ（ＲＯＭ）および一時記憶用のランダムアクセスメモリ（ＲＡＭ）を有するメモリ１００ｄ、および車両の各部に制御信号を送る出力インタフェース１００ｃを備えるコンピュータである。メモリ１００ｄのＲＯＭには、車両の各部の制御を行うためのプログラムおよび各種のデータが格納されている。   An electronic control unit (hereinafter referred to as “ECU”) 100 includes an input interface 100b that accepts data sent from each part of the vehicle, a CPU 100a that performs operations for controlling each part of the vehicle, and a read-only memory (ROM). And a memory 100d having a random access memory (RAM) for temporary storage, and an output interface 100c for sending a control signal to each part of the vehicle. The ROM of the memory 100d stores a program for controlling each part of the vehicle and various data.

本発明に従う排気ガスの浄化処理のためのプログラム、および該プログラムの実行の際に用いるデータおよびテーブルは、メモリ１００ｄのＲＯＭに格納されている。このＲＯＭは、ＥＥＰＲＯＭのような書替え可能なＲＯＭであっても良い。ＲＡＭには、ＣＰＵ１００ａによる演算の作業領域が設けられ、車両の各部から送られてくるデータおよび車両の各部に送り出す制御信号が一時的に記憶される。   A program for purifying exhaust gas according to the present invention, and data and tables used when executing the program are stored in the ROM of the memory 100d. This ROM may be a rewritable ROM such as an EEPROM. The RAM is provided with a work area for calculation by the CPU 100a, and temporarily stores data sent from each part of the vehicle and control signals sent to each part of the vehicle.

ＥＣＵ１００に向けて送られたセンサ出力等の各種信号は入力インタフェース１００ｂに渡され、アナログ−デジタル変換される。ＣＰＵ１００ａは、変換されたデジタル信号を、メモリ１００ｄに格納されているプログラムに従って処理し、車両の各部へ送るための制御信号を作り出す。出力インタフェース１００ｃは、これらの制御信号を、インジェクタ１１０、切り換えバルブ１０５、およびその他不図示の各部位へと送る。   Various signals such as sensor output sent to the ECU 100 are transferred to the input interface 100b and converted from analog to digital. The CPU 100a processes the converted digital signal in accordance with a program stored in the memory 100d, and generates a control signal for sending to each part of the vehicle. The output interface 100c sends these control signals to the injector 110, the switching valve 105, and other parts not shown.

本実施形態ではエンジン１０１は、各気筒の燃焼室内に高圧燃料を噴射して自然発火させる直噴式のディーゼルエンジンである。ディーゼルエンジン１０１は、各気筒に取り付けられた、燃料を噴射するインジェクタ１１０の燃料噴射量および噴射時期を調整することにより、出力を制御する。   In this embodiment, the engine 101 is a direct-injection diesel engine that spontaneously ignites by injecting high-pressure fuel into the combustion chamber of each cylinder. The diesel engine 101 controls the output by adjusting the fuel injection amount and injection timing of an injector 110 that is attached to each cylinder and injects fuel.

インジェクタ１１０は、不図示のコモンレール（蓄圧室）に接続されており、ＥＣＵ１００からの信号により、圧縮行程上死点付近で筒内へ燃料の噴射（メイン噴射）を行う。さらに、インジェクタ１１０は、ＥＣＵ１００からの信号によりポスト噴射を行う。ポスト噴射とは、メイン噴射が終了した後の、膨張行程および排気行程において追加的に行う燃料噴射である。ポスト噴射を行うと、この燃料のエネルギーはエンジンの出力に変換されず、多くが熱エネルギーなどの排気エネルギーとなる。ポスト噴射によって、未燃焼燃料が多く排気として放出され、これら未燃焼燃料のエネルギーが排気浄化の処理に利用される。本実施形態では、このポスト噴射によって排気ガス中のＨＣを増加し、ＨＣを還元剤としてＮＯｘ浄化処理を実施する。   The injector 110 is connected to a common rail (accumulation chamber) (not shown), and injects fuel (main injection) into the cylinder near the top dead center of the compression stroke by a signal from the ECU 100. Further, the injector 110 performs post injection according to a signal from the ECU 100. Post injection is fuel injection that is additionally performed in the expansion stroke and the exhaust stroke after the main injection is completed. When post-injection is performed, the energy of the fuel is not converted into engine output, and most of the energy is exhaust energy such as heat energy. By the post injection, a large amount of unburned fuel is discharged as exhaust gas, and the energy of the unburned fuel is used for the exhaust purification process. In the present embodiment, the HC in the exhaust gas is increased by the post injection, and the NOx purification process is performed using HC as a reducing agent.

ディーゼルエンジン１０１には、クランク角センサ１１１が設けられている。クランク角センサ１１１は、クランクシャフトの回転に伴い、パルス信号であるＣＲＫ信号をＥＣＵ１００に出力する。ＣＲＫ信号は、所定のクランク角（たとえば、３０度）で出力されるパルス信号である。ＥＣＵ１００は、ＣＲＫ信号に応じ、エンジン１０１の回転数ＮＥを算出する。尚、ＥＣＵ１００のメモリには、エンジン出力とトルク値のマップが格納されており、算出されたエンジン回転数から適宜これらを求めることができるようになっている。   The diesel engine 101 is provided with a crank angle sensor 111. The crank angle sensor 111 outputs a CRK signal, which is a pulse signal, to the ECU 100 as the crankshaft rotates. The CRK signal is a pulse signal output at a predetermined crank angle (for example, 30 degrees). ECU 100 calculates engine speed NE of engine 101 in accordance with the CRK signal. Note that a map of engine output and torque value is stored in the memory of the ECU 100, and these can be appropriately obtained from the calculated engine speed.

エンジン１０１に接続された排気管１０２内には、排気ガス中のNOｘを浄化するための触媒１０３、１０４が設置されている。これらの触媒１０３、１０４は、排気ガスに含まれるHCを還元剤として利用し、酸素過剰（リーン）下で排気ガス中のNOｘを浄化する、直接分解型の還元触媒である。   In the exhaust pipe 102 connected to the engine 101, catalysts 103 and 104 for purifying NOx in the exhaust gas are installed. These catalysts 103 and 104 are direct decomposition type reduction catalysts that use HC contained in exhaust gas as a reducing agent and purify NOx in the exhaust gas under excess oxygen (lean).

本実施形態では、２つの触媒１０３、１０４が排気管１０２内に設置される。一方は、排気管１０２の上流側、エンジン１０１の直下に設置された触媒（以下「上流触媒」という）１０３である。他方は、排気管１０２の下流側、エンジンから離れた位置（例えば車体の床下）に設置された触媒（以下「下流触媒」という）１０４である。上流触媒１０３および下流触媒１０４は、同一のＮＯｘ浄化特性を備える触媒である。本実施形態は、エンジン１０１の運転状態に応じて、上流触媒１０３および下流触媒１０４を使い分けることによりNOｘ浄化率を向上させることが可能となる。   In the present embodiment, two catalysts 103 and 104 are installed in the exhaust pipe 102. One is a catalyst 103 (hereinafter referred to as “upstream catalyst”) 103 installed on the upstream side of the exhaust pipe 102 and immediately below the engine 101. The other is a catalyst (hereinafter referred to as “downstream catalyst”) 104 installed downstream of the exhaust pipe 102 and at a position away from the engine (for example, under the floor of the vehicle body). The upstream catalyst 103 and the downstream catalyst 104 are catalysts having the same NOx purification characteristics. In the present embodiment, the NOx purification rate can be improved by properly using the upstream catalyst 103 and the downstream catalyst 104 in accordance with the operating state of the engine 101.

切り換えバルブ１０５は、排気管１０２内の上流触媒の直前に設置される。切り換えバルブ１０５は、ＥＣＵ１００からの指令によって、排気の流れを上流触媒１０３の方向、または上流触媒１０３をバイパスするバイパス通路１０６の方向のいずれかに切り換える。切り換えバルブ１０５の動作によって、上流触媒１０３を迂回して下流触媒１０４へ直接還元剤を投入することが可能となる。   The switching valve 105 is installed immediately before the upstream catalyst in the exhaust pipe 102. The switching valve 105 switches the flow of the exhaust to either the direction of the upstream catalyst 103 or the direction of the bypass passage 106 that bypasses the upstream catalyst 103 according to a command from the ECU 100. By the operation of the switching valve 105, it becomes possible to bypass the upstream catalyst 103 and to input the reducing agent directly to the downstream catalyst 104.

図２は、切り換えバルブ１０５による排気の流れを示す図である。一般に、排気ガスの浄化処理は、排気温度の高いエンジン直下で実施するのが効率的である。この場合、切り換えバルブ１０５は、図２（ａ）に示すように、バイパス通路１０６を閉じ、排気ガスが全て上流触媒１０３を通過するように動作する。   FIG. 2 is a diagram showing the flow of exhaust by the switching valve 105. In general, it is efficient to perform exhaust gas purification processing directly under an engine having a high exhaust temperature. In this case, the switching valve 105 operates so that the bypass passage 106 is closed and all the exhaust gas passes through the upstream catalyst 103 as shown in FIG.

しかし、図４に示すように、一般にNOxを浄化する触媒は、排気温度が２５０℃を超えるとＮＯｘ浄化率が低下するという特性があり、エンジン直下での排気温度が高すぎると触媒の浄化性能は低下する。このような条件下では、排気温度が比較的低くなる下流触媒１０４でNOｘ浄化処理を実施する方が効率的である。この場合、切り換えバルブ１０５は、図２（ｂ）に示すように、上流触媒１０３側の通路を閉じ、排気ガスがバイパス通路１０６を通過するように動作する。このとき、上流触媒１０３でのＮＯｘ浄化処理は実施されず、浄化率の良い下流触媒１０４でＮＯｘ浄化が実施されるので、装置の浄化効率は向上する。また、排気ガスに含まれる還元剤（ＨＣ）は、上流触媒１０３を通過しないので、上流触媒１０３で反応することなく直接下流触媒１０４に到達させることができる。このため、下流触媒１０４でも十分なＨＣ／ＮＯｘ比でのＮＯｘ浄化処理が可能となり、装置のＮＯｘ浄化効率が向上する。   However, as shown in FIG. 4, the catalyst for purifying NOx generally has a characteristic that the NOx purification rate decreases when the exhaust temperature exceeds 250 ° C., and the purification performance of the catalyst when the exhaust temperature directly under the engine is too high. Will decline. Under such conditions, it is more efficient to perform the NOx purification process with the downstream catalyst 104 whose exhaust temperature is relatively low. In this case, the switching valve 105 operates so as to close the passage on the upstream catalyst 103 side and allow the exhaust gas to pass through the bypass passage 106, as shown in FIG. At this time, the NOx purification process in the upstream catalyst 103 is not performed, and the NOx purification is performed in the downstream catalyst 104 with a high purification rate, so that the purification efficiency of the apparatus is improved. Moreover, since the reducing agent (HC) contained in the exhaust gas does not pass through the upstream catalyst 103, it can reach the downstream catalyst 104 directly without reacting with the upstream catalyst 103. For this reason, even the downstream catalyst 104 can perform the NOx purification process with a sufficient HC / NOx ratio, and the NOx purification efficiency of the apparatus is improved.

再び図１に戻り説明を続けると、ディーゼルパティキュレートフィルタ（以下「ＤＰＦ」という）１０７が、排気管１０２内の上流触媒１０３およびバイパス通路１０６の下流側に設置されている。ＤＰＦ１０７は、排気中に含まれる粒子状物質（パティキュレート。以下「ＰＭ」という）を捕集する。ＤＰＦ１０２内に堆積したＰＭは、例えばポスト噴射などでフィルタ内温度を高温に制御することにより燃焼され、ＤＰＦ１０２から除去される。   Returning to FIG. 1 again and continuing the description, a diesel particulate filter (hereinafter referred to as “DPF”) 107 is installed on the downstream side of the upstream catalyst 103 and the bypass passage 106 in the exhaust pipe 102. The DPF 107 collects particulate matter (particulates, hereinafter referred to as “PM”) contained in the exhaust gas. The PM accumulated in the DPF 102 is burned by controlling the temperature in the filter to a high temperature by, for example, post injection, and is removed from the DPF 102.

第1の温度センサ１０８が、上流触媒１０３に取り付けられている。第1の温度センサ１０８は、上流触媒温度を計測して計測値をＥＣＵ１００へ送る。   A first temperature sensor 108 is attached to the upstream catalyst 103. The first temperature sensor 108 measures the upstream catalyst temperature and sends the measured value to the ECU 100.

また、第2の温度センサ１０９が、下流触媒１０４に取り付けられている。第２の温度センサ１０９は、下流触媒温度を計測して計測値をＥＣＵ１００へ送る。   A second temperature sensor 109 is attached to the downstream catalyst 104. The second temperature sensor 109 measures the downstream catalyst temperature and sends the measured value to the ECU 100.

なお、第１の温度センサ１０８および第２の温度センサ１０９は、触媒に直接取り付ける形式ではなく、各触媒の直前に設置して排気温度を計測して触媒の温度を推定する形式でも良い。   The first temperature sensor 108 and the second temperature sensor 109 may not be directly attached to the catalyst, but may be a form in which the first temperature sensor 108 and the second temperature sensor 109 are installed immediately before each catalyst and the exhaust gas temperature is measured to estimate the catalyst temperature.

アクセル開度センサ１１３が、車両のアクセルペダルに取り付けられており、運転者によるアクセルの踏み込み量がＥＣＵ１００に送信されるようになっている。ＥＣＵ１００は、送信された踏み込み量から要求されるエンジンの出力値およびトルク値を演算して、エンジン１０１が要求されるこれらの値を出力するように、インジェクタ１１０の燃料噴射量などを制御する。   An accelerator opening sensor 113 is attached to the accelerator pedal of the vehicle, and the accelerator depression amount by the driver is transmitted to the ECU 100. The ECU 100 calculates the required engine output value and torque value from the transmitted depression amount, and controls the fuel injection amount of the injector 110 so that the engine 101 outputs these required values.

さらに、不図示としたものもあるが、このディーゼルエンジン１０１を運転するために必要な他のセンサ類（吸気管圧力センサ）や、各種装置（ターボチャージャ、コモンレール（蓄圧室）など）が取り付けられている。   Further, although not shown, other sensors (intake pipe pressure sensor) necessary for operating the diesel engine 101 and various devices (such as a turbocharger and a common rail (accumulation chamber)) are attached. ing.


本実施形態による排気ガスの浄化処理のための一連の処理は、上述のハードウェアを利用して、ＥＣＵ１００内に組み込まれたソフトウェアプログラムによって実行される。図３は、ＥＣＵ１００における排気ガス浄化処理のうち、切り換えバルブ１０５の制御の機能ブロック図である。
A series of processing for exhaust gas purification processing according to the present embodiment is executed by a software program incorporated in the ECU 100 using the hardware described above. FIG. 3 is a functional block diagram of control of the switching valve 105 in the exhaust gas purification process in the ECU 100.

燃料噴射量算出部２０１は、アクセル開度センサ１１３によって計測されたアクセルの踏み込み量に基づいて、所望の駆動トルクを出力するのに最適な燃料噴射量Ｑを算出する。燃料噴射量Ｑは、メモリ１００ｄに記憶されている変換マップを用いて求められる。   The fuel injection amount calculation unit 201 calculates an optimum fuel injection amount Q for outputting a desired drive torque based on the accelerator depression amount measured by the accelerator opening sensor 113. The fuel injection amount Q is obtained using a conversion map stored in the memory 100d.

ＨＣ／ＮＯｘ比推定部２０３は、クランク角センサ１１１によって計測されたエンジン回転数ＮＥと、燃料噴射量算出部２０１によって求められた燃料噴射量Ｑに基づいて、メモリ１００ｄに記憶された推定マップから現在の排気ガスのＨＣ／ＮＯｘ比を求める。ここで、ＨＣ／ＮＯｘ比の推定は、メイン噴射による燃料噴射量Ｑの他に、ポスト噴射によって排気中に混合される燃料の影響を考慮した形式でも良い。この場合、ポスト噴射量はエンジンの運転状態に応じて決定され、また、エンジンの運転状態はエンジン回転数ＮＥと燃料噴射量Ｑから推定できるので、ポスト噴射量を加味したＨＣ／ＮＯｘ比推定マップが予め作成可能であり、メモリ１００ｄに記憶されている。そして、この推定マップを用いて、エンジン回転数ＮＥおよび燃料噴射量Ｑに応じたＨＣ／ＮＯｘ比が推定される。   The HC / NOx ratio estimator 203 is based on the estimated map stored in the memory 100d based on the engine speed NE measured by the crank angle sensor 111 and the fuel injection amount Q obtained by the fuel injection amount calculator 201. Obtain the HC / NOx ratio of the current exhaust gas. Here, the HC / NOx ratio may be estimated in consideration of the influence of the fuel mixed in the exhaust gas by the post injection in addition to the fuel injection amount Q by the main injection. In this case, the post-injection amount is determined according to the operating state of the engine, and the operating state of the engine can be estimated from the engine speed NE and the fuel injection amount Q. Therefore, an HC / NOx ratio estimation map that takes into account the post-injection amount Can be created in advance and stored in the memory 100d. Then, using this estimation map, the HC / NOx ratio corresponding to the engine speed NE and the fuel injection amount Q is estimated.

上流触媒ＮＯｘ浄化率推定部２０５は、第1の温度センサ１０８で計測された上流触媒温度と、ＨＣ／ＮＯｘ比推定部２０３で求められた現在の排気ガスのＨＣ／ＮＯｘ比に基づいて、上流触媒のＮＯｘ浄化率を求める。ＮＯｘ浄化率は、メモリ１００ｄに記憶された、排気ガス温度およびＨＣ／ＮＯｘ比に対するＮＯｘ浄化率推定マップを用いて算出される。   Based on the upstream catalyst temperature measured by the first temperature sensor 108 and the current HC / NOx ratio of the exhaust gas determined by the HC / NOx ratio estimation unit 203, the upstream catalyst NOx purification rate estimation unit 205 Obtain the NOx purification rate of the catalyst. The NOx purification rate is calculated using a NOx purification rate estimation map stored in the memory 100d with respect to the exhaust gas temperature and the HC / NOx ratio.

下流触媒ＮＯｘ浄化率推定部２０７は、第２の温度センサ１０９で計測された上流触媒温度と、ＨＣ／ＮＯｘ比推定部２０３で求められた現在の排気ガスのＨＣ／ＮＯｘ比に基づいて、下流触媒のＮＯｘ浄化率を求める。下流触媒のＮＯｘ浄化率も、上流触媒と同じＮＯｘ浄化率推定マップを用いて算出される。   The downstream catalyst NOx purification rate estimation unit 207 is based on the upstream catalyst temperature measured by the second temperature sensor 109 and the current exhaust gas HC / NOx ratio obtained by the HC / NOx ratio estimation unit 203. Obtain the NOx purification rate of the catalyst. The NOx purification rate of the downstream catalyst is also calculated using the same NOx purification rate estimation map as that of the upstream catalyst.

ここで、ＮＯｘ浄化率推定マップは、図４に示すような触媒の特性を元に予め作成されている。図４は触媒温度に応じた触媒のＮＯｘ浄化率の推移の一例を示したグラフである。図の横軸は触媒温度［℃］であり、縦軸はＮＯｘ浄化率［％］である。図中、実線で示すグラフ３１は、排気ガスのＨＣ／ＮＯｘ比が２０のときの触媒のＮＯｘ浄化率の推移であり、点線で示すグラフ３３は、ＨＣ／ＮＯｘ比が１０のときのＮＯｘ浄化率の推移である。   Here, the NOx purification rate estimation map is created in advance based on the characteristics of the catalyst as shown in FIG. FIG. 4 is a graph showing an example of the transition of the NOx purification rate of the catalyst according to the catalyst temperature. The horizontal axis of the figure is the catalyst temperature [° C.], and the vertical axis is the NOx purification rate [%]. In the figure, a graph 31 indicated by a solid line is a transition of the NOx purification rate of the catalyst when the HC / NOx ratio of the exhaust gas is 20, and a graph 33 indicated by a dotted line is a NOx purification when the HC / NOx ratio is 10. It is the transition of the rate.

グラフに示されるように、触媒温度が２００〜２５０℃の範囲内において、触媒のNOｘ浄化率は急激に増大する。また、HC／NOｘ比が大きいほど、つまり排気ガスに含まれるHCの割合が増えるほど、NOｘ浄化率は向上する。   As shown in the graph, when the catalyst temperature is in the range of 200 to 250 ° C., the NOx purification rate of the catalyst increases rapidly. Moreover, the NOx purification rate improves as the HC / NOx ratio increases, that is, as the proportion of HC contained in the exhaust gas increases.

また、排気ガスのＨＣ／ＮＯｘ比が大きいと、ＮＯｘ浄化率の最大値もより大きな値をとるが、最大値をとる触媒温度はＨＣ／ＮＯｘ比によらずほぼ同一である。また、触媒温度に対するＮＯｘ浄化率の推移は、ＨＣ／ＮＯｘ比が異なっても相似的な挙動である。   Further, when the HC / NOx ratio of the exhaust gas is large, the maximum value of the NOx purification rate takes a larger value, but the catalyst temperature at which the maximum value is obtained is substantially the same regardless of the HC / NOx ratio. The transition of the NOx purification rate with respect to the catalyst temperature is similar even if the HC / NOx ratio is different.

このような触媒の特性から、触媒温度が、ＮＯｘ浄化率の推定に最も重要な要素であることがわかる。さらに、ＨＣ／ＮＯｘ比を利用することにより、精度良くＮＯｘ浄化率を推定することができる。   From the characteristics of such a catalyst, it can be seen that the catalyst temperature is the most important factor for estimating the NOx purification rate. Furthermore, the NOx purification rate can be accurately estimated by using the HC / NOx ratio.

触媒選択部２０９は、上流触媒１０３および下流触媒１０４のＮＯｘ浄化率を比較し、現時点でＮＯｘ浄化処理に最適な触媒を選択する。上流触媒１０３のＮＯｘ浄化率が高い場合、触媒選択部２０９は、上流触媒１０３でＮＯｘ浄化処理を実施することを決定し、バイパス通路１０６を閉じて排気が上流触媒を通過するように切り換えバルブ１０５に制御信号を送る（図２（ａ）を参照）。下流触媒１０４のＮＯｘ浄化率が高い場合、触媒選択部２０９は、下流触媒１０４でＮＯｘ浄化処理を実施し上流触媒１０３での浄化処理は実施しないことを決定し、上流触媒１０３側の排気管を閉じて排気ガスがバイパス通路１０６を通過するように制御信号を切り換えバルブ１０５に送る（図２（ｂ）を参照）。   The catalyst selection unit 209 compares the NOx purification rates of the upstream catalyst 103 and the downstream catalyst 104, and selects the optimum catalyst for the NOx purification processing at the present time. When the NOx purification rate of the upstream catalyst 103 is high, the catalyst selection unit 209 determines that the upstream catalyst 103 performs the NOx purification process, and closes the bypass passage 106 so that the exhaust passes through the upstream catalyst. A control signal is sent to (see FIG. 2A). When the NOx purification rate of the downstream catalyst 104 is high, the catalyst selection unit 209 determines that the downstream catalyst 104 performs the NOx purification process and does not perform the purification process in the upstream catalyst 103, and connects the exhaust pipe on the upstream catalyst 103 side. The control signal is sent to the switching valve 105 so that the exhaust gas is closed and the exhaust gas passes through the bypass passage 106 (see FIG. 2B).

図５は、本実施形態による切り換えバルブ１０５の制御のフローチャートである。   FIG. 5 is a flowchart of control of the switching valve 105 according to the present embodiment.

ステップＳ１０１において、インジェクタ１１０の燃料噴射量Ｑを算出する。燃料噴射量Ｑは、アクセル開度センサ１１３によって計測されたアクセルの踏み込み量に基づいて、メモリ１００ｄに記憶されている変換マップから求められる。   In step S101, the fuel injection amount Q of the injector 110 is calculated. The fuel injection amount Q is obtained from the conversion map stored in the memory 100d based on the accelerator depression amount measured by the accelerator opening sensor 113.

ステップＳ１０３において、現在の排気ガスのＨＣ／ＮＯｘ比を推定する。ＨＣ／ＮＯｘ比は、クランク角センサ１１１によって計測されたエンジン回転数ＮＥと、ステップＳ１０１で求めた燃料噴射量Ｑとに基づいて、ＨＣ／ＮＯｘ比推定マップから求められる。ＨＣ／ＮＯｘ比推定マップは、エンジンの運転領域毎のＨＣとＮＯｘの排出傾向により予め作成されメモリ１００ｄに記憶されている。   In step S103, the current HC / NOx ratio of the exhaust gas is estimated. The HC / NOx ratio is obtained from the HC / NOx ratio estimation map based on the engine speed NE measured by the crank angle sensor 111 and the fuel injection amount Q obtained in step S101. The HC / NOx ratio estimation map is created in advance and stored in the memory 100d based on the HC and NOx emission tendency for each engine operating region.

ステップＳ１０５において、上流触媒１０３および下流触媒１０４のＮＯｘ浄化率を推定する。ＮＯｘ浄化率は、各触媒の温度と、ステップＳ１０３で求めたＨＣ／ＮＯｘ比に基づくＮＯｘ浄化率推定マップを用いて求められる。   In step S105, the NOx purification rates of the upstream catalyst 103 and the downstream catalyst 104 are estimated. The NOx purification rate is obtained using the NOx purification rate estimation map based on the temperature of each catalyst and the HC / NOx ratio obtained in step S103.

ステップＳ１０７において、上流触媒１０３および下流触媒１０４のＮＯｘ浄化率を比較する。上流触媒のＮＯｘ浄化率が高い場合、ステップＳ１０９に進む。下流触媒のＮＯｘ浄化率が高い場合、ステップＳ１１１に進む。   In step S107, the NOx purification rates of the upstream catalyst 103 and the downstream catalyst 104 are compared. When the NOx purification rate of the upstream catalyst is high, the process proceeds to step S109. When the NOx purification rate of the downstream catalyst is high, the process proceeds to step S111.

ステップＳ１０９において、バイパス通路１０６を閉じるように切り換えバルブ１０５を制御する。ステップＳ１０７で上流触媒のＮＯｘ浄化率が下流触媒のものより良いと判定されたので、上流触媒１０３でＮＯｘ浄化処理が実施される。   In step S109, the switching valve 105 is controlled to close the bypass passage 106. Since it has been determined in step S107 that the NOx purification rate of the upstream catalyst is better than that of the downstream catalyst, the upstream catalyst 103 performs NOx purification processing.

ステップＳ１１１において、上流触媒側の通路を閉じるように切り換えバルブ１０５を制御する。ステップＳ１０７で下流触媒のＮＯｘ浄化率が上流触媒のものより良いと判定されたので、下流触媒１０４でＮＯｘ浄化処理が実施される。このとき、上流触媒１０３には排気ガスが通過しないので、排気ガスに含まれる還元剤（ＨＣ）は直接下流触媒のＮＯｘ浄化処理に利用される。   In step S111, the switching valve 105 is controlled so as to close the passage on the upstream catalyst side. Since it is determined in step S107 that the NOx purification rate of the downstream catalyst is better than that of the upstream catalyst, the downstream catalyst 104 performs NOx purification processing. At this time, since the exhaust gas does not pass through the upstream catalyst 103, the reducing agent (HC) contained in the exhaust gas is directly used for the NOx purification process of the downstream catalyst.

以上、本発明の具体的な実施例について説明した。しかし、本発明はこのような実施例に限定されるものではない。例えば、本発明による排気ガス浄化装置は、ディーゼルエンジンの代わりにリーンバーン運転を行うガソリンエンジンにも適用可能である。この場合、上述の実施形態で排気管１０２内に設置されているＤＰＦ１０７は不要である。   The specific embodiments of the present invention have been described above. However, the present invention is not limited to such examples. For example, the exhaust gas purification apparatus according to the present invention can be applied to a gasoline engine that performs lean burn operation instead of a diesel engine. In this case, the DPF 107 installed in the exhaust pipe 102 in the above-described embodiment is not necessary.

また、上述の実施形態では、排気のＨＣ／ＮＯｘ比を高めるためにポスト噴射を利用しているが、排気管内に直接還元剤を噴射する形式など他の手法を適用することも可能である。   In the above-described embodiment, post injection is used to increase the HC / NOx ratio of the exhaust gas. However, other methods such as a method of directly injecting a reducing agent into the exhaust pipe can be applied.

本発明の実施形態に従う、車両に搭載される内燃機関およびその制御装置の全体的な構成図である。1 is an overall configuration diagram of an internal combustion engine mounted on a vehicle and a control device thereof according to an embodiment of the present invention. 切り換えバルブによる排気の流れを示す図である。It is a figure which shows the flow of the exhaust_gas | exhaustion by a switching valve. 本発明の実施形態による切り換えバルブ制御の機能ブロック図である。It is a functional block diagram of switching valve control by an embodiment of the present invention. 触媒温度に応じた触媒のＮＯｘ浄化率の推移の一例を示したグラフである。It is the graph which showed an example of transition of the NOx purification rate of a catalyst according to catalyst temperature. 本発明の実施形態による切り換えバルブの制御のフローチャートである。It is a flowchart of control of the switching valve by embodiment of this invention.

符号の説明Explanation of symbols

１００ ＥＣＵ
１０１ エンジン
１０２ 排気管
１０３ 上流触媒
１０４ 下流触媒
１０５ 切り換えバルブ
１０６ バイパス通路
１０８ 第１の温度センサ
１０９ 第２の温度センサ
１１０ インジェクタ
１１１ クランク角度センサ
１１３ アクセル開度センサ
２０５ 上流触媒ＮＯｘ浄化率推定部
２０７ 下流触媒ＮＯｘ浄化率推定部
２０９ 触媒選択部

100 ECU
101 Engine 102 Exhaust pipe 103 Upstream catalyst 104 Downstream catalyst 105 Switching valve 106 Bypass passage 108 First temperature sensor 109 Second temperature sensor 110 Injector 111 Crank angle sensor 113 Accelerator opening sensor 205 Upstream catalyst NOx purification rate estimation unit 207 Downstream Catalyst NOx purification rate estimation unit 209 Catalyst selection unit

Claims (3)

内燃機関の排気管の上流側に設置された、排気中のNOｘを浄化する上流触媒と、
内燃機関の排気管の下流側に設置された、排気中のNOｘを浄化する下流触媒と、
上流の触媒をバイパスする通路と、
前記上流触媒側または前記通路側に前記排気の流路を切り換える切換手段と、
前記内燃機関の運転状態を検出する手段と、
前記運転状態に応じて前記上流触媒および下流触媒の浄化率を推定する手段と、
前記上流触媒の浄化率が下流触媒の浄化率より高い場合は前記上流触媒側へ、前記下流触媒の浄化率が前記上流触媒の浄化率より高い場合は前記通路側へと前記流路を切り換えるように前記切換手段を制御する手段と、
を有する排気ガス浄化装置。 An upstream catalyst installed on the upstream side of the exhaust pipe of the internal combustion engine for purifying NOx in the exhaust;
A downstream catalyst installed on the downstream side of the exhaust pipe of the internal combustion engine to purify NOx in the exhaust;
A passage that bypasses the upstream catalyst;
Switching means for switching the flow path of the exhaust to the upstream catalyst side or the passage side;
Means for detecting an operating state of the internal combustion engine;
Means for estimating a purification rate of the upstream catalyst and the downstream catalyst according to the operating state;
The flow path is switched to the upstream catalyst side when the purification rate of the upstream catalyst is higher than the purification rate of the downstream catalyst, and to the passage side when the purification rate of the downstream catalyst is higher than the purification rate of the upstream catalyst. Means for controlling the switching means;
An exhaust gas purifying apparatus. 前記上流触媒および前記下流触媒の温度を検出する温度検出手段をさらに有し、
前記運転状態は、前記温度検出手段によって計測された前記上流触媒および前記下流触媒の温度を含む、請求項１に記載の排気ガス浄化装置。 Temperature detecting means for detecting temperatures of the upstream catalyst and the downstream catalyst;
The exhaust gas purification device according to claim 1, wherein the operating state includes temperatures of the upstream catalyst and the downstream catalyst measured by the temperature detection means. 前記浄化率を推定する手段は、前記運転状態に応じてHC／NOx比を推定し、該HC／Nox比と前記上流触媒の温度から前記上流触媒の浄化率を推定し、該HC／Nox比と前記下流触媒の温度から前記下流触媒の浄化率を推定する、請求項２に記載の排気ガス浄化装置。

The means for estimating the purification rate estimates the HC / NOx ratio according to the operating state, estimates the purification rate of the upstream catalyst from the HC / Nox ratio and the temperature of the upstream catalyst, and the HC / Nox ratio. The exhaust gas purification device according to claim 2, wherein the purification rate of the downstream catalyst is estimated from the temperature of the downstream catalyst.

JP2005217191A 2005-07-27 2005-07-27 Exhaust gas purification device Expired - Fee Related JP4502899B2 (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04166607A (en) * 1990-10-31 1992-06-12 Mitsubishi Motors Corp Exhaust gas purifing device
JPH05263631A (en) * 1992-03-18 1993-10-12 Toyota Motor Corp Exhaust emission control device for internal combustion engine
JPH0814027A (en) * 1994-06-24 1996-01-16 Isuzu Motors Ltd Exhaust emission control device for diesel engine
JPH08303232A (en) * 1995-05-02 1996-11-19 Nippondenso Co Ltd Nitrogen oxides clarification device of internal combustion engine
JP2000265828A (en) * 1999-03-11 2000-09-26 Toyota Motor Corp Exhaust emission control device for internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04166607A (en) * 1990-10-31 1992-06-12 Mitsubishi Motors Corp Exhaust gas purifing device
JPH05263631A (en) * 1992-03-18 1993-10-12 Toyota Motor Corp Exhaust emission control device for internal combustion engine
JPH0814027A (en) * 1994-06-24 1996-01-16 Isuzu Motors Ltd Exhaust emission control device for diesel engine
JPH08303232A (en) * 1995-05-02 1996-11-19 Nippondenso Co Ltd Nitrogen oxides clarification device of internal combustion engine
JP2000265828A (en) * 1999-03-11 2000-09-26 Toyota Motor Corp Exhaust emission control device for internal combustion engine

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