JP2009228589A - Exhaust emission control system and its control device for exhaust emission control - Google Patents

Exhaust emission control system and its control device for exhaust emission control Download PDF

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JP2009228589A
JP2009228589A JP2008076106A JP2008076106A JP2009228589A JP 2009228589 A JP2009228589 A JP 2009228589A JP 2008076106 A JP2008076106 A JP 2008076106A JP 2008076106 A JP2008076106 A JP 2008076106A JP 2009228589 A JP2009228589 A JP 2009228589A
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fuel
exhaust
fuel addition
catalyst
temperature
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Yoshihiro Noda
佳大 野田
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Denso Corp
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Denso Corp
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Priority to JP2008076106A priority Critical patent/JP2009228589A/en
Priority to US12/372,148 priority patent/US20090235645A1/en
Priority to DE102009014459A priority patent/DE102009014459A1/en
Publication of JP2009228589A publication Critical patent/JP2009228589A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/02—Catalytic activity of catalytic converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/05—Systems for adding substances into exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust emission control system and its control device for exhaust emission control determining which causes exhaust gas temperature rise defect, abnormality of fuel addition valve or abnormality of oxidation catalyst. <P>SOLUTION: This control device for exhaust emission control commands a fuel addition valve to add fuel to an exhaust gas passage (S302) when regeneration of DPF is demanded (S300: Yes), and determines that the oxidation catalyst and the fuel addition valve are normal (S306, S308) if catalyst exhaust gas temperature of the oxidation catalyst rises higher than a prescribed value (S304: Yes). The control device for exhaust emission control commands a fuel injection valve to execute post injection (S312) when catalyst exhaust gas temperature is not higher than a prescribed value (S304: No). The control device for exhaust emission control determines that the oxidation catalyst is abnormal (S316) when catalyst exhaust gas temperature is not greater than the prescribed value (S314: No), and determines that the oxidation catalyst is normal (S318) and that the fuel addition valve is abnormal (S320) when catalyst exhaust gas temperature rises higher than the prescribed value (S314: Yes). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、排気浄化装置の上流側に酸化触媒を設置し、燃料添加弁から排気通路に添加された燃料が酸化触媒で酸化反応することにより排気温度を上昇させる排気浄化システムおよびその排気浄化制御装置に関する。   The present invention relates to an exhaust purification system in which an oxidation catalyst is installed on the upstream side of an exhaust purification device, and the fuel added to the exhaust passage from the fuel addition valve is oxidized by the oxidation catalyst to raise the exhaust temperature, and the exhaust purification control thereof Relates to the device.

排気浄化装置の上流側に酸化触媒を設置し、排気通路に添加された燃料が酸化触媒において酸化反応することにより排気温度を上昇させる排気浄化システムが知られている（例えば、特許文献１参照。）。   An exhaust purification system is known in which an oxidation catalyst is installed upstream of the exhaust purification device, and the fuel added to the exhaust passage undergoes an oxidation reaction in the oxidation catalyst to raise the exhaust temperature (see, for example, Patent Document 1). ).

排気処理装置としては、排気中からパティキュレートを捕集するＤＰＦ(Diesel Particulate Filter)等が設置される。ＤＰＦの再生時には、排気通路に燃料が添加され、酸化触媒で添加燃料が酸化反応して排気温度が上昇することにより、ＤＰＦが排気から捕集しているパティキュレートが燃焼して浄化される。   As the exhaust treatment device, a DPF (Diesel Particulate Filter) that collects particulates from the exhaust is installed. When the DPF is regenerated, fuel is added to the exhaust passage, and the added fuel is oxidized by the oxidation catalyst to raise the exhaust temperature, so that the particulates collected from the exhaust by the DPF are burned and purified.

ＤＰＦのように排気から捕集した有害成分を酸化触媒における添加燃料の反応熱により燃焼する排気処理装置用に限らず、例えば排気温度が低い場合に排気の温度を速やかに上昇させて排気処理装置による排気処理を促進するために、排気通路に燃料を添加し、酸化触媒における添加燃料の反応熱により排気温度を上昇させてもよい。   It is not limited to an exhaust treatment device that burns harmful components collected from the exhaust, such as DPF, by the reaction heat of the added fuel in the oxidation catalyst. For example, when the exhaust gas temperature is low, the exhaust gas temperature is quickly raised to increase the exhaust gas treatment device. In order to promote the exhaust treatment by the fuel, the fuel may be added to the exhaust passage, and the exhaust temperature may be raised by the reaction heat of the added fuel in the oxidation catalyst.

このような排気処理システムにおいては、内燃機関に燃料を噴射する燃料噴射弁がメイン噴射の後でポスト噴射を行うことにより排気通路に燃料を添加するか、排気通路に設置された燃料添加弁から排気通路に燃料を直接添加することが考えられる。尚、ポスト噴射とは、内燃機関における燃焼には寄与しない、あるいは動力発生には寄与しない噴射であって、特に排気行程において噴かれる燃料噴射を言う。
特開平９−２２２００９号公報 In such an exhaust treatment system, a fuel injection valve that injects fuel into the internal combustion engine adds fuel to the exhaust passage by performing post injection after the main injection, or from a fuel addition valve installed in the exhaust passage. It is conceivable to add fuel directly to the exhaust passage. The post-injection is an injection that does not contribute to the combustion in the internal combustion engine or does not contribute to the generation of power, and specifically, a fuel injection that is injected in the exhaust stroke.
Japanese Patent Laid-Open No. 9-222009

しかしながら、燃料添加弁を使用する場合、燃料添加弁に排気通路への燃料添加を指令したにも関わらず排気温度が上昇しないことがある。
このような場合、燃料添加弁から燃料が添加されているにも関わらず酸化触媒の故障のために酸化触媒で添加燃料が十分に酸化反応しないので排気温度が上昇しないのか、酸化触媒は正常であるが燃料添加弁の故障により燃料が添加されないので排気温度が上昇しないのかを判定することは困難である。その結果、排気温度の上昇不良を解決するために、酸化触媒または燃料添加弁を正常であるにもかかわらず交換するという問題が生じる。 However, when a fuel addition valve is used, the exhaust temperature may not rise even though the fuel addition valve is commanded to add fuel to the exhaust passage.
In such a case, although the fuel is being added from the fuel addition valve, the added fuel does not sufficiently oxidize with the oxidation catalyst due to the failure of the oxidation catalyst, so the exhaust temperature does not rise or the oxidation catalyst is normal. However, it is difficult to determine whether the exhaust temperature does not rise because fuel is not added due to a failure of the fuel addition valve. As a result, there arises a problem that the oxidation catalyst or the fuel addition valve is replaced in order to solve the poor rise in the exhaust temperature.

本発明は、上記問題を解決するためになされたものであり、排気温度の上昇不良が燃料添加弁または酸化触媒のいずれの異常によるものかを判定する排気浄化システムおよびその排気浄化制御装置を提供することを目的とする。   The present invention has been made to solve the above problems, and provides an exhaust purification system and an exhaust purification control device for determining whether an exhaust gas temperature increase failure is caused by an abnormality of a fuel addition valve or an oxidation catalyst. The purpose is to do.

請求項１から５に記載の発明によると、燃料添加弁による排気通路への燃料添加、または内燃機関に燃料を噴射する燃料噴射弁のポスト噴射による排気通路への燃料添加の一方を燃料制御手段が指令したときに温度取得手段が取得する触媒排気温度と、他方の燃料添加を燃料制御手段が指令したときに温度取得手段が取得する触媒排気温度とに基づいて、酸化触媒が異常であるか、燃料添加弁が異常であるかを判定する。   According to the first to fifth aspects of the present invention, one of fuel addition to the exhaust passage by the fuel addition valve or fuel addition to the exhaust passage by post injection of the fuel injection valve for injecting fuel to the internal combustion engine is the fuel control means. Is the oxidation catalyst abnormal based on the catalyst exhaust temperature acquired by the temperature acquisition means when commanded by the engine and the catalyst exhaust temperature acquired by the temperature acquisition means when the fuel control means commanded to add the other fuel? Then, it is determined whether the fuel addition valve is abnormal.

内燃機関に燃料を噴射する燃料噴射弁が正常に燃料を噴射しているか否かは、エンジン回転数等のセンサ出力により容易に判定できる。これにより、正常な燃料噴射弁にポスト噴射による燃料添加を指令し、燃料噴射弁からポスト噴射が実施され排気通路に燃料が添加されることを前提として、酸化触媒における触媒排気温度が上昇する場合は、活性化した酸化触媒により燃料の反応熱が生じているので酸化触媒は正常であると判定できる。一方、触媒排気温度が上昇しない場合は、酸化触媒が正常に活性化せず燃料の反応熱が十分に生じていないので酸化触媒は異常であると判定できる。   Whether or not the fuel injection valve that injects fuel into the internal combustion engine is normally injecting fuel can be easily determined by sensor output such as engine speed. As a result, when a normal fuel injection valve is commanded to add fuel by post-injection, and the post-injection is performed from the fuel injection valve and fuel is added to the exhaust passage, the catalyst exhaust temperature in the oxidation catalyst rises. Since the reaction heat of the fuel is generated by the activated oxidation catalyst, it can be determined that the oxidation catalyst is normal. On the other hand, if the catalyst exhaust temperature does not rise, it can be determined that the oxidation catalyst is abnormal because the oxidation catalyst is not normally activated and the reaction heat of the fuel is not sufficiently generated.

また、燃料添加弁に排気通路への燃料添加を指令したときに、触媒排気温度が上昇すると、燃料添加弁から燃料が添加されており、活性化した酸化触媒により燃料の反応熱が生じていると判定できる。この場合、燃料添加弁および酸化触媒は正常である。   In addition, when the fuel addition valve is commanded to add fuel to the exhaust passage, if the catalyst exhaust temperature rises, fuel is added from the fuel addition valve, and the reaction heat of the fuel is generated by the activated oxidation catalyst. Can be determined. In this case, the fuel addition valve and the oxidation catalyst are normal.

一方、燃料添加弁に排気通路への燃料添加を指令したときに、触媒排気温度が上昇しない原因は、燃料添加弁から燃料が添加されていないか、あるいは酸化触媒が正常に活性化せず燃料の反応熱が十分に生じていないかのどちらか、あるいは両方である。   On the other hand, when the fuel addition valve is commanded to add fuel to the exhaust passage, the reason why the catalyst exhaust temperature does not rise is that fuel is not added from the fuel addition valve or the oxidation catalyst is not activated normally Either the heat of reaction is not sufficiently generated or both.

したがって、正常であると容易に確認できる燃料噴射弁にポスト噴射による排気通路への燃料添加を指令したときの触媒排気温度と、燃料添加弁に排気通路への燃料添加を指令したときの触媒排気温度とに基づいて、酸化触媒が異常であるか、燃料添加弁が異常であるかを判定できる。   Therefore, the catalyst exhaust temperature when commanding fuel addition to the exhaust passage by post injection to the fuel injection valve that can be easily confirmed as normal, and the catalyst exhaust when commanding fuel addition to the exhaust passage to the fuel addition valve Based on the temperature, it can be determined whether the oxidation catalyst is abnormal or the fuel addition valve is abnormal.

尚、燃料噴射弁のポスト噴射による燃料添加（内燃機関における燃焼には寄与しない、あるいは動力発生には寄与しない噴射）と、燃料添加弁による燃料添加とを行っても温度上昇が見られないときは、暫定的にも酸化触媒が異常であると見なすこともできる。つまり、異なる噴射弁がともに故障する確率の方が低いと考えられれば、二つの噴射でも温度上昇しないときには酸化触媒の異常であると、仮にでも故障判定が可能である。   In addition, when temperature increase is not seen even if fuel addition (injection that does not contribute to combustion in the internal combustion engine or does not contribute to power generation) by fuel injection valve and fuel addition by fuel addition valve It can be considered that the oxidation catalyst is abnormal temporarily. In other words, if it is considered that the probability of failure of both different injection valves is lower, it is possible to make a failure determination if the oxidation catalyst is abnormal when the temperature does not rise even with two injections.

ところで、ポスト噴射を実施すると、気筒内壁面に付着した燃料がピストンと気筒との摺動部から漏れ出し、潤滑油を希釈するおそれがある。
そこで、請求項２に記載の発明によると、燃料添加弁による燃料添加を指令したときに触媒排気温度が所定温度以下の場合にポスト噴射を指令する。 By the way, when post-injection is carried out, the fuel adhering to the inner wall surface of the cylinder may leak out from the sliding portion between the piston and the cylinder and dilute the lubricating oil.
Therefore, according to the second aspect of the invention, when the fuel addition by the fuel addition valve is commanded, the post-injection is commanded when the catalyst exhaust temperature is equal to or lower than the predetermined temperature.

燃料添加弁による燃料添加により触媒排気温度が所定温度よりも上昇する場合は、燃料添加弁および酸化触媒はともに正常である。この場合には、ポスト噴射を指令する必要はない。これにより、ポスト噴射を実施する機会を低減できる。   When the catalyst exhaust temperature rises above a predetermined temperature due to fuel addition by the fuel addition valve, both the fuel addition valve and the oxidation catalyst are normal. In this case, there is no need to command post injection. Thereby, the opportunity to implement post injection can be reduced.

請求項４に記載の発明によると、排気処理装置はパティキュレートフィルタである。パティキュレートフィルタに捕集されたパティキュレートが所定量以上になると、燃料添加弁から排気通路に燃料を添加して排気温度を上昇させ、パティキュレートフィルタが捕集しているパティキュレートを燃焼させてパティキュレートフィルタを再生する必要がある。   According to the invention described in claim 4, the exhaust treatment device is a particulate filter. When the particulate matter collected by the particulate filter exceeds a predetermined amount, fuel is added to the exhaust passage from the fuel addition valve to raise the exhaust temperature, and the particulate matter collected by the particulate filter is burned. It is necessary to regenerate the particulate filter.

そこで、燃料添加弁および酸化触媒が異常であるかを判定し、異常であれば異常部品を交換することにより、排気温度を正常に上昇させてパティキュレートフィルタを再生できる。   Therefore, it is determined whether or not the fuel addition valve and the oxidation catalyst are abnormal, and if abnormal, the abnormal part can be replaced to regenerate the particulate filter by increasing the exhaust temperature normally.

尚、本発明に備わる複数の手段の各機能は、構成自体で機能が特定されるハードウェア資源、プログラムにより機能が特定されるハードウェア資源、またはそれらの組み合わせにより実現される。また、これら複数の手段の各機能は、各々が物理的に互いに独立したハードウェア資源で実現されるものに限定されない。   The functions of the plurality of means provided in the present invention are realized by hardware resources whose functions are specified by the configuration itself, hardware resources whose functions are specified by a program, or a combination thereof. The functions of the plurality of means are not limited to those realized by hardware resources that are physically independent of each other.

以下、本発明の実施形態を図に基づいて説明する。
本発明の一実施形態による排気浄化システムを図１に示す。
本実施形態の排気浄化システム１００は、例えば４気筒のディーゼルエンジン（以下、単に「エンジン」ともいう。）１０から排気通路２１０に排出される排気を浄化するシステムである。排気浄化システム１００の詳細は後述する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
An exhaust purification system according to an embodiment of the present invention is shown in FIG.
The exhaust purification system 100 of the present embodiment is a system that purifies exhaust exhausted from an exhaust passage 210 from, for example, a 4-cylinder diesel engine (hereinafter also simply referred to as “engine”) 10. Details of the exhaust purification system 100 will be described later.

エンジン１０に吸気を導入する吸気通路２００には、過給機１２のタービンにより圧縮された空気が供給される。圧縮空気はインタークーラ１４で冷却される。また、吸気通路２００には、ＥＧＲ(Exhaust Gas Recirculation）弁１６が開弁することにより、排気の一部が排気通路２１０からＥＧＲクーラ１８を通って環流する。   Air that is compressed by the turbine of the supercharger 12 is supplied to an intake passage 200 that introduces intake air into the engine 10. The compressed air is cooled by the intercooler 14. Further, an exhaust gas recirculation (EGR) valve 16 is opened in the intake passage 200, whereby a part of the exhaust gas circulates from the exhaust passage 210 through the EGR cooler 18.

燃料供給ポンプである高圧ポンプ２０は、燃料タンク２２から加圧室に吸入した燃料をプランジャの往復移動により加圧する公知のポンプである。高圧ポンプ２０の燃料吐出量は、高圧ポンプ２０が吸入する燃料吸入量を制御する図示しない調量弁により調量される。   The high-pressure pump 20 that is a fuel supply pump is a known pump that pressurizes the fuel sucked into the pressurizing chamber from the fuel tank 22 by the reciprocating movement of the plunger. The fuel discharge amount of the high-pressure pump 20 is metered by a metering valve (not shown) that controls the fuel suction amount sucked by the high-pressure pump 20.

コモンレール２４は、高圧ポンプ２０が圧送する燃料を蓄圧しエンジン運転状態に応じた所定の高圧に燃料圧力を保持する。コモンレール２４が蓄圧した燃料は、燃料噴射弁２６に供給される、
燃料噴射弁２６は、制御室の圧力を調整することによりノズルニードルによる噴孔の開閉を制御する公知の電磁弁である。燃料噴射弁２６は、ディーゼルエンジン１０の各気筒に設置され、コモンレール２４が蓄圧している燃料を気筒内に噴射する。燃料噴射弁２６は、ディーゼルエンジン１０の１燃焼サイクルにおいて、主なトルクを発生するメイン噴射の前後にパイロット噴射、ポスト噴射等を含む多段噴射を実施する。 The common rail 24 accumulates fuel pumped by the high-pressure pump 20 and maintains the fuel pressure at a predetermined high pressure according to the engine operating state. The fuel accumulated in the common rail 24 is supplied to the fuel injection valve 26.
The fuel injection valve 26 is a known electromagnetic valve that controls the opening and closing of the nozzle hole by the nozzle needle by adjusting the pressure in the control chamber. The fuel injection valve 26 is installed in each cylinder of the diesel engine 10 and injects the fuel accumulated in the common rail 24 into the cylinder. The fuel injection valve 26 performs multistage injection including pilot injection, post injection, and the like before and after main injection that generates main torque in one combustion cycle of the diesel engine 10.

吸気量センサ３０は吸気通路２００からエンジン１０に吸入される吸気量を検出する。圧力センサ３２はコモンレール２４内の燃料圧力を検出する。レベルセンサ３４は、燃料タンク２２の燃料残量を検出する。   The intake air amount sensor 30 detects the intake air amount taken into the engine 10 from the intake passage 200. The pressure sensor 32 detects the fuel pressure in the common rail 24. The level sensor 34 detects the remaining amount of fuel in the fuel tank 22.

（排気浄化システム１００）
排気浄化システム１００は、ディーゼル酸化触媒(Diesel Oxygen Catalyst：ＤＯＣ)１１０、ＤＰＦ１１２、ＳＣＲ(Selective Catalytic Reduction)触媒１２０、燃料添加弁１３０、カット弁１３２、２個の排気温センサ１４０、差圧センサ１４２、ＥＣＵ(Electronic Control Unit)１５０等から構成される。 (Exhaust gas purification system 100)
The exhaust purification system 100 includes a diesel oxidation catalyst (Diesel Oxygen Catalyst: DOC) 110, a DPF 112, an SCR (Selective Catalytic Reduction) catalyst 120, a fuel addition valve 130, a cut valve 132, two exhaust temperature sensors 140, and a differential pressure sensor 142. And an ECU (Electronic Control Unit) 150 or the like.

ＤＯＣ１１０およびＤＰＦ１１２は同じケースに収容されており、ＤＰＦ１１２の排気通路２１０の上流側にＤＯＣ１１０が設置されている。ＤＯＣ１１０は、排気通路２１０に添加された燃料を酸化反応させる。この反応熱により、排気通路２１０の排気温度が上昇する。   The DOC 110 and the DPF 112 are accommodated in the same case, and the DOC 110 is installed on the upstream side of the exhaust passage 210 of the DPF 112. The DOC 110 causes the fuel added to the exhaust passage 210 to undergo an oxidation reaction. Due to this reaction heat, the exhaust temperature of the exhaust passage 210 rises.

ＤＰＦ１１２は、多孔質のセラミックにより形成されたハニカム構造体で形成されている。ＤＰＦ１１２のハニカム構造体の排気流れ方向に形成された排気通路の入口側および出口側は、互い違いに封止されている。排気中のパティキュレートは、入口側が封止されておらず出口側が封止されている排気通路から流入し、排気通路を形成するハニカム構造体の隔壁を通過する際に隔壁の細孔に捕集される。排気は、入口側が封止されており出口側が封止されていない排気通路から流出する。   The DPF 112 is formed of a honeycomb structure formed of porous ceramic. The inlet side and the outlet side of the exhaust passage formed in the exhaust flow direction of the honeycomb structure of the DPF 112 are alternately sealed. Particulates in the exhaust gas flow into the exhaust passage where the inlet side is not sealed and the outlet side is sealed, and are collected in the pores of the partition walls when passing through the partition walls of the honeycomb structure forming the exhaust passage. Is done. Exhaust gas flows out from an exhaust passage that is sealed on the inlet side and not sealed on the outlet side.

ＤＰＦ１１２とＳＣＲ触媒１２０との間には、排気通路２１０に尿素水を添加する図示しない尿素添加弁が設置されている。ＳＣＲ触媒１２０は、図示しない尿素添加弁から噴射された尿素水を吸着する。ＳＣＲ触媒１２０に吸着された尿素水は、排気温度が所定温度以上になると加水分解されることによりアンモニアと二酸化炭素とに分解する。そして加水分解により発生したアンモニアが、ＳＣＲ触媒１２０においてＮＯｘを還元する。   A urea addition valve (not shown) for adding urea water to the exhaust passage 210 is installed between the DPF 112 and the SCR catalyst 120. The SCR catalyst 120 adsorbs urea water injected from a urea addition valve (not shown). The urea water adsorbed on the SCR catalyst 120 is decomposed into ammonia and carbon dioxide by being hydrolyzed when the exhaust gas temperature exceeds a predetermined temperature. Then, ammonia generated by hydrolysis reduces NOx in the SCR catalyst 120.

燃料添加弁１３０は、電磁弁であり、ＤＯＣ１１０の上流側の排気通路２１０に設置されている。燃料添加弁１３０は、高圧ポンプ２０により加圧された燃料をＤＯＣ１１０の上流側の排気通路２１０に噴射して添加する。燃料添加弁１３０が添加した燃料がＤＯＣ１１０で酸化反応することにより反応熱が発生し、この反応熱により排気温度が上昇する。   The fuel addition valve 130 is an electromagnetic valve, and is installed in the exhaust passage 210 on the upstream side of the DOC 110. The fuel addition valve 130 adds the fuel pressurized by the high-pressure pump 20 by injecting it into the exhaust passage 210 on the upstream side of the DOC 110. Reaction heat is generated when the fuel added by the fuel addition valve 130 undergoes an oxidation reaction at the DOC 110, and the exhaust temperature rises due to this reaction heat.

カット弁１３２は、ＥＣＵ１５０により開閉制御される電磁弁である。カット弁１３２は、エンジン１０が始動すると開弁され、エンジン１０が停止すると閉弁される。
２個の排気温センサ１４０は、それぞれＤＯＣ１１０の上流側、ＤＯＣ１１０とＤＰＦ１１２との間に設置されており、ＤＯＣ１１０における排気温度（触媒排気温度）に応じた信号を出力する温度センサである。差圧センサ１４２は、ＤＯＣ１１０の上流側とＤＰＦ１１２の下流側との圧力差を検出する。 The cut valve 132 is an electromagnetic valve whose opening and closing is controlled by the ECU 150. The cut valve 132 is opened when the engine 10 is started, and is closed when the engine 10 is stopped.
The two exhaust temperature sensors 140 are installed on the upstream side of the DOC 110 and between the DOC 110 and the DPF 112, and are temperature sensors that output a signal corresponding to the exhaust temperature (catalyst exhaust temperature) in the DOC 110. The differential pressure sensor 142 detects a pressure difference between the upstream side of the DOC 110 and the downstream side of the DPF 112.

排気浄化制御装置としてのＥＣＵ１５０は、図示しないＣＰＵ、ＲＡＭ、ＲＯＭ、フラッシュメモリ等から構成されている。ＥＣＵ１５０は、前述した各種センサの出力信号に基づいてエンジン運転状態を判定し、エンジン運転状態に基づいてＥＧＲ弁１６、高圧ポンプ２０の図示しない調量弁、燃料噴射弁２６、燃料添加弁１３０等のアクチュエータの作動を制御する。   The ECU 150 as the exhaust gas purification control device is composed of a CPU, RAM, ROM, flash memory, etc. (not shown). The ECU 150 determines the engine operating state based on the output signals of the various sensors described above, and based on the engine operating state, the EGR valve 16, the metering valve (not shown) of the high-pressure pump 20, the fuel injection valve 26, the fuel addition valve 130, etc. Controls the operation of the actuator.

例えばＥＣＵ１５０は、エンジン運転状態に基づいて、燃料噴射弁２６の噴射時期、噴射量および多段噴射の噴射パターンを制御する。また、ＥＣＵ１５０は、燃料添加弁１３０を駆動して燃料添加弁１３０から排気通路２１０への燃料添加を制御する。   For example, the ECU 150 controls the injection timing, the injection amount, and the multi-stage injection pattern of the fuel injection valve 26 based on the engine operating state. Further, the ECU 150 controls the fuel addition from the fuel addition valve 130 to the exhaust passage 210 by driving the fuel addition valve 130.

ＥＣＵ１５０は、ＥＣＵ１５０のＲＯＭ、フラッシュメモリ等の記憶装置に記憶されている制御プログラムにより以下の各手段として機能する。
（温度取得手段）
ＥＣＵ１５０は、２個の排気温センサ１４０の出力信号から、ＤＯＣ１１０における排気温度を取得する。 The ECU 150 functions as the following units according to a control program stored in a storage device such as a ROM or flash memory of the ECU 150.
(Temperature acquisition means)
ECU 150 acquires the exhaust temperature in DOC 110 from the output signals of two exhaust temperature sensors 140.

（再生時期判定手段）
ＥＣＵ１５０は、差圧センサ１４２の出力信号からＤＰＦ１１２の上流側と下流側との差圧を取得する。そして、取得した差圧が所定値よりも大きい場合、捕集したパティキュレートによりＤＰＦ１１２が目詰まりを起こしていると判断する。この場合、ＥＣＵ１５０は、燃料添加弁１３０から排気通路２１０に燃料を添加してＤＰＦ１１２を再生する時期であると判定する。 (Regeneration time determination means)
The ECU 150 acquires the differential pressure between the upstream side and the downstream side of the DPF 112 from the output signal of the differential pressure sensor 142. When the acquired differential pressure is larger than a predetermined value, it is determined that the DPF 112 is clogged by the collected particulates. In this case, the ECU 150 determines that it is time to add fuel from the fuel addition valve 130 to the exhaust passage 210 and regenerate the DPF 112.

燃料添加弁１３０から排気通路２１０に燃料が添加されると、ＤＯＣ１１０で添加燃料が酸化反応することにより排気温度が上昇し、ＤＰＦ１１２で捕集されているパティキュレートが燃焼する。これにより、ＤＰＦ１１２が再生する。   When fuel is added from the fuel addition valve 130 to the exhaust passage 210, the added fuel undergoes an oxidation reaction in the DOC 110, so that the exhaust temperature rises and the particulates collected in the DPF 112 are combusted. Thereby, the DPF 112 is regenerated.

（燃料制御手段）
ＥＣＵ１５０は、再生時期判定手段がＤＰＦ１１２の再生時期であると判定すると、燃料添加弁１３０による排気通路２１０への燃料添加、ならびに燃料噴射弁２６のポスト噴射による排気通路２１０への燃料添加を、以下の（１）または（２）のいずれかの順序により指令する。 (Fuel control means)
When the ECU 150 determines that the regeneration timing determination means is the regeneration timing of the DPF 112, the fuel addition to the exhaust passage 210 by the fuel addition valve 130 and the fuel addition to the exhaust passage 210 by the post injection of the fuel injection valve 26 are as follows. Command in the order of either (1) or (2).

ＥＣＵ１５０は、燃料添加弁１３０に指令する燃料の指令添加量を、一定の固定量にしてもよいし、あるいは排気温センサ１４０および差圧センサ１４２の出力信号に基づいて適宜変更してもよい。   The ECU 150 may set the command addition amount of the fuel commanded to the fuel addition valve 130 to a fixed amount, or may be changed as appropriate based on the output signals of the exhaust temperature sensor 140 and the differential pressure sensor 142.

また、ポスト噴射による噴射量および噴射回数は、後述する異常判定手段において、触媒排気温度に基づいてＤＯＣ１１０が正常か異常かを判定できればよいので、ＤＰＦ１１２を再生するために必要な噴射量および噴射回数よりも低減した値に設定することが望ましい。   Further, the injection amount and the number of injections by the post-injection need only be able to determine whether the DOC 110 is normal or abnormal based on the catalyst exhaust temperature in the abnormality determination means described later. Therefore, the injection amount and the number of injections necessary for regenerating the DPF 112 It is desirable to set the value to a lower value.

（１）燃料添加弁１３０の燃料添加後にポスト噴射
ＥＣＵ１５０は、ＤＰＦ１１２の再生時期に燃料添加弁１３０に燃料添加を指令する。ＥＣＵ１５０は、燃料添加弁１３０に燃料添加を指令したにも関わらず、ＤＯＣ１１０における触媒排気温度が所定値よりも上昇せず所定値以下の場合、燃料噴射弁２６が正常であれば燃料噴射弁２６にポスト噴射を指令する。 (1) Post-Injection After Fuel Addition of Fuel Addition Valve 130 ECU 150 commands fuel addition valve 130 to add fuel at the regeneration timing of DPF 112. If the catalyst exhaust temperature in the DOC 110 does not rise above the predetermined value and is equal to or lower than the predetermined value even though the ECU 150 instructs the fuel addition valve 130 to add fuel, the fuel injection valve 26 is normal if the fuel injection valve 26 is normal. Command post injection.

これに対し、触媒排気温度が所定値よりも上昇した場合、ＥＣＵ１５０は、ポスト噴射による燃料添加を指令しない。
ところで、ポスト噴射を実施すると、一部の燃料がエンジン１０の気筒内壁面に付着しピストンとの摺動箇所から漏れ出し、潤滑油を希釈するおそれがある。 On the other hand, when the catalyst exhaust temperature rises above a predetermined value, ECU 150 does not command fuel addition by post injection.
By the way, when post-injection is carried out, some fuel may adhere to the cylinder inner wall surface of the engine 10 and leak from the sliding portion with the piston, thereby diluting the lubricating oil.

そこで、ＤＰＦ再生時に燃料添加弁１３０に燃料添加を指令し、触媒排気温度が所定値以下の場合にだけ燃料噴射弁２６にポスト噴射を指令することにより、ポスト噴射の実施機会を低減できる。   Thus, the opportunity for post injection can be reduced by instructing the fuel addition valve 130 to add fuel during DPF regeneration and instructing the fuel injection valve 26 to perform post injection only when the catalyst exhaust temperature is equal to or lower than a predetermined value.

（２）ポスト噴射後に燃料添加弁１３０から燃料添加
ＥＣＵ１５０は、ＤＰＦ再生時に、燃料噴射弁２６が正常であれば、燃料噴射弁２６にポスト噴射を指令する。 (2) Fuel addition from fuel addition valve 130 after post injection The ECU 150 commands the fuel injection valve 26 to perform post injection if the fuel injection valve 26 is normal during DPF regeneration.

尚、前述したように、ポスト噴射による噴射量および噴射回数は、排気温度に基づいてＤＯＣ１１０が正常か異常かを判定できればよいので、ＤＰＦ１１２を再生するために必要な噴射量および噴射回数よりも低減した値に設定することが望ましい。   As described above, the injection amount and the number of injections by the post-injection need only be able to determine whether the DOC 110 is normal or abnormal based on the exhaust temperature, and therefore, are smaller than the injection amount and the number of injections necessary for regenerating the DPF 112. It is desirable to set to

ＥＣＵ１５０は、ポスト噴射による燃料添加を指令し、触媒排気温度が所定値よりも上昇した場合、燃料添加弁１３０による燃料添加を指令する。
これに対し、ポスト噴射による燃料添加を指令しても触媒排気温度が所定値よりも上昇せず所定値以下の場合、ＥＣＵ１５０は、燃料添加弁１３０による燃料添加を指令しない。 ECU 150 commands fuel addition by post-injection, and commands fuel addition by fuel addition valve 130 when the catalyst exhaust temperature rises above a predetermined value.
On the other hand, if the catalyst exhaust temperature does not rise above the predetermined value and is equal to or lower than the predetermined value even if the fuel addition by post injection is commanded, the ECU 150 does not command the fuel addition by the fuel addition valve 130.

このように、ＥＣＵ１５０は、燃料添加弁１３０による燃料添加、あるいは燃料噴射弁２６のポスト噴射による燃料添加の一方を指令したときの触媒排気温度に基づいて、他方の燃料添加を指令するか否かを制御する。   In this way, ECU 150 determines whether to command the other fuel addition based on the catalyst exhaust temperature when one of the fuel addition by fuel addition valve 130 or the fuel addition by post injection of fuel injection valve 26 is commanded. To control.

（異常判定手段）
ＥＣＵ１５０は、以下の（１）または（２）のいずれかの燃料添加の順序により触媒排気温度を取得する。そして、ＥＣＵ１５０は、燃料添加弁１３０から排気通路２１０に燃料を直接添加したときの触媒排気温度と、燃料噴射弁２６のポスト噴射により排気通路２１０に燃料を添加したときの触媒排気温度とに基づき、ＤＯＣ１１０が異常であるか、燃料添加弁１３０が異常であるかを判定する。 (Abnormality judgment means)
The ECU 150 acquires the catalyst exhaust temperature in the following order of fuel addition (1) or (2). Then, the ECU 150 is based on the catalyst exhaust temperature when the fuel is directly added to the exhaust passage 210 from the fuel addition valve 130 and the catalyst exhaust temperature when the fuel is added to the exhaust passage 210 by the post injection of the fuel injection valve 26. Then, it is determined whether the DOC 110 is abnormal or the fuel addition valve 130 is abnormal.

（１）燃料添加弁１３０の燃料添加後にポスト噴射
ＥＣＵ１５０は、ＤＰＦ１１２の再生時期に燃料添加弁１３０に燃料添加を指令すると、触媒排気温度が所定値よりも上昇したかを判定する。 (1) Post-Injection After Fuel Addition of Fuel Addition Valve 130 When ECU 150 commands fuel addition valve 130 to add fuel at the regeneration timing of DPF 112, ECU 150 determines whether the catalyst exhaust temperature has risen above a predetermined value.

燃料添加弁１３０から排気通路２１０に燃料が添加され、ＤＯＣ１１０において添加燃料が酸化反応すれば、触媒排気温度は所定値よりも上昇する筈である。この場合、ＥＣＵ１５０は、燃料添加弁１３０およびＤＯＣ１１０は正常であると判定する。   If fuel is added from the fuel addition valve 130 to the exhaust passage 210 and the added fuel undergoes an oxidation reaction in the DOC 110, the catalyst exhaust temperature should rise above a predetermined value. In this case, ECU 150 determines that fuel addition valve 130 and DOC 110 are normal.

一方、燃料添加弁１３０に燃料添加を指令したにも関わらず、触媒排気温度が所定値よりも上昇せず所定値以下の場合、ＥＣＵ１５０は、少なくとも燃料添加弁１３０およびＤＯＣ１１０のいずれか一方が正常に作動せず異常であると判定する。   On the other hand, if the catalyst exhaust temperature does not rise above the predetermined value and is equal to or lower than the predetermined value despite the command for fuel addition to the fuel addition valve 130, the ECU 150 indicates that at least one of the fuel addition valve 130 and the DOC 110 is normal. It is determined that the operation is abnormal.

この場合、ＥＣＵ１５０は、燃料制御手段として、燃料噴射弁２６が正常であれば燃料噴射弁２６にポスト噴射を指令する。
ＥＣＵ１５０は、ポスト噴射を指令すると、排気温センサ１４０の出力信号から触媒排気温度が所定値よりも上昇したかを判定する。 In this case, the ECU 150 instructs the fuel injection valve 26 to perform post injection as a fuel control means if the fuel injection valve 26 is normal.
When the ECU 150 commands post-injection, it determines from the output signal of the exhaust temperature sensor 140 whether the catalyst exhaust temperature has risen above a predetermined value.

燃料噴射弁２６が正常であればポスト噴射が実施されているので、ＤＯＣ１１０が正常であれば排気温度は所定値よりも上昇する筈である。この場合、ＥＣＵ１５０は、ＤＯＣ１１０は正常であると判定する。   If the fuel injection valve 26 is normal, post injection is performed. Therefore, if the DOC 110 is normal, the exhaust temperature should rise above a predetermined value. In this case, ECU 150 determines that DOC 110 is normal.

一方、燃料噴射弁２６にポスト噴射を指令したにも関わらず触媒排気温度が所定値よりも上昇せず所定値以下の場合、ＥＣＵ１５０は、ＤＯＣ１１０が正常に作動せず異常であると判定する。   On the other hand, when the catalyst exhaust temperature does not rise above the predetermined value and is equal to or lower than the predetermined value in spite of commanding post injection to the fuel injection valve 26, the ECU 150 determines that the DOC 110 does not operate normally and is abnormal.

燃料添加弁１３０による燃料添加を指令したときに触媒排気温度と比較する所定値と、ポスト噴射による燃料添加を指令したときに触媒排気温度と比較する所定値とは、同じでもよいし、異なっていてもよい。   The predetermined value to be compared with the catalyst exhaust temperature when the fuel addition by the fuel addition valve 130 is instructed and the predetermined value to be compared with the catalyst exhaust temperature when the fuel addition by post injection is instructed may be the same or different. May be.

ＤＯＣ１１０が異常の場合、燃料添加弁１３０から燃料が添加されているか、いないかに関わらず排気温度は所定値以下になる。その結果、燃料添加弁１３０が正常であるか、異常であるかを判定することはできない。   When the DOC 110 is abnormal, the exhaust temperature becomes a predetermined value or less regardless of whether or not fuel is added from the fuel addition valve 130. As a result, it cannot be determined whether the fuel addition valve 130 is normal or abnormal.

尚、ポスト噴射による噴射量および噴射回数を、ＤＰＦ１１２を再生するために必要な噴射量および噴射回数よりも低減した値に設定した場合、ポスト噴射による燃料添加を指令したときに触媒排気温度と比較する所定値は、燃料添加弁１３０による燃料添加を指令したときに触媒排気温度と比較する所定値よりも低い値に設定される。   When the injection amount and the number of injections by post injection are set to values lower than the injection amount and the number of injections necessary for regenerating the DPF 112, it is compared with the catalyst exhaust temperature when commanding fuel addition by post injection. The predetermined value to be set is set to a value lower than a predetermined value to be compared with the catalyst exhaust temperature when the fuel addition by the fuel addition valve 130 is commanded.

（２）ポスト噴射後に燃料添加弁１３０から燃料添加
ＥＣＵ１５０は、ＤＰＦ再生時に、燃料噴射弁２６が正常であれば、燃料噴射弁２６にポスト噴射を指令する。 (2) Fuel addition from fuel addition valve 130 after post injection The ECU 150 commands the fuel injection valve 26 to perform post injection if the fuel injection valve 26 is normal during DPF regeneration.

ＥＣＵ１５０は、ポスト噴射を指令すると、排気温センサ１４０の出力信号から触媒排気温度が所定値よりも上昇したかを判定する。
燃料噴射弁２６が正常であればポスト噴射が実施されているので、ＤＯＣ１１０が正常であれば排気温度は所定値よりも上昇する筈である。この場合、ＥＣＵ１５０は、ＤＯＣ１１０は正常であると判定する。 When the ECU 150 commands post-injection, it determines from the output signal of the exhaust temperature sensor 140 whether the catalyst exhaust temperature has risen above a predetermined value.
If the fuel injection valve 26 is normal, post injection is performed. Therefore, if the DOC 110 is normal, the exhaust temperature should rise above a predetermined value. In this case, ECU 150 determines that DOC 110 is normal.

一方、燃料噴射弁２６にポスト噴射を指令したにも関わらず排気温度が所定値以下の場合、ＥＣＵ１５０は、ＤＯＣ１１０が正常に作動せず異常であると判定する。
ＤＯＣ１１０が異常であると、燃料添加弁１３０から燃料が添加されているか、いないかに関わらず排気温度は所定値以下になる。その結果、燃料添加弁１３０が正常であるか、異常であるかを判定することはできない。この場合、ＥＣＵ１５０は、ＤＰＦ１１２の再生時期になっても、燃料添加弁１３０に燃料添加を指令しない。 On the other hand, when the exhaust temperature is equal to or lower than the predetermined value despite the post injection command being given to the fuel injection valve 26, the ECU 150 determines that the DOC 110 does not operate normally and is abnormal.
If the DOC 110 is abnormal, the exhaust temperature becomes a predetermined value or less regardless of whether fuel is added from the fuel addition valve 130 or not. As a result, it cannot be determined whether the fuel addition valve 130 is normal or abnormal. In this case, the ECU 150 does not command the fuel addition valve 130 to add fuel even when the regeneration timing of the DPF 112 is reached.

ポスト噴射を指令したことにより触媒排気温度が所定値よりも上昇すると、ＥＣＵ１５０は、ＤＰＦ１１２を再生するために燃料添加弁１３０に燃料添加を指令する。
この場合、ＤＯＣ１１０が正常であることはポスト噴射の実施結果から分かっているので、燃料添加弁１３０が正常であれば、排気温度は所定値よりも上昇する。 When the catalyst exhaust temperature rises above a predetermined value due to commanding post injection, ECU 150 commands fuel addition valve 130 to add fuel in order to regenerate DPF 112.
In this case, since it is known from the result of the post injection that the DOC 110 is normal, if the fuel addition valve 130 is normal, the exhaust temperature rises above a predetermined value.

一方、燃料添加弁１３０に燃料添加を指令したにも関わらず、触媒排気温度が所定値以下の場合、ＥＣＵ１５０は、燃料添加弁１３０は正常に作動せず異常であると判定する。
（異常判定）
次に、排気浄化システム１００におけるＤＯＣ１１０および燃料添加弁１３０に対する異常判定について、図２、図３の異常判定ルーチンに基づいて説明する。図２、図３において、「Ｓ」はステップを表している。図２、図３の異常判定ルーチンは常時実行される。 On the other hand, when the catalyst exhaust temperature is equal to or lower than a predetermined value in spite of commanding fuel addition to the fuel addition valve 130, the ECU 150 determines that the fuel addition valve 130 does not operate normally and is abnormal.
(Abnormality judgment)
Next, abnormality determination for the DOC 110 and the fuel addition valve 130 in the exhaust purification system 100 will be described based on the abnormality determination routines of FIGS. In FIG. 2 and FIG. 3, “S” represents a step. The abnormality determination routines in FIGS. 2 and 3 are always executed.

（異常判定ルーチン１）
図２の異常判定ルーチン１では、ＥＣＵ１５０は、燃料添加弁１３０に燃料添加を指令した後に、触媒排気温度に基づいて燃料噴射弁２６にポスト噴射を指令する。 (Abnormality judgment routine 1)
In the abnormality determination routine 1 of FIG. 2, the ECU 150 commands the fuel addition valve 130 to add fuel, and then commands the fuel injection valve 26 to perform post-injection based on the catalyst exhaust temperature.

ＥＣＵ１５０は、差圧センサ１４２の出力信号に基づいてＤＰＦ１１２を再生する要求があるかを判定し（Ｓ３００）、ＤＰＦ１１２の再生要求がない場合（Ｓ３００：Ｎｏ）、本ルーチンを終了する。   The ECU 150 determines whether or not there is a request to regenerate the DPF 112 based on the output signal of the differential pressure sensor 142 (S300). If there is no request to regenerate the DPF 112 (S300: No), the routine is terminated.

ＤＰＦ１１２の再生要求がある場合（Ｓ３００：Ｙｅｓ）、ＥＣＵ１５０は、燃料添加弁１３０に排気通路２１０への燃料添加を指令する（Ｓ３０２）。
ＥＣＵ１５０は、燃料添加弁１３０に燃料添加を指令したことにより、排気温センサ１４０の出力信号から取得した触媒排気温度が所定値よりも上昇したかを判定する（Ｓ３０４）。 If there is a regeneration request for the DPF 112 (S300: Yes), the ECU 150 instructs the fuel addition valve 130 to add fuel to the exhaust passage 210 (S302).
The ECU 150 determines whether or not the catalyst exhaust temperature acquired from the output signal of the exhaust temperature sensor 140 has risen above a predetermined value by instructing the fuel addition valve 130 to add fuel (S304).

触媒排気温度が所定値よりも上昇した場合（Ｓ３０４：Ｙｅｓ）、ＥＣＵ１５０は、ＤＯＣ１１０および燃料添加弁１３０は正常であると判定し（Ｓ３０６、Ｓ３０８）、本ルーチンを終了する。   When the catalyst exhaust temperature rises above a predetermined value (S304: Yes), the ECU 150 determines that the DOC 110 and the fuel addition valve 130 are normal (S306, S308), and ends this routine.

触媒排気温度が所定値以下の場合（Ｓ３０４：Ｎｏ）、ＥＣＵ１５０は、ＤＯＣ１１０および燃料添加弁１３０の少なくともいずれか一方が異常であると判断する。そして、燃料噴射弁２６が正常に燃料を噴射しているかを判定する（Ｓ３１０）。燃料噴射弁２６が正常に燃料を噴射していない場合（Ｓ３１０：Ｎｏ）、ＥＣＵ１５０は本ルーチンを終了する。   When the catalyst exhaust temperature is equal to or lower than the predetermined value (S304: No), ECU 150 determines that at least one of DOC 110 and fuel addition valve 130 is abnormal. And it is determined whether the fuel injection valve 26 is injecting fuel normally (S310). If the fuel injection valve 26 is not normally injecting fuel (S310: No), the ECU 150 ends this routine.

燃料噴射弁２６が正常に燃料を噴射している場合（Ｓ３１０：Ｙｅｓ）、ＥＣＵ１５０は、燃料噴射弁２６にポスト噴射を指令する（Ｓ３１２）。
尚、燃料噴射弁２６が正常に燃料を噴射しているかの判定方法については、燃料噴射による発生駆動力によるエンジン回転数の変動をモニタしたり、気筒内の圧力をモニタできる筒内圧センサにより燃焼変化をモニタしたりすることで実施できる。 When the fuel injection valve 26 is normally injecting fuel (S310: Yes), the ECU 150 commands the fuel injection valve 26 to perform post injection (S312).
As for a method for determining whether the fuel injection valve 26 is normally injecting fuel, combustion is performed by an in-cylinder pressure sensor that can monitor fluctuations in engine speed due to the driving force generated by fuel injection or monitor the pressure in the cylinder. This can be done by monitoring changes.

ポスト噴射による燃料添加を指令したことにより触媒排気温度が所定値よりも上昇せず所定値以下の場合（Ｓ３１４：Ｎｏ）、ＥＣＵ１５０は、ＤＯＣ１１０は異常であると判定し（Ｓ３１６）、本ルーチンを終了する。この場合、ＥＣＵ１５０は、ＤＯＣ１１０が異常であると判定できるが、燃料添加弁１３０が異常であるかを判定できない。   If the catalyst exhaust temperature does not rise above the predetermined value and is equal to or lower than the predetermined value due to the command of fuel addition by post injection (S314: No), the ECU 150 determines that the DOC 110 is abnormal (S316), and executes this routine. finish. In this case, ECU 150 can determine that DOC 110 is abnormal, but cannot determine whether fuel addition valve 130 is abnormal.

ポスト噴射により排気温度が所定値よりも上昇する場合（Ｓ３１４：Ｙｅｓ）、ＥＣＵ１５０は、ＤＯＣ１１０は正常であり（Ｓ３１８）、燃料添加弁１３０は異常であると判定し（Ｓ３２０）、本ルーチンを終了する。   If the exhaust temperature rises above a predetermined value due to post injection (S314: Yes), the ECU 150 determines that the DOC 110 is normal (S318) and the fuel addition valve 130 is abnormal (S320), and ends this routine. To do.

（異常判定ルーチン２）
図３の異常判定ルーチン２では、ＥＣＵ１５０は、燃料噴射弁２６にポスト噴射を指令した後、触媒排気温度に基づいて燃料添加弁１３０に燃料添加を指令する。 (Abnormality judgment routine 2)
In the abnormality determination routine 2 of FIG. 3, the ECU 150 commands the fuel injection valve 26 to perform post injection, and then commands the fuel addition valve 130 to add fuel based on the catalyst exhaust temperature.

ＥＣＵ１５０は、差圧センサ１４２の出力信号に基づいてＤＰＦ１１２を再生する要求があるかを判定し（Ｓ３３０）、ＤＰＦ１１２の再生要求がない場合（Ｓ３３０：Ｎｏ）、本ルーチンを終了する。   The ECU 150 determines whether or not there is a request to regenerate the DPF 112 based on the output signal of the differential pressure sensor 142 (S330). If there is no request to regenerate the DPF 112 (S330: No), the routine is terminated.

ＤＰＦ１１２の再生要求がある場合（Ｓ３３０：Ｙｅｓ）、ＥＣＵ１５０は、燃料噴射弁２６が正常に燃料を噴射しているかを判定する（Ｓ３３２）。燃料噴射弁２６が正常に燃料を噴射していない場合（Ｓ３３２：Ｎｏ）、ＥＣＵ１５０は本ルーチンを終了する。   When there is a regeneration request for the DPF 112 (S330: Yes), the ECU 150 determines whether the fuel injection valve 26 is normally injecting fuel (S332). If the fuel injection valve 26 is not normally injecting fuel (S332: No), the ECU 150 ends this routine.

燃料噴射弁２６が正常に燃料を噴射している場合（Ｓ３３２：Ｙｅｓ）、ＥＣＵ１５０は、燃料噴射弁２６にポスト噴射を指令する（Ｓ３３４）。
ポスト噴射による燃料添加を指令したことにより触媒排気温度が所定値よりも上昇せず所定値以下の場合（Ｓ３３６：Ｎｏ）、ＥＣＵ１５０は、ＤＯＣ１１０は異常であると判定し（Ｓ３３８）、本ルーチンを終了する。この場合、ＥＣＵ１５０は、ＤＯＣ１１０が異常であると判定できるが、燃料添加弁１３０が異常であるかを判定できない。 When the fuel injection valve 26 is normally injecting fuel (S332: Yes), the ECU 150 commands the fuel injection valve 26 to perform post injection (S334).
When the catalyst exhaust temperature does not rise above the predetermined value and is equal to or lower than the predetermined value due to the command for fuel addition by post injection (S336: No), the ECU 150 determines that the DOC 110 is abnormal (S338), and executes this routine. finish. In this case, ECU 150 can determine that DOC 110 is abnormal, but cannot determine whether fuel addition valve 130 is abnormal.

ポスト噴射により排気温度が所定値よりも上昇する場合（Ｓ３３６：Ｙｅｓ）、ＥＣＵ１５０は、ＤＯＣ１１０は正常であると判定する（Ｓ３４０）。
次に、ＥＣＵ１５０は、燃料添加弁１３０に燃料添加を指令し（Ｓ３４２）、燃料添加弁１３０に燃料添加を指令したことにより、排気温センサ１４０の出力信号から取得した触媒排気温度が所定値よりも上昇したかを判定する（Ｓ３４４）。 When the exhaust temperature rises higher than the predetermined value due to the post injection (S336: Yes), the ECU 150 determines that the DOC 110 is normal (S340).
Next, the ECU 150 instructs the fuel addition valve 130 to add fuel (S342), and instructs the fuel addition valve 130 to add fuel, so that the catalyst exhaust temperature acquired from the output signal of the exhaust temperature sensor 140 is greater than a predetermined value. Is also determined (S344).

触媒排気温度が所定値以下の場合（Ｓ３４４：Ｎｏ）、ＥＣＵ１５０は、燃料添加弁１３０は異常であると判定し（Ｓ３４６）、本ルーチンを終了する。
排気温度が所定値よりも上昇した場合（Ｓ３４４：Ｙｅｓ）、ＥＣＵ１５０は、燃料添加弁１３０は正常であると判定し（Ｓ３４８）、本ルーチンを終了する。 When the catalyst exhaust temperature is equal to or lower than the predetermined value (S344: No), the ECU 150 determines that the fuel addition valve 130 is abnormal (S346), and ends this routine.
When the exhaust gas temperature rises above a predetermined value (S344: Yes), the ECU 150 determines that the fuel addition valve 130 is normal (S348), and ends this routine.

以上説明した上記実施形態では、燃料添加弁１３０による排気通路２１０への燃料添加を指令したときの触媒排気温度を所定値と比較するとともに、ポスト噴射による排気通路２１０への燃料添加を指令したときの触媒排気温度を所定値と比較している。これにより、燃料添加弁１３０による排気通路２１０への燃料添加を指令したときに排気温度が所定値よりも上昇しない原因が、ＤＯＣ１１０および燃料添加弁１３０の少なくともいずれの異常によるものであるかを判定できる。   In the embodiment described above, the catalyst exhaust temperature when the fuel addition valve 130 is instructed to add fuel to the exhaust passage 210 is compared with a predetermined value, and the fuel addition to the exhaust passage 210 by post injection is instructed. The catalyst exhaust temperature is compared with a predetermined value. As a result, it is determined whether the cause of the exhaust gas temperature not rising above a predetermined value when the fuel addition valve 130 is instructed to add fuel to the exhaust passage 210 is due to at least one of the abnormalities of the DOC 110 and the fuel addition valve 130. it can.

［他の実施形態］
上記実施形態では、燃料添加弁１３０から排気通路２１０に添加された燃料をＤＯＣ１１０で酸化反応させ、発生した反応熱によりＤＰＦ１１２が捕集しているパティキュレートを燃焼させてＤＰＦ１１２を再生した。 [Other Embodiments]
In the above embodiment, the fuel added to the exhaust passage 210 from the fuel addition valve 130 is oxidized by the DOC 110, and the particulates collected by the DPF 112 are burned by the generated reaction heat to regenerate the DPF 112.

これに対し、排気通路にＮＯｘ触媒を設置している排気浄化システムにおいて、燃料添加弁から排気通路に燃料を添加して酸化触媒で酸化反応させることにより、排気温度が低い場合に速やかに排気温度を上昇させ、ＮＯｘ触媒でＮＯｘ浄化処理を速やかに実施できる構成としてもよい。   On the other hand, in an exhaust purification system in which a NOx catalyst is installed in the exhaust passage, by adding fuel from the fuel addition valve to the exhaust passage and causing an oxidation reaction with the oxidation catalyst, the exhaust temperature can be quickly increased when the exhaust temperature is low. It is good also as a structure which can implement NOx purification processing with a NOx catalyst rapidly.

これ以外にも、排気処理装置の上流側に酸化触媒を設置し、燃料添加弁から添加する燃料が酸化触媒で酸化反応することにより排気温度を上昇させる排気浄化システムであれば、ディーゼルエンジン以外の他の内燃機関、例えばガソリンエンジンまたは他の燃料を使用する内燃機関の排気浄化システムにも本発明の排気浄化制御装置を適用できる。   In addition to this, an exhaust gas purification system that installs an oxidation catalyst upstream of the exhaust treatment device and raises the exhaust gas temperature by oxidizing the fuel added from the fuel addition valve with the oxidation catalyst can be used for other than diesel engines. The exhaust purification control apparatus of the present invention can also be applied to an exhaust purification system of another internal combustion engine such as a gasoline engine or another fuel.

上記実施形態では、ＤＰＦ１１２の再生要求時に、燃料添加弁１３０による燃料添加の前後においてポスト噴射による燃料添加を指令した。これに対し、ＤＰＦ１１２の再生要求時とは異なるタイミング、例えばエンジン１０の始動時または停止時においてポスト噴射による排気通路２１０への燃料添加を指令し、触媒排気温度に基づいてＤＯＣ１１０が異常であるか、燃料添加弁１３０が異常であるかを判定してもよい。   In the above embodiment, when the regeneration of the DPF 112 is requested, the fuel addition by post injection is commanded before and after the fuel addition by the fuel addition valve 130. On the other hand, whether or not the DOC 110 is abnormal based on the catalyst exhaust temperature by commanding fuel addition to the exhaust passage 210 by post injection at a timing different from the time when the regeneration of the DPF 112 is requested, for example, when the engine 10 is started or stopped. It may be determined whether the fuel addition valve 130 is abnormal.

また、上記実施形態では、温度取得手段、再生時期判定手段、燃料制御手段、異常判定手段の機能を、制御プログラムにより機能が特定されるＥＣＵ１５０により実現している。これに対し、上記複数の手段の機能の少なくとも一部を、例えば回路構成自体で機能が特定されるハードウェアで実現してもよい。   In the above embodiment, the functions of the temperature acquisition unit, the regeneration timing determination unit, the fuel control unit, and the abnormality determination unit are realized by the ECU 150 whose functions are specified by the control program. On the other hand, at least some of the functions of the plurality of means may be realized by hardware whose functions are specified by the circuit configuration itself, for example.

また、上記図２、図３に示す異常判定のフローチャートでは、燃料噴射弁２６によるポスト噴射に伴う温度変化、燃料添加弁１３０による燃料添加に伴う温度変化、また燃料噴射弁２６の正常判定という前提、といった条件にて、燃料添加弁１３０とＤＯＣ１１０とのどちらか一方あるいは両方の異常を特定するようにしている。   In the abnormality determination flowcharts shown in FIGS. 2 and 3, it is assumed that the temperature change caused by the post injection by the fuel injection valve 26, the temperature change caused by the fuel addition by the fuel addition valve 130, and the normality determination of the fuel injection valve 26. Thus, the abnormality of either one or both of the fuel addition valve 130 and the DOC 110 is specified.

しかしながら、燃料噴射弁２６によるポスト噴射、燃料添加弁１３０による燃料添加のいずれにおいてもＤＯＣ１１０における温度上昇が見られない場合には、燃料噴射弁２６が正常であるか否かに係わらず、暫定的にでもＤＯＣ１１０の活性異常と見なすことも可能である。   However, if no temperature increase is observed in the DOC 110 in either the post-injection by the fuel injection valve 26 or the fuel addition by the fuel addition valve 130, it is tentative regardless of whether or not the fuel injection valve 26 is normal. However, it is also possible to regard it as an abnormal DOC110 activity.

このように、本発明は、上記実施形態に限定されるものではなく、その要旨を逸脱しない範囲で種々の実施形態に適用可能である。   As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

本実施形態による排気浄化システムを示すブロック図。The block diagram which shows the exhaust gas purification system by this embodiment. 異常判定ルーチン１を示すフローチャート。6 is a flowchart showing an abnormality determination routine 1; 異常判定ルーチン２を示すフローチャート。7 is a flowchart showing an abnormality determination routine 2;

符号の説明Explanation of symbols

１０：ディーゼルエンジン（内燃機関）、２６：燃料噴射弁、１００：排気浄化システム、１１０：ＤＯＣ（酸化触媒）、１１２：ＤＰＦ（排気処理装置）、１３０：燃料添加弁、１５０：ＥＣＵ（排気浄化制御装置、温度取得手段、再生時期判定手段、燃料制御手段、異常判定手段）、２１０：排気通路 10: diesel engine (internal combustion engine), 26: fuel injection valve, 100: exhaust purification system, 110: DOC (oxidation catalyst), 112: DPF (exhaust treatment device), 130: fuel addition valve, 150: ECU (exhaust purification) Control device, temperature acquisition means, regeneration timing determination means, fuel control means, abnormality determination means), 210: exhaust passage

Claims (5)

内燃機関の排気通路に設置された燃料添加弁から前記排気通路に燃料を添加し、排気中の有害成分を浄化する排気浄化装置の上流側に設置された酸化触媒において前記排気通路に添加された燃料が酸化反応することにより排気温度を上昇させる排気浄化システムの排気浄化制御装置において、
前記排気通路に設置された温度センサの出力信号に基づいて前記酸化触媒における触媒排気温度を取得する温度取得手段と、
前記燃料添加弁による前記排気通路への燃料添加と、前記内燃機関に燃料を噴射する燃料噴射弁のポスト噴射による前記排気通路への燃料添加とを制御する燃料制御手段と、
前記燃料制御手段が前記燃料添加弁による燃料添加と前記ポスト噴射による燃料添加とのうち一方を指令したときに前記温度取得手段が取得する前記触媒排気温度と、前記燃料制御手段が他方の前記燃料添加を指令したときに前記温度取得手段が取得する前記触媒排気温度とに基づいて、前記酸化触媒が異常であるか、前記燃料添加弁が異常であるかを判定する異常判定手段と、
を備えることを特徴とする排気浄化制御装置。 Fuel was added to the exhaust passage from a fuel addition valve installed in the exhaust passage of the internal combustion engine, and was added to the exhaust passage in an oxidation catalyst installed upstream of an exhaust purification device that purifies harmful components in the exhaust. In an exhaust purification control device of an exhaust purification system that raises the exhaust temperature by an oxidation reaction of fuel,
Temperature acquisition means for acquiring a catalyst exhaust temperature in the oxidation catalyst based on an output signal of a temperature sensor installed in the exhaust passage;
Fuel control means for controlling fuel addition to the exhaust passage by the fuel addition valve and fuel addition to the exhaust passage by post injection of a fuel injection valve for injecting fuel to the internal combustion engine;
The catalyst exhaust temperature acquired by the temperature acquisition means when the fuel control means commands one of fuel addition by the fuel addition valve and fuel addition by the post injection, and the fuel control means is the other fuel. An abnormality determination means for determining whether the oxidation catalyst is abnormal or the fuel addition valve is abnormal based on the catalyst exhaust temperature acquired by the temperature acquisition means when commanding addition;
An exhaust purification control device comprising: 前記燃料制御手段は、前記燃料添加弁による前記燃料添加を指令したときに前記触媒排気温度が所定温度以下の場合、前記ポスト噴射による前記燃料添加を指令し、
前記異常判定手段は、前記燃料添加弁による前記燃料添加により前記触媒排気温度が所定温度よりも上昇する場合、前記酸化触媒および前記燃料添加弁は正常であると判定し、前記燃料添加弁による前記燃料添加により前記触媒排気温度が所定温度以下の場合に指令される前記ポスト噴射により前記触媒排気温度が所定温度以下の場合、前記酸化触媒は異常であると判定し、前記ポスト噴射により前記触媒排気温度が所定温度よりも上昇する場合、前記酸化触媒は正常であり、前記燃料添加弁は異常であると判定する、
ことを特徴とする請求項１に記載の排気浄化制御装置。 The fuel control means commands the fuel addition by the post injection when the catalyst exhaust temperature is equal to or lower than a predetermined temperature when commanding the fuel addition by the fuel addition valve;
The abnormality determination means determines that the oxidation catalyst and the fuel addition valve are normal when the catalyst exhaust temperature rises above a predetermined temperature due to the fuel addition by the fuel addition valve, and the fuel addition valve When the catalyst exhaust temperature is not more than a predetermined temperature by the post injection commanded when the catalyst exhaust temperature is not more than a predetermined temperature due to fuel addition, it is determined that the oxidation catalyst is abnormal and the catalyst exhaust by the post injection. When the temperature rises above a predetermined temperature, it is determined that the oxidation catalyst is normal and the fuel addition valve is abnormal.
The exhaust gas purification control device according to claim 1. 前記燃料制御手段は、前記ポスト噴射による前記燃料添加を指令したときに前記触媒排気温度が所定温度よりも上昇する場合、前記燃料添加弁による前記燃料添加を指令し、
前記異常判定手段は、前記ポスト噴射による前記燃料添加により前記触媒排気温度が所定温度よりも上昇する場合、前記酸化触媒は正常であると判定し、前記ポスト噴射による前記燃料添加により前記触媒排気温度が所定温度よりも上昇する場合に指令される前記燃料添加弁による前記燃料添加により前記触媒排気温度が所定温度よりも上昇する場合、前記燃料添加弁は正常であると判定し、前記ポスト噴射による前記燃料添加により前記触媒排気温度が所定温度以下の場合、前記燃料添加弁は異常であると判定する、
ことを特徴とする請求項１に記載の排気浄化制御装置。 The fuel control means commands the fuel addition by the fuel addition valve when the catalyst exhaust temperature rises above a predetermined temperature when commanding the fuel addition by the post injection,
The abnormality determining means determines that the oxidation catalyst is normal when the catalyst exhaust temperature rises above a predetermined temperature due to the fuel addition by the post injection, and the catalyst exhaust temperature by the fuel addition by the post injection. If the catalyst exhaust temperature rises above a predetermined temperature due to the fuel addition by the fuel addition valve commanded when the temperature rises above a predetermined temperature, it is determined that the fuel addition valve is normal and the post injection When the catalyst exhaust temperature is equal to or lower than a predetermined temperature due to the fuel addition, the fuel addition valve is determined to be abnormal.
The exhaust gas purification control device according to claim 1. 前記排気処理装置はパティキュレートフィルタであることを特徴とする請求項１から３のいずれか一項に記載の排気浄化制御装置。   The exhaust purification control device according to any one of claims 1 to 3, wherein the exhaust treatment device is a particulate filter. 内燃機関の排気通路に設置され前記排気通路に燃料を添加する燃料添加弁と、
前記排気通路に設置され、前記排気通路に添加される燃料を酸化反応させる酸化触媒と、
前記酸化触媒における排気温度に応じた信号を出力する温度センサと、
前記酸化触媒の下流側に設置され、前記内燃機関から排出される排気中の有害成分を浄化する排気処理装置と、
請求項１から４のいずれか一項に記載の排気浄化制御装置と、
を備えることを特徴とする排気浄化システム。 A fuel addition valve installed in the exhaust passage of the internal combustion engine for adding fuel to the exhaust passage;
An oxidation catalyst installed in the exhaust passage and oxidizing the fuel added to the exhaust passage;
A temperature sensor that outputs a signal corresponding to the exhaust temperature in the oxidation catalyst;
An exhaust treatment device installed on the downstream side of the oxidation catalyst and purifying harmful components in the exhaust discharged from the internal combustion engine;
An exhaust purification control device according to any one of claims 1 to 4,
An exhaust purification system comprising:
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