JP6443033B2 - Exhaust purification system - Google Patents

Description

  The present invention relates to an exhaust purification system.

  Conventionally, a NOx occlusion reduction type catalyst is known as a catalyst for reducing and purifying nitrogen compounds (NOx) in exhaust gas discharged from an internal combustion engine. The NOx occlusion reduction catalyst occludes NOx contained in the exhaust when the exhaust is in a lean atmosphere, and harmless NOx occluded by hydrocarbons contained in the exhaust when the exhaust is in a rich atmosphere. And release.

  The NOx occlusion reduction type catalyst also occludes sulfur oxide (hereinafter referred to as SOx) contained in the exhaust gas. When the SOx storage amount increases, there is a problem that the NOx purification ability of the NOx storage reduction catalyst is lowered. Therefore, when the SOx occlusion amount reaches a predetermined amount, unburned fuel is added to the upstream oxidation catalyst by post injection or exhaust pipe injection so that SOx is released from the NOx occlusion reduction type catalyst and recovered from S poisoning. So as to raise the exhaust temperature to the SOx separation temperature, so-called SOx purge must be performed periodically (see, for example, Patent Document 1).

JP 2009-47086 A JP 2002-242663 A JP 2000-320386 A

  If the above-mentioned SOx purge (hereinafter simply referred to as catalyst regeneration processing) is performed only by injection system control by post injection or exhaust pipe injection, fuel consumption becomes excessive and fuel efficiency is deteriorated. For this reason, it is preferable to use both the injection system control for increasing the fuel injection amount and the air system control for decreasing the intake air amount.

  When a large amount of EGR gas is introduced into the combustion chamber by air system control, an ignition delay occurs at the same injection timing as in the normal lean state. Therefore, when switching from the lean state to the rich state, the injection timing is advanced, and when switching from the rich state to the lean state, it is necessary to return the advanced injection timing to the original injection timing by delaying. .

  In order to appropriately advance and retard these injection timings, advance and retard amounts corresponding to changes in the actual intake air amount are required to synchronize the instantaneously reacting injection system with the air system that is delayed in response. It is preferable to control the injection timing. However, during the execution of such control, for example, when motoring traveling for stopping fuel injection of the engine is started, the air system control is switched to another control for reducing the intake air amount by a predetermined value during motoring traveling. For this reason, the intake air amount does not change, and there is a possibility that the combustion of the engine may become unstable without the advance or retard of the injection timing being advanced.

  It is an object of the disclosed system to effectively prevent engine combustion from becoming unstable at the start or end of catalyst regeneration processing.

  The disclosed system includes a NOx reduction catalyst that is provided in an exhaust passage of an internal combustion engine to reduce and purify NOx in exhaust gas, an intake air amount sensor that detects an intake air amount of the internal combustion engine, and the internal combustion engine rotates at a predetermined speed. The exhaust from the lean state to the rich state by combining the motoring detection means for detecting the motoring state that stops the fuel injection with the number, the air system control for reducing the intake air amount, and the injection system control for increasing the fuel injection amount A control unit that executes a regeneration process for recovering the NOx purification ability of the NOx reduction catalyst by switching to the exhaust gas purification system, wherein the control unit is rich from a lean state that starts the regeneration process. At least one of the period for switching to the state and the period for switching from the rich state to the lean state for ending the regeneration process. When follow-up control is performed to change at least one of the fuel injection timing and the fuel injection amount of the internal combustion engine according to the detection value of the quantity sensor, and the motoring detection means detects the motoring state during the follow-up control. The follow-up control is stopped.

  According to the disclosed system, it is possible to effectively prevent engine combustion from becoming unstable at the start or end of catalyst regeneration.

1 is an overall configuration diagram showing an exhaust purification system according to an embodiment. It is a timing chart explaining SOx purge control concerning this embodiment. It is a block diagram which shows the setting process of the MAF target value at the time of SOx purge lean control which concerns on this embodiment. It is a block diagram which shows the setting process of the target injection amount at the time of SOx purge rich control which concerns on this embodiment. It is a timing chart explaining catalyst temperature adjustment control of SOx purge control concerning this embodiment. It is a block diagram which shows the prohibition process of SOx purge control which concerns on this embodiment. It is a flowchart explaining switching to the rich state of MAF follow-up control concerning this embodiment. It is a flowchart explaining switching to the lean state of MAF follow-up control concerning this embodiment. It is a block diagram which shows the process of the injection amount learning correction | amendment of the injector which concerns on this embodiment. It is a flowchart explaining the calculation process of the learning correction coefficient which concerns on this embodiment. It is a block diagram which shows the setting process of the MAF correction coefficient which concerns on this embodiment.

  Hereinafter, an exhaust purification system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, each cylinder of a diesel engine (hereinafter simply referred to as an engine) 10 is provided with an injector 11 that directly injects high-pressure fuel stored in a common rail (not shown) into each cylinder. The fuel injection amount and fuel injection timing of each injector 11 are controlled in accordance with an instruction signal input from an electronic control unit (hereinafter referred to as ECU) 50.

  An intake passage 12 for introducing fresh air is connected to the intake manifold 10A of the engine 10, and an exhaust passage 13 for leading the exhaust to the outside is connected to the exhaust manifold 10B. In the intake passage 12, an air cleaner 14, an intake air amount sensor (hereinafter referred to as MAF sensor) 40, a compressor 20A of the variable displacement supercharger 20, an intercooler 15, an intake throttle valve 16 and the like are provided in order from the intake upstream side. ing. The exhaust passage 13 is provided with a turbine 20B of the variable displacement supercharger 20, an exhaust aftertreatment device 30 and the like in order from the exhaust upstream side. In FIG. 1, reference numeral 41 denotes an engine speed sensor, reference numeral 42 denotes an accelerator opening sensor, and reference numeral 46 denotes a boost pressure sensor.

  The EGR device 21 includes an EGR passage 22 that connects the exhaust manifold 10B and the intake manifold 10A, an EGR cooler 23 that cools EGR gas, and an EGR valve 24 that adjusts the EGR amount.

  The exhaust aftertreatment device 30 is configured by arranging an oxidation catalyst 31, a NOx occlusion reduction type catalyst 32, and a particulate filter (hereinafter simply referred to as a filter) 33 in order from the exhaust upstream side in a case 30A. The exhaust passage 13 upstream of the oxidation catalyst 31 is provided with an exhaust pipe injection device 34 that injects unburned fuel (mainly HC) into the exhaust passage 13 in accordance with an instruction signal input from the ECU 50. It has been.

  The oxidation catalyst 31 is formed, for example, by carrying an oxidation catalyst component on the surface of a ceramic carrier such as a honeycomb structure. When the unburned fuel is supplied by the post-injection of the exhaust pipe injector 34 or the injector 11, the oxidation catalyst 31 oxidizes this and raises the exhaust temperature.

  The NOx storage reduction catalyst 32 is formed, for example, by supporting an alkali metal or the like on the surface of a ceramic carrier such as a honeycomb structure. The NOx occlusion reduction type catalyst 32 occludes NOx in the exhaust when the exhaust air-fuel ratio is in a lean state, and occludes with a reducing agent (HC or the like) contained in the exhaust when the exhaust air-fuel ratio is in a rich state. NOx is reduced and purified.

  The filter 33 is formed, for example, by arranging a large number of cells partitioned by porous partition walls along the flow direction of the exhaust gas and alternately plugging the upstream side and the downstream side of these cells. . The filter 33 collects PM in the exhaust gas in the pores and surfaces of the partition walls, and when the estimated amount of PM deposition reaches a predetermined amount, so-called filter forced regeneration is performed in which the PM is burned and removed. Filter forced regeneration is performed by supplying unburned fuel to the upstream side oxidation catalyst 31 by exhaust pipe injection or post injection, and raising the exhaust temperature flowing into the filter 33 to the PM combustion temperature.

  The first exhaust temperature sensor 43 is provided on the upstream side of the oxidation catalyst 31 and detects the exhaust temperature flowing into the oxidation catalyst 31. The second exhaust temperature sensor 44 is provided between the NOx storage reduction catalyst 32 and the filter 33 and detects the exhaust temperature flowing into the filter 33. The NOx / lambda sensor 45 is provided on the downstream side of the filter 33, and detects the NOx value and lambda value (hereinafter also referred to as excess air ratio) of the exhaust gas that has passed through the NOx storage reduction catalyst 32.

  The ECU 50 performs various controls of the engine 10 and the like, and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, sensor values of the sensors 40 to 46 are input to the ECU 50. Further, the ECU 50 includes a filter regeneration control unit 51, a SOx purge control unit 60, a SOx purge prohibition processing unit 70, a MAF follow-up control unit 80, an injection amount learning correction unit 90, and a MAF correction coefficient calculation unit 95. As part of functional elements. Each of these functional elements will be described as being included in the ECU 50 which is an integral hardware, but any one of these may be provided in separate hardware.

[Filter regeneration control]
The filter regeneration control unit 51 estimates the PM accumulation amount of the filter 33 from the travel distance of the vehicle or the differential pressure across the filter detected by a differential pressure sensor (not shown), and the estimated PM accumulation amount exceeds a predetermined upper limit threshold. And the forced regeneration flag F _DPF is turned on (see time t _{1 in} FIG. 2). When the forced regeneration flag F _DPF is turned on, an instruction signal for executing exhaust pipe injection is transmitted to the exhaust pipe injection device 34, or an instruction signal for executing post injection to each injector 11 is transmitted. The exhaust temperature is raised to the PM combustion temperature (for example, about 550 ° C.). The forced regeneration flag F _DPF is, PM deposition estimation amount is turned off drops to a predetermined lower threshold value (see time t ₂ in FIG. 2).

[SOx purge control]
The SOx purge control unit 60 is an example of the regeneration control means of the present invention, and makes the exhaust gas rich and raises the exhaust gas temperature to a sulfur desorption temperature (for example, about 600 ° C.). Control to recover from SOx poisoning (hereinafter, this control is referred to as SOx purge control) is executed.

FIG. 2 shows a timing chart of the SOx purge control of this embodiment. As shown in FIG. 2, the SOx purge flag F _SP for starting the SOx purge control is turned on when the SOx purge prohibition flag F _{Pro_SP} described later is turned off and the forced regeneration flag F _DPF is turned off (FIG. 2). see time _{t 2} of 2).

  In the present embodiment, the enrichment by the SOx purge control is performed by adjusting the excess air ratio to the lean side from the theoretical air-fuel ratio equivalent value (about 1.0) from the steady operation (for example, about 1.5) by the air system control. SOx purge lean control for reducing to 1 target excess air ratio (for example, about 1.3) and injection system control to reduce the excess air ratio from the first target excess air ratio to the second target excess air ratio on the rich side (for example, about 0) This is realized by using together with the SOx purge rich control that lowers to .9). Details of the SOx purge lean control and the SOx purge rich control will be described below.

[Air system control for SOx purge lean control]
FIG. 3 is a block diagram illustrating a process for setting the MAF target value MAF _{SPL_Trgt} during the SOx purge lean control. The first target excess air ratio setting map 61 is a map that is referred to based on the engine speed Ne and the accelerator opening Q (the fuel injection amount of the engine 10), and the engine speed Ne, the accelerator opening Q, The excess air ratio target value λ _{SPL_Trgt} (first target excess air ratio) at the time of SOx purge lean control corresponding to is preset based on experiments or the like.

First, the excess air ratio target value λ _{SPL_Trgt} at the time of SOx purge lean control is read from the first target excess air ratio setting map 61 using the engine speed Ne and the accelerator opening Q as input signals, and is sent to the MAF target value calculation unit 62. Entered. Further, the MAF target value calculation unit 62 calculates the MAF target value MAF _{SPL_Trgt} during the SOx purge lean control based on the following formula (1).

MAF _{SPL_Trgt} = λ _{SPL_Trgt} × Q _{fnl_corrd} × Ro _Fuel × AFR _sto / _{Maf_corr} (1)

In Equation (1), Q _{fnl_cord} represents a learning-corrected fuel injection amount (excluding post-injection) described later, Ro _Fuel represents fuel specific gravity, AFR _sto represents a theoretical air-fuel ratio, and _{Maf_corr} represents a MAF correction coefficient described later. Yes.

MAF target value _{MAF SPL_Trgt} calculated by the MAF target value calculation unit 62, when the SOx purge flag _{F SP} is turned on (see time _{t 2} in FIG. 2) is input to the lamp unit 63. The ramp processing unit 63 reads the ramp coefficient from each of the ramp coefficient maps 63A and _63B using the engine speed Ne and the accelerator opening Q as input signals, and _{uses the} MAF target ramp value MAF _{SPL_Trgt_Ramp} to which the ramp coefficient is added as the valve control unit 64. To enter.

The valve control unit 64 throttles the intake throttle valve 16 to the _close side and opens the EGR valve 24 to the open side so that the actual MAF value MAF _Act input from the MAF sensor 40 becomes the MAF target ramp value MAF _{SPL_Trgt_Ramp.} Execute control.

Thus, in the present embodiment, the MAF target value MAF _{SPL_Trgt} is set based on the excess air ratio target value λ _{SPL_Trgt} read from the first target excess air ratio setting map 61 and the fuel injection amount of each injector 11, The air system operation is feedback-controlled based on the MAF target value MAF _{SPL_Trgt} . Thus, without providing a lambda sensor upstream of the NOx storage reduction catalyst 32, or even when a lambda sensor is provided upstream of the NOx storage reduction catalyst 32, the sensor value of the lambda sensor is not used. The exhaust can be effectively reduced to a desired excess air ratio required for SOx purge lean control.

_Further, by using the fuel injection amount Q _{fnl_corrd} after learning correction as the fuel injection amount of each injector 11, the MAF target value MAF _{SPL_Trgt} can be set by feedforward control, and the aging deterioration and characteristic change of each injector 11 can be _achieved. The influence of individual differences can be effectively eliminated.

Further, by adding a ramp coefficient that is set according to the operating state of the engine 10 to the MAF target value MAF _{SPL_Trgt} , it is possible to prevent misfire of the engine 10 due to a sudden change in the intake air amount, deterioration of drivability due to torque fluctuation, and the like. It can be effectively prevented.

[Fuel injection amount setting for SOx purge rich control]
FIG. 4 is a block diagram showing processing for setting the target injection amount Q _{SPR_Trgt} (injection amount per unit time) of exhaust pipe injection or post injection in SOx purge rich control. The second target excess air ratio setting map 65 is a map that is referred to based on the engine speed Ne and the accelerator opening Q, and at the time of SOx purge rich control corresponding to the engine speed Ne and the accelerator opening Q. The air excess ratio target value λ _{SPR_Trgt (} second target air excess ratio) is preset based on experiments or the like.

First, the excess air ratio target value λ _{SPR_Trgt} at the time of SOx purge rich control is read from the second target excess air ratio setting map 65 using the engine speed Ne and the accelerator opening Q as input signals, and an injection quantity target value calculation unit 66. Further, the injection amount target value calculation unit 66 calculates the target injection amount Q _{SPR_Trgt} during the SOx purge rich control based on the following formula (2).

Q _{SPR_Trgt} = MAF _{SPL_Trgt} × _{Maf_corr} / (λ _{SPR_Trgt} × Ro _Fuel × AFR _sto ) −Q _{fnl_corrd} (2)

In Expression (2), MAF _{SPL_Trgt} is the MAF target value at the SOx purge _{lean, and} is input from the above-described MAF target value calculation unit 62. Q _{fnlRaw_cord} is a fuel injection amount (excluding post-injection) after application of learning corrected MAF follow-up control, which will be described later, Ro _Fuel is fuel specific gravity, AFR _sto is a theoretical air-fuel ratio, and _{Maf_corr} is a MAF correction coefficient described later. Show.

The target injection amount Q _{SPR_Trgt} calculated by the injection amount target value calculation unit 66 is transmitted as an injection instruction signal to the exhaust pipe injector 34 or each injector 11 when a SOx purge rich flag F _SPR described later is turned on.

As described above, in this embodiment, the target injection amount Q _{SPR_Trgt} is set based on the air excess rate target value λ _{SPR_Trgt} read from the second target air excess rate setting map 65 and the fuel injection amount of each injector 11. It has become. Thus, without providing a lambda sensor upstream of the NOx storage reduction catalyst 32, or even when a lambda sensor is provided upstream of the NOx storage reduction catalyst 32, the sensor value of the lambda sensor is not used. The exhaust can be effectively reduced to a desired excess air ratio required for SOx purge rich control.

_Further, by using the fuel injection amount Q _{fnl_corrd} after learning correction as the fuel injection amount of each injector 11, the target injection amount Q _{SPR_Trgt} can be set by feedforward control, and the aging deterioration and characteristic change of each injector 11 can be _achieved. Etc. can be effectively eliminated.

[Catalyst temperature adjustment control for SOx purge control]
The exhaust temperature (hereinafter also referred to as catalyst temperature) flowing into the NOx occlusion reduction type catalyst 32 during the SOx purge control is the SOx that performs exhaust pipe injection or post injection as shown at times t _{2 to} t ₄ in FIG. The purge rich flag F _SPR is controlled by alternately switching on / off (rich / lean). When the SOx purge rich flag F _SPR is turned on (F _SPR = 1), the catalyst temperature rises by exhaust pipe injection or post injection (hereinafter, this period is referred to as an injection period _{TF_INJ} ). On the other hand, when the SOx purge rich flag _FSPR is turned off, the catalyst temperature is lowered by stopping the exhaust pipe injection or the post injection (hereinafter, this period is referred to as an interval _{TF_INT} ).

In the present embodiment, the injection period _{TF_INJ} is set by reading values corresponding to the engine speed Ne and the accelerator opening Q from an injection period setting map (not shown) created in advance by experiments or the like. In this injection time setting map, an injection period required to reliably reduce the excess air ratio of exhaust gas obtained in advance through experiments or the like to the second target excess air ratio is set according to the operating state of the engine 10. ing.

The interval T _{F_INT} is set by feedback control when the SOx purge rich flag F _{SPR at} which the catalyst temperature is highest is switched from on to off. Specifically, the proportional control for changing the input signal in proportion to the deviation ΔT between the target catalyst temperature and the estimated catalyst temperature when the SOx purge rich flag _FSPR is turned off, and the time integral value of the deviation ΔT are proportional. This is processed by PID control constituted by integral control for changing the input signal and differential control for changing the input signal in proportion to the time differential value of the deviation ΔT. The target catalyst temperature is set at a temperature at which SOx can be removed from the NOx storage reduction catalyst 32. The estimated catalyst temperature is, for example, the inlet temperature of the oxidation catalyst 31 detected by the first exhaust temperature sensor 43, and the oxidation catalyst 31. It may be estimated based on the exothermic reaction in the NOx occlusion reduction type catalyst 32 or the like.

As shown at time t ₁ in FIG. 5, when the SOx purge flag F _SP is turned on by the end of forced filter regeneration (F _DPF = 0), the SOx purge rich flag F _SPR is also turned on, and the feedback calculation is also reset once. Is done. That is, for the first time immediately after the forced filter regeneration, exhaust pipe injection or post injection is executed according to the injection period _{TF_INJ_1} set in the injection period setting map (see times t _{1 to} t _{2 in} FIG. 5). Thereby, without reducing the exhaust temperature that has risen due to the forced filter regeneration, it is possible to promptly shift to the SOx purge control and reduce the fuel consumption.

Then, when the SOx purge rich flag _{F SPR} is turned off with the passage of the injection period _{T F_INJ_1,} until interval _{T F_INT_1} set by PID control has elapsed, SOx purge rich flag _{F SPR} is turned off (time in FIG. 5 t see ₂ ~t _3). Further, when the SOx purge rich flag _{F SPR} is turned on by the lapse of the interval _{T F_INT_1,} injection period _{T F_INJ_2} exhaust pipe injection or post injection according to is performed again (see time _t 3 ~t ₄ of 5 ). Thereafter, the switching on and off of these SOx purge rich flag _{F SPR} is repeatedly executed until the SOx purge flag _{F SP} is turned off (see time _{t n} in FIG. 5) by the completion judgment of the SOx purge control described later.

As described above, in the present embodiment, the injection period _{TF_INJ} for raising the catalyst temperature and lowering the excess air ratio to the second target excess air ratio is set from the map referred to based on the operating state of the engine 10, The interval _{TF_INT} for lowering the catalyst temperature is processed by PID control. This makes it possible to reliably reduce the excess air ratio to the target excess ratio while effectively maintaining the catalyst temperature during the SOx purge control within a desired temperature range necessary for the purge.

[SOx purge control prohibition process]
If the SOx purge is performed in a state where the engine speed Ne is high or the fuel injection amount of the injector 11 is large, there is a possibility that the engine temperature will rise rapidly. In addition, when the engine speed Ne is high, there is a problem that the accuracy of the SOx purge lean control for reducing the intake air amount cannot be ensured. On the other hand, when unburned fuel is supplied in a state where the engine speed Ne is low or the catalyst temperature is lower than the activation temperature, there is a problem that white smoke or the like is generated due to an increase in HC slip.

FIG. 6 is a block diagram showing the SOx purge execution prohibition process by the SOx purge prohibition unit 70. The SOx purge prohibiting unit 70 is a regeneration prohibiting means of the present invention, and (1) when the engine speed Ne is higher than a predetermined upper limit speed threshold, (2) the engine speed Ne is a predetermined lower limit speed threshold. Is lower than (3) the fuel injection amount of the injector 11 is greater than a predetermined upper limit injection amount threshold, and (4) the catalyst temperature of the NOx storage reduction catalyst 32 is lower than the predetermined catalyst activation temperature. When the above condition is satisfied, the SOx purge prohibition flag F _{Pro_SP} is turned on (F _{Pro_SP} = 1) and transmitted to the SOx purge control unit 60.

  That is, if any of these conditions (1) to (4) is not satisfied, the execution of the SOx purge control is prohibited, and if all of these conditions (1) to (4) are satisfied, the execution of the SOx purge control is prohibited. Allowed. Thereby, it is possible to effectively prevent an excessive temperature rise of the engine 10 due to SOx purge, generation of white smoke, and the like.

  Note that these conditions (1) to (4) used for the SOx purge prohibition determination are the so-called NOx purge prohibition determination in which exhaust is enriched and NOx stored in the NOx storage reduction catalyst 32 is released by reduction purification. It is also possible to apply to.

[Determining completion of SOx purge control]
SOx purge control, (1) SOx purge flag F from on the _SP injection quantity of the exhaust pipe injection or post injection accumulated, when the amount of the cumulative injected has reached the predetermined upper limit threshold amount, of (2) SOx purge control When the elapsed time counted from the start reaches a predetermined upper threshold time, (3) calculation is performed based on a predetermined model formula including the operating state of the engine 10 and the sensor value of the NOx / lambda sensor 45 as input signals. If any of the conditions in the case of SOx adsorption amount of NOx occlusion-reduction catalyst 32 has decreased to a predetermined threshold value indicating a SOx removal success is established, SOx purge flag F _SP is terminated by turning off the (time t ₄ in FIG. 2 , reference time _{t n} in FIG. 5).

  As described above, in this embodiment, when the SOx purge control end condition is provided with the upper limit of the cumulative injection amount and the elapsed time, the fuel consumption amount when the SOx purge does not progress due to a decrease in the exhaust temperature or the like. Can be effectively prevented from becoming excessive.

[MAF tracking control]
The MAF follow-up control unit 80 (1) switches each injector 11 during the switching period from the end of the filter regeneration control to the rich state by the start of the SOx purge control and (2) the switching period from the rich state to the lean state by the end of the SOx purge control. The control for correcting the fuel injection timing and the fuel injection amount according to the MAF change (hereinafter, this control is referred to as MAF follow-up control) is executed.

  When a large amount of EGR gas is introduced into the combustion chamber of the engine 10 by the air system operation of the SOx purge lean control, an ignition delay occurs at the same fuel injection timing as the lean state in the normal operation. Therefore, when switching from the lean state to the rich state, it is necessary to advance the injection timing by a predetermined amount. Further, when switching from the rich state to the normal lean state, it is necessary to return the injection timing to the normal injection timing by retarding. However, the advance angle or retard angle of the injection timing is performed more rapidly than the air system operation. For this reason, the advance or retard of the injection timing is completed before the excess air ratio reaches the target excess air ratio due to the air system operation, and the drivability due to the sudden increase in NOx generation amount, combustion noise, torque, etc. There is a problem that causes deterioration.

  In order to avoid such a phenomenon, the MAF follow-up control unit 80, as shown in the flow charts of FIGS. 7 and 8, performs MAF follow-up control for increasing / decreasing the advance angle or retard angle of the injection timing and the injection amount in accordance with the MAF change. Execute. The MAF follow-up control of the present embodiment will be described as being applied to SOx purge control. can do.

  First, based on FIG. 7, the MAF follow-up control during the switching period from the end of the filter regeneration control to the rich state by the start of the SOx purge control will be described.

In step S100, SOx purge prohibition flag _{F Pro_SP} is the SOx purge flag _{F SP} in off is turned on, at step S120, before the switching from the MAF target value _{MAF SPL_Trgt} after switching (rich state) of (lean state) By subtracting the MAF target value MAF _{L_Trgt} , the MAF target value change amount ΔMAF _Trgt (= MAF _{SPL_Trgt} −MAF _{L_Trgt} ) before and after switching is calculated.

In step S130, the current actual MAF change rate ΔMAF _Ratio is calculated. More specifically, by subtracting the MAF target value MAF _{L_Trgt} before switching from the current actual MAF value MAF _Act detected by the MAF sensor 40, the actual MAF change amount ΔMAF _Act (= MAF _Act -MAF _{L_Trgt} ) is calculated. Then, the actual MAF change rate ΔMAF _Act is divided by the MAF target value change amount ΔMAF _Trgt before and after switching, _thereby calculating the actual MAF change rate ΔMAF _Ratio (= ΔMAF _Act / ΔMAF _Trgt ).

In step S140, in accordance with the current actual MAF change rate ΔMAF _Ratio , a coefficient for advancing or retarding the injection timing of each injector 11 (hereinafter referred to as an injection timing tracking coefficient Comp ₁ ) and the injection amount of each injector 11 Is set to increase or decrease (hereinafter referred to as injection amount tracking coefficient Comp ₂ ). More specifically, the storage unit (not shown) of the ECU 50 stores an injection timing follow-up coefficient setting map M1 that defines the relationship between the actual MAF change rate MAF _Ratio and the injection timing follow-up coefficient Comp ₁ created in advance by experiments and the like, and the actual MAF change. An injection amount follow-up coefficient setting map M2 that defines the relationship between the rate MAF _Ratio and the injection amount follow-up coefficient Comp ₂ is stored. The injection timing follow-up coefficient Comp ₁ and the injection amount follow-up coefficient Comp ₂ are set by reading values corresponding to the actual MAF change rate ΔMAF _Ratio calculated in step S130 from these maps M1 and M2.

In step S150, the injection timing of each injector 11 is advanced by the amount obtained by multiplying the target advance amount by the injection timing follow-up coefficient Comp _1, and each time by the amount obtained by multiplying the target injection increase amount by the injection amount follow-up coefficient Comp _2. The injector 11 also increases the fuel injection amount.

Thereafter, in step S160, it is determined whether or not the current actual MAF value MAF _Act detected by the MAF sensor 40 has reached the MAF target value MAF _{SPL_Trgt} after switching (rich state). When the actual MAF value MAF _Act has not reached the MAF target value MAF _{SPL_Trgt} (No), the _{process returns} to step S130 via step S170. That is, by repeating the processing of steps S130 to _S150 until the actual MAF value MAF _Act becomes the MAF target value MAF _{SPL_Trgt} , the advance angle of the injection timing according to the actual MAF change rate MAF _Ratio that changes _every moment, and the injection The increase in quantity continues. Details of the processing in step S170 will be described later. On the other hand, when the actual MAF value MAF _Ref reaches the MAF target value MAF _{SPL_Trgt} in the determination in step S160 (Yes), this control is finished.

  In step S170, based on the sensor values of the engine speed sensor 41 and the accelerator opening sensor 42 (motoring detection means), it is determined whether or not the engine 10 is in a motoring state in which fuel injection is stopped at a predetermined speed or higher. Determined.

During motoring of the engine 10, since the air system control is switched to another control that _{restricts the} intake air amount to a predetermined value, the actual MAF value MAF _Act cannot be converged to the MAF target value MAF _{SPL_Trgt} , and MAF tracking control is performed. The state that cannot be completed continues for a long time. For this reason, the actual fuel injection amount is not increased to the target injection amount, which may make the combustion of the engine 10 unstable and cause torque fluctuations, drivability deterioration, and the like.

In the present embodiment, in order to avoid such a state, if it is determined in step S170 that the motoring state is present (Yes), the process proceeds to step S180, and the injection timing follow-up coefficient Comp ₁ and the injection amount follow-up coefficient Comp. ₂ is forcibly set to “1”. Thereby, MAF follow-up control is forcibly terminated (stopped), and torque fluctuations and drivability deterioration can be effectively prevented.

  Next, MAF follow-up control at the time of switching from the rich state to the lean state by the end of the SOx purge control will be described based on FIG.

In step S200, SOx when purge flag _{F SP} is turned off, at step S220, by subtracting the MAF target value _{MAF SPL_Trgt} after switching before switching from MAF target value _{MAF L_Trgt} of (lean state) (rich state), The MAF target value change amount ΔMAF _Trgt (= MAF _{L_Trgt} −MAF _{SPL_Trgt} ) before and after switching is calculated.

In step S230, the current actual MAF change rate ΔMAF _Ratio is calculated. More specifically, by subtracting the MAF target value MAF _{SPL_Trgt} before switching from the current actual MAF value MAF _Act detected by the MAF sensor 40, the actual MAF change amount ΔMAF _Act (= MAF _Act -MAF _{SPL_Trgt} ) is calculated. Then, the actual MAF change rate ΔMAF _Act is divided by the MAF target value change amount ΔMAF _Trgt before and after switching, _thereby calculating the actual MAF change rate ΔMAF _Ratio (= ΔMAF _Act / ΔMAF _Trgt ).

In step S240, a value corresponding to the actual MAF change rate ΔMAF _Ratio is read from the injection timing tracking coefficient setting map M1 as the injection timing tracking coefficient Comp ₁ , and also corresponds to the actual MAF change rate ΔMAF _Ratio from the injection amount tracking coefficient setting map M2. value is read as the injection quantity coefficient of following Comp _2.

In step S250, the injection timing of each injector 11 is retarded by the target delay amount multiplied by the injection timing follow-up coefficient Comp ₁ , and the target injection decrease amount is multiplied by the injection amount follow-up coefficient Comp _2. The fuel injection amount of the injector 11 is also reduced.

Thereafter, in step S260, it is determined whether or not the current actual MAF value MAF _Act detected by the MAF sensor 40 has reached the MAF target value MAF _{L_Trgt} after switching (lean state). When the actual MAF value MAF _Act has not reached the MAF target value MAF _{L_Trgt} (No), the _{process returns} to step S230 via step S270. That is, by repeating the processing of steps S230 to S250 until the actual MAF value MAF _Act becomes the MAF target value MAF _{L_Trgt} , the delay of the injection timing according to the actual MAF change rate MAF _Ratio that changes every moment, and the injection The amount continues to decrease. Details of the processing in step S270 will be described later. On the other hand, when the actual MAF value MAF _Ref reaches the MAF target value MAF _{L_Trgt} in the determination in step S260 (Yes), this control ends.

  In step S270, based on the sensor values of the engine speed sensor 41 and the accelerator opening sensor 42 (motoring detecting means), it is determined whether or not the engine 10 is in a motoring state in which fuel injection is stopped at a predetermined speed or higher. Determined.

As described above, since the intake air amount is switched to another control when the engine 10 is _motored , the actual MAF value MAF _Act cannot be converged to the MAF target value MAF _{SPL_Trgt} , and the MAF tracking control cannot be completed. The state lasts for a long time. For this reason, there is a possibility that the actual fuel injection amount is maintained in a state larger than the target injection amount, resulting in torque fluctuation, drivability deterioration, and the like.

In the present embodiment, in order to avoid such a state, if it is determined in step S270 that the motoring state is present (Yes), the process proceeds to step S280, and the injection timing follow-up coefficient Comp ₁ and the injection amount follow-up coefficient Comp ₂ is forcibly set to “1”. Thereby, MAF follow-up control is forcibly terminated (stopped), and torque fluctuations and drivability deterioration can be effectively prevented.

[Injection amount learning correction]
As shown in FIG. 9, the injection amount learning correction unit 90 includes a learning correction coefficient calculation unit 91 and an injection amount correction unit 92.

The learning correction coefficient calculation unit 91 is based on the error Δλ between the actual lambda value λ _Act detected by the NOx / lambda sensor 45 during the lean operation of the engine 10 and the estimated lambda value λ _Est, and the learning correction coefficient F for the fuel injection amount. Calculate _Corr . When the exhaust is in a lean state, the HC concentration in the exhaust is very low, so that the change in the exhaust lambda value due to the oxidation reaction of HC at the oxidation catalyst 33 is negligibly small. Therefore, the actual lambda value λ _Act in the exhaust gas that passes through the oxidation catalyst 31 and is detected by the downstream NOx / lambda sensor 45 matches the estimated lambda value λ _Est in the exhaust gas discharged from the engine 10. Conceivable. That is, when an error Δλ occurs between the actual lambda value λ _Act and the estimated lambda value λ _Est , it can be assumed that the difference is between the commanded injection amount for each injector 11 and the actual injection amount. Hereinafter, the learning correction coefficient calculation processing by the learning correction coefficient calculation unit 91 using the error Δλ will be described based on the flow of FIG.

  In step S300, based on the engine speed Ne and the accelerator opening Q, it is determined whether or not the engine 10 is in a lean operation state. If it is in the lean operation state, the process proceeds to step S310 to start the calculation of the learning correction coefficient.

In step S310, an error Δλ obtained by subtracting the actual lambda value λ _Act detected by the NOx / lambda sensor 45 from the estimated lambda value λ _Est is multiplied by the learning value gain K ₁ and the correction sensitivity coefficient K ₂ to thereby obtain the learning value F _CorrAdpt is calculated (F _CorrAdpt = (λ _Est −λ _Act ) × K ₁ × K ₂ ). The estimated lambda value λ _Est is estimated and calculated from the operating state of the engine 10 according to the engine speed Ne and the accelerator opening Q. Further, the correction sensitivity coefficient _{K 2} is read the actual lambda value lambda _Act detected by the NOx / lambda sensor 45 from the correction sensitivity coefficient map 91A shown in FIG. 9 as an input signal.

In step S320, it is determined whether or not the absolute value | F _CorrAdpt | of the learning value F _CorrAdpt is within the range of the predetermined correction limit value A. If the absolute value | F _CorrAdpt | exceeds the correction limit value A, the present control is returned to stop the current learning.

In step S330, it is determined whether the learning prohibition flag _FPro is off. The learning prohibition flag F _Pro corresponds to, for example, transient operation of the engine 10, SOx purge control (F _SP = 1), NOx purge control (F _NP = 1), and the like. This is because when these conditions are satisfied, the error Δλ increases due to a change in the actual lambda value λ _Act , and accurate learning cannot be performed. Whether or not the engine 10 is in a transient operation state is determined based on, for example, the time change amount of the actual lambda value λ _Act detected by the NOx / lambda sensor 45 when the time change amount is larger than a predetermined threshold value. What is necessary is just to determine with a transient operation state.

In step S340, the learning value map 91B (see FIG. 9) referred to based on the engine speed Ne and the accelerator opening Q is updated to the learning value F _CorrAdpt calculated in step S310. More specifically, on the learning value map 91B, a plurality of learning areas divided according to the engine speed Ne and the accelerator opening Q are set. These learning regions are preferably set to have a narrower range as the region is used more frequently and to be wider as a region is used less frequently. As a result, learning accuracy is improved in regions where the usage frequency is high, and unlearning can be effectively prevented in regions where the usage frequency is low.

In step S350, the learning correction coefficient F _Corr is calculated by adding “1” to the learned value read from the learned value map 91B using the engine speed Ne and the accelerator opening Q as input signals (F _Corr = 1 + F). _CorrAdpt ). The learning correction coefficient F _Corr is input to the injection amount correction unit 92 shown in FIG.

The injection amount correction unit 92 multiplies each basic injection amount of pilot injection Q _Pilot , pre-injection Q _Pre , main injection Q _Main , after-injection Q _After , and post-injection Q _{Post by} a learning correction coefficient F _Corr. The injection amount is corrected.

In this way, by correcting the fuel injection amount to each injector 11 with the learning value corresponding to the error Δλ between the estimated lambda value λ _Est and the actual lambda value λ _Act , the aging deterioration, characteristic change, individual difference of each injector 11 is corrected. It is possible to effectively eliminate such variations.

[MAF correction coefficient]
MAF correction coefficient calculating unit 95 MAF is used to set the MAF target value _{MAF SPL_Trgt} and the target injection amount _{Q SPR_Trgt} during SOx purge control and the setting of the MAF target value _{MAF NPL_Trgt} and the target injection amount _{Q NPR_Trgt} during NOx purge control A correction coefficient _{Maf_corr} is calculated.

In the present embodiment, the fuel injection amount of each injector 11 is corrected based on the error Δλ between the actual lambda value λ _Act and the estimated lambda value λ _Est detected by the NOx / lambda sensor 45. However, since lambda is the ratio of air to fuel, the factor of error Δλ is not necessarily only the effect of the difference between the commanded injection amount and the actual injection amount for each injector 11. That is, there is a possibility that the error of not only each injector 11 but also the MAF sensor 40 affects the lambda error Δλ.

FIG. 11 is a block diagram showing the setting process of the MAF correction coefficient _{Maf_corr} by the MAF correction coefficient calculation unit 95. The correction coefficient setting map 96 is a map that is referred to based on the engine speed Ne and the accelerator opening Q. The MAF indicating the sensor characteristics of the MAF sensor 40 corresponding to the engine speed Ne and the accelerator opening Q is shown in FIG. The correction coefficient _{Maf_corr} is set in advance based on experiments or the like.

The MAF correction coefficient calculation unit 95 reads the MAF correction coefficient _{Maf_corr} from the correction coefficient setting map 96 using the engine speed Ne and the accelerator opening Q as input signals, and outputs the MAF correction coefficient _{Maf_corr} to the MAF target value calculation unit 62, 72 and the injection amount target value calculation units 66 and 76. Thus, SOx purge control when the MAF target value _{MAF SPL_Trgt} and the target injection amount _{Q SPR_Trgt,} the setting of the MAF target value _{MAF NPL_Trgt} and the target injection amount _{Q NPR_Trgt} during NOx purge control effectively the sensor characteristics of the MAF sensor 40 It becomes possible to reflect.

[Others]
In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

DESCRIPTION OF SYMBOLS 10 Engine 11 Injector 12 Intake passage 13 Exhaust passage 16 Intake throttle valve 24 EGR valve 31 Oxidation catalyst 32 NOx occlusion reduction type catalyst 33 Filter 34 Exhaust pipe injection device 40 MAF sensor 45 NOx / lambda sensor 50 ECU

Claims (3)

An NOx reduction catalyst that is provided in an exhaust passage of the internal combustion engine to reduce and purify NOx in the exhaust, an intake air amount sensor that detects an intake air amount of the internal combustion engine, and the internal combustion engine injects fuel at a predetermined rotational speed. By switching the exhaust from the lean state to the rich state by using the motoring detection means for detecting the motoring state to stop, the air system control for reducing the intake air amount, and the injection system control for increasing the fuel injection amount, A control unit that executes a regeneration process for recovering the NOx purification ability of the NOx reduction catalyst,
The control unit sets at least one of a target fuel injection timing and a target fuel injection amount after air-fuel ratio switching,
The control unit detects the intake air amount sensor in at least one of a switching period from the lean state to the rich state to start the regeneration process and a switching period from the rich state to the lean state to end the regeneration process. Performing follow-up control for changing at least one of the fuel injection timing and the fuel injection amount of the internal combustion engine toward at least one of the target fuel injection timing and the target fuel injection amount according to a value;
When the motoring detection means detects a motoring state during execution of the follow-up control, the follow-up control is stopped while switching is continued, and at least one of the fuel injection timing and the fuel injection amount is set to the target fuel injection timing. And an exhaust purification system set to at least one of the target fuel injection amounts . As the follow-up control, the control unit performs a period from the start of the regeneration process to the current time based on the intake air amount detected by the intake air amount sensor during the switching period from the lean state to the rich state where the regeneration process is started. The exhaust purification system according to claim 1, wherein an intake air amount change amount is calculated, and a fuel injection timing of the internal combustion engine is advanced and a fuel injection amount of the internal combustion engine is increased in accordance with the intake air amount change amount. The control unit, as the follow-up control, switches from the rich state to the lean state for ending the regeneration process, and from the start of the regeneration process to the present based on the intake air amount detected by the intake air amount sensor. The exhaust gas purification according to claim 1 or 2, wherein an intake air amount change amount is calculated, and a fuel injection timing of the internal combustion engine is retarded and a fuel injection amount of the internal combustion engine is decreased according to the intake air amount change amount. system.

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