Exhaust purification device of internal combustion engine

This is a 371 national phase application of PCT/JP2006/309352 filed 28 Apr. 2006, claiming priority to Japanese Patent Application No. 2005-134410 filed 02 May 2005, the contents of which are incorporated herein by reference.

The present invention relates to an exhaust purification device of an internal combustion engine.

Known in the art is an internal combustion engine provided with a first exhaust passage and second exhaust passage branched from a common exhaust passage, providing an NOx absorbent storing NOx in the exhaust gas when the air-fuel ratio of inflowing exhaust gas is a lean air-fuel ratio and releasing stored NOx when the air-fuel ratio of inflowing exhaust gas is a rich air-fuel ratio in each of the first exhaust passage and second exhaust passage, providing a fuel addition valve in each of the first exhaust passage and second exhaust passage upstream of the NOx absorbent, and providing an exhaust control valve in each of the first exhaust passage and second exhaust passage downstream of the NOx absorbent (see for example Japanese Patent Publication (A) No. 2003-74328).

In this internal combustion engine, when the stored NOx is released from the NOx absorbent provided in the first exhaust passage, the exhaust control valve provided in the first exhaust passage is closed and fuel is added from the fuel addition valve provided in the first exhaust passage in the state with the exhaust gas standing in the first exhaust passage so as to maintain the air-fuel ratio of the exhaust gas in the first exhaust passage rich, and when the stored NOx is released from the NOx absorbent provided in the second exhaust passage, the exhaust control valve provided in the second exhaust passage is closed and fuel is added from the fuel addition valve provided in the second exhaust passage in the state with the exhaust gas standing in the second exhaust passage, whereby the air-fuel ratio of the exhaust gas in the second exhaust passage is kept rich.

However, in this internal combustion engine, there is the problem that two fuel addition valves are required for making the NOx absorbents release NOx. Further, a big problem is that these fuel addition valves are arranged considerably far from the engine, so it is necessary to lay fuel feed pipes to a considerable distance from the engine.

An object of the present invention is to provide an exhaust purification device of an internal combustion engine able to reduce the number of the fuel addition valves and able to make the mounting positions of the fuel addition valves closer to the engine.

According to the present invention, there is provided an exhaust purification device of an internal combustion engine provided with a first exhaust passage and a second exhaust passage branched from a common exhaust passage and providing an NOx absorbent storing NOx in an exhaust gas when the air-fuel ratio of inflowing exhaust gas is a lean air-fuel ratio and releasing stored NOx when the air-fuel ratio of inflowing exhaust gas is a rich air-fuel ratio in each of the first exhaust passage and second exhaust passage, wherein a fuel addition valve is arranged in the common exhaust passage upstream of the first exhaust passage and second exhaust passage and, when NOx should be released from the NOx absorbent arranged in the first exhaust passage, fuel added from the fuel additional valve is guided into the first exhaust passage and, after the fuel is guided into the first exhaust passage, the first exhaust passage is closed so as to maintain the air-fuel ratio of the exhaust gas in the first exhaust passage rich by using this fuel and, when NOx should be released from the NOx absorbent arranged in the second exhaust passage, fuel added from the fuel additional valve is guided into the second exhaust passage and, after the fuel is guided into the second exhaust passage, the second exhaust passage is closed so as to maintain the air-fuel ratio of the exhaust gas in the second exhaust passage rich by using this fuel.

FIG. 1 is an overview of a compression ignition type internal combustion engine,

FIG. 2 is an overview of another embodiment of a compression ignition type internal combustion engine,

FIG. 3 is a side cross-sectional view of an NOx storing reduction catalyst,

FIGS. 4(A) and 4(B) are cross-sectional views of a surface part of a catalyst carrier,

FIGS. 5(A) and(B) are views of the structure of a particulate filter,

FIG. 6 is a time chart showing the timing of addition of fuel and the opening/closing timing of an exhaust control valve,

FIG. 7 is a view of a map of the absorbed NOx amount NOXA,

FIGS. 8(A) and (B) are views of a second time Δt 2 ,

FIGS. 9 (A),(B) and (C) are views of a third time Δt 3 ,

FIG. 10 is a flow chart of NOx release control,

FIGS. 11(A) , (B) and (C) are views of various modifications of a compression ignition type internal combustion engine, and

FIGS. 12(A) , (B) and (C) are views of various modifications of a compression ignition type internal combustion engine.

FIG. 1 shows an overview of a compression ignition type internal combustion engine.

Referring to FIG. 1 , 1 indicates an engine body, 2 a combustion chamber of a cylinder, 3 an electronic control type fuel injector for injecting fuel into each combustion chamber 2 , 4 an intake manifold, and 5 an exhaust manifold. The intake manifold 4 is connected through an intake duct 6 to the outlet of a compressor 7 a of an exhaust turbocharger 7 , while the inlet of the compressor 7 a is connected through an air flow meter 8 to an air cleaner 9 . Inside the intake duct 6 is arranged an electrically controlled throttle valve 10 . Further, around the intake duct 6 is arranged a cooling system 11 for cooling the intake air flowing through the intake duct 6 . In the embodiment shown in FIG. 1 , the engine cooling water is guided to the cooling system 11 where the engine cooling water cools the intake air. On the other hand, the exhaust manifold 5 is connected to an inlet of an exhaust turbine 7 b of the exhaust turbocharger 7 , while the outlet of the exhaust turbine 7 b is connected to an exhaust after treatment device 20 .

The exhaust manifold 5 and the intake manifold 4 are connected to each other through an exhaust gas recirculation (hereinafter referred to as an “EGR”) passage 12 . Inside the EGR passage 12 is arranged an electrically controlled EGR control valve 13 . Further, around the EGR passage 12 is arranged a cooling system 14 for cooling the EGR gas flowing through the EGR passage 12 . In the embodiment shown in FIG. 1 , the engine cooling water is guided inside the cooling system 14 , where the engine cooling water cools the EGR gas. On the other hand, each fuel injector 3 is connected through a fuel feed pipe 15 to a common rail 16 . This common rail 16 is supplied with fuel from an electrically controlled variable discharge fuel pump 17 . The fuel supplied from the common rail 16 is supplied through each fuel feed pipe 15 to a fuel injector 3 .

The exhaust after treatment device 20 is provided with a common exhaust passage 21 connected to an outlet of the exhaust turbine 7 b and a first exhaust passage 22 a and second exhaust passage 22 b branched from this common exhaust passage 21 . Inside the first exhaust passage 22 a are arranged, in order from the upstream side, a first NOx storing reduction catalyst 23 a , a first particulate filter 24 a , a first oxidation catalyst 25 a , and a first exhaust control valve 26 a driven by an actuator 27 a , while inside the second exhaust passage 22 b are arranged, in order from the upstream side, a second NOx storing reduction catalyst 23 b , a second particulate filter 24 b , a second oxidation catalyst 25 b , and a second exhaust control valve 26 b driven by an actuator 27 b . These first exhaust passage 22 a and second exhaust passage 22 b merge at a common exhaust pipe 27 downstream of the first exhaust control valve 26 a and second exhaust control valve 26 b.

Further, the first exhaust passage 22 a is provided inside it with a temperature sensor 28 a for detecting the temperature of the first NOx storing reduction catalyst 23 a , a first differential pressure sensor 29 a for detecting the differential pressure before and after the first particulate filter 24 a , and a temperature sensor 30 a and air-fuel ratio sensor 31 a for detecting the temperature and air-fuel ratio of the exhaust gas exhausted from the first oxidation catalyst 25 a , while the second exhaust passage 22 b is provided inside it with a temperature sensor 28 b for detecting the temperature of the second NOx storing reduction catalyst 23 b , a second differential pressure sensor 29 b for detecting the differential pressure before and after the second particulate filter 24 b , and a temperature sensor 30 b and air-fuel ratio sensor 31 b for detecting the temperature and air-fuel ratio of the exhaust gas exhausted from the second oxidation catalyst 25 b.

On the other hand, as shown in FIG. 1 , a fuel addition valve 32 common for the first exhaust passage 22 a and second exhaust passage 22 b is arranged in the common exhaust passage 21 upstream of the first exhaust passage 22 a and second exhaust passage 22 b . This fuel addition valve 32 adds fuel as shown by F in FIG. 1 . In the embodiment according to the present invention, this fuel is diesel oil.

The electronic control unit 40 is comprised of a digital computer and is provided with a ROM (read only memory) 42 , a RAM (random access memory) 43 , a CPU (microprocessor) 44 , an input port 45 , and an output port 46 all connected by a bidirectional bus 41 . The output signals of the air flow meter 8 , temperature sensors 28 a , 28 b , 30 a , 30 b , differential pressure sensors 29 a , 29 b , and air-fuel ratio sensor 31 a , 31 b are input through the corresponding AD converters 47 to the input port 45 . Further, the accelerator pedal 49 is connected to a load sensor 50 generating an output voltage proportional to the amount of depression L of the accelerator pedal 49 . The output voltage of the load sensor 50 is input through the corresponding AD converter 47 to the input port 45 . Further, the input port 45 is connected to a crank angle sensor 51 generating an output pulse for each rotation of the crankshaft by for example 15°. On the other hand, the output port 46 is connected through the corresponding drive circuits 48 to the fuel injector 3 , throttle valve 10 drive system, EGR control valve 13 , fuel pump 17 , actuators 27 a , 27 b , and fuel addition valve 32 .

FIG. 2 shows another embodiment of a compression ignition type internal combustion engine. In this embodiment, the exhaust manifold 5 is provided with a fuel addition valve 32 . This fuel addition valve 32 adds fuel, that is, diesel oil, into the exhaust manifold 5 .

FIG. 3 shows the structure of the NOx storing reduction catalysts 23 a , 23 b . In the embodiment shown in FIG. 3 , the NOx storing reduction catalysts 23 a , 23 b form honeycomb structures and are provided with a plurality of exhaust gas flow passages 61 separated from each other by thin partition walls 60 . The partition walls 60 carry for example a catalyst carrier comprised of alumina on their two surfaces. FIGS. 4(A) and (B) schematically show the cross-section of the surface part of this catalyst carrier 65 . As shown in FIGS. 4(A) and (B), the catalyst carrier 65 carries a precious metal catalyst 66 dispersed on its surface. Further, the catalyst carrier 65 is formed with a layer of an NOx absorbent 67 on its surface.

In the embodiment according to the present invention, as the precious metal catalyst 66 , platinum Pt is used, while as the ingredient forming the NOx absorbent 67 , for example, at least one ingredient selected from an alkali metal such as potassium K, sodium Na, or cesium Cs, an alkali earth such as barium Ba or calcium Ca, and a rare earth such as lanthanum La or yttrium Y may be used.

If the ratio of the air and fuel (hydrocarbons) supplied in the engine intake passage, combustion chamber 2 , and exhaust passage upstream of the NOx storing reduction catalysts 23 a , 23 b is called the “air-fuel ratio of the exhaust gas”, the NOx absorbent 67 performs an NOx absorption and release action of absorbing the NOx when the air-fuel ratio of exhaust gas is a lean air-fuel ratio and releasing the absorbed NOx when the oxygen concentration in the exhaust gas falls.

That is, explaining this taking as an example the case of use of barium Ba as the ingredient forming the NOx absorbent 67 , when the air-fuel ratio of exhaust gas is a lean air-fuel ratio, that is, when the oxygen concentration in the exhaust gas is high, the NO contained in the exhaust gas, as shown in FIG. 4(A) , is oxidized on the platinum Pt 66 and becomes NO 2 which is then absorbed in the NOx absorbent 67 and, while bonding with the barium oxide BaO, diffuses in the NOx absorbent 67 in the form of nitrate ions NO 3 − . In this way, NOx is absorbed in the NOx absorbent 67 . So long as the oxygen concentration in the exhaust gas is high, NO 2 is formed on the surface of the platinum Pt 66. So long as the NOx absorption ability of the NOx absorbent 67 is not saturated, the NO 2 is absorbed in the NOx absorbent 67 and nitrate ions NO 3 − are produced.

As opposed to this, if the air-fuel ratio of the exhaust gas is made a rich or stoichiometric air-fuel ratio, the oxygen concentration in the exhaust gas falls, so the reaction proceeds in the opposite direction (NO 3 − →NO 2 ). Therefore, as shown in FIG. 4(B) , the nitrate ions NO 3 − in the NOx absorbent 67 are released in the form of NO 2 from the NOx absorbent 67 . Next, the released NOx is reduced by the unburned HC and CO contained in the exhaust gas.

In this way, when the air-fuel ratio of the exhaust gas is lean, that is, when combustion is performed under a lean air-fuel ratio, the NOx in the exhaust gas is absorbed in the NOx absorbent 67 . However, if combustion is continued under a lean air-fuel ratio, during that time the NOx absorption ability of the NOx absorbent 67 will end up becoming saturated and therefore the NOx absorbent 67 will end up no longer able to absorb NOx.

Therefore, in the embodiment according to the present invention, by adding fuel from the fuel addition valve 32 before the absorption ability of the NOx absorbent 67 becomes saturated, the air-fuel ratio of the exhaust gas is temporarily made rich and thereby the NOx absorbent 67 releases NOx.

On the other hand, FIGS. 5(A) and (B) show the structures of the particulate filters 24 a , 24 b . Note that FIG. 5(A) is a front view of the particulate filters 24 a , 24 b , while FIG. 5(B) is a side cross-sectional view of the particulate filters 24 a , 24 b . As shown in FIGS. 5(A) and (B), the particulate filters 24 a , 24 b form honeycomb structures and are provided with a plurality of exhaust flow passages 70 , 71 extending in parallel to each other. These exhaust flow passages are comprised of exhaust gas inflow passages 70 with downstream ends blocked by the plugs 72 and exhaust gas outflow passages 71 with upstream ends blocked by the plugs 73 . Note that in FIG. 5(A) , the hatched parts show the plugs 73 . Therefore, the exhaust gas inflow passages 70 and exhaust gas outflow passages 71 are arranged alternately via thin partition walls 74 . In other words, the exhaust gas inflow passages 70 and exhaust gas outflow passages 71 are arranged so that each exhaust gas inflow passage 70 is surrounded by four exhaust gas outflow passages 71 and each exhaust gas outflow passage 71 is surrounded by four exhaust gas inflow passages 70 .

The particulate filters 24 a , 24 b are for example formed by a porous material such as cordierite. Therefore, the exhaust gas flowing into an exhaust gas inflow passage 70 , as shown by the arrows in FIG. 5(B) , passes through the surrounding partition walls 74 and flows out into the adjoining exhaust gas outflow passages 71 .

In this embodiment according to the present invention, the peripheral wall surfaces of the exhaust gas inflow passages 70 and the exhaust gas outflow passages 71 , that is, the two surfaces of the partition walls 74 and the inside wall surfaces of the pores inside the partition walls 74 , carry a catalyst carrier comprised of for example alumina. This catalyst carrier 65 carries a precious metal catalyst 66 comprised of platinum Pt dispersed on its surface as shown in FIGS. 4(A) and (B) and is formed with layer of an NOx absorbent 67 .

Therefore, when combustion is performed under a lean air-fuel ratio, the NOx in the exhaust gas is also absorbed in the NOx absorbent 67 on the particulate filters 24 a , 24 b . The NOx absorbed in this NOx absorbent 67 is also released by addition of fuel from the fuel addition valve 32 .

On the other hand, the particulate matter contained in exhaust gas is trapped on the particulate filters 24 a , 24 b and successively oxidized. However, if the amount of the trapped particulate matter becomes greater than the amount of the oxidized particulate matter, the particulate matter gradually deposits on the particulate filters 24 a , 24 b . In this case, if the amount of the particulate matter deposited increases, a drop in the engine output ends up being invited. Therefore, when the amount of the deposited particulate matter increases, the deposited particulate matter must be removed. In this case, if raising the temperature of the particulate filters 24 a , 24 b under an excess of air to 600° C. or so, the deposited particulate matter is oxidized and removed.

Therefore, in this embodiment according to the present invention, when the amount of the particulate matter deposited on the particulate filters 24 a , 24 b exceeds the allowable amount, that is, the differential pressure ΔP before and after the particulate filter 24 a , 24 b detected by the differential pressure sensors 29 a , 29 b exceeds the allowable value, the air-fuel ratio of the exhaust gas flowing into the particulate filters 24 a , 24 b is maintained, fuel is added from the fuel addition valve 32 , and the heat of oxidation reaction of the fuel added is used to raise the temperature of the particulate filters 24 a , 24 b , whereby the deposited particulate matter is removed by oxidation.

Note that in FIG. 1 , the NOx storing reduction catalysts 23 a , 23 b can be eliminated. Further, in FIG. 1 , as the particulate filters 24 a , 24 b , particulate filters not carrying an NOx absorbent 67 may be used. However, an NOx absorbent 67 must be arranged in both of the first exhaust passage 22 a and second exhaust passage 22 b.

Next, referring to FIG. 6 , control for release of NOx from the NOx absorbent 67 on the NOx storing reduction catalysts 23 a , 23 b and from the NOx absorbent 67 on the particulate filters 24 a , 24 b will be explained.

The amount of NOx exhausted from an engine per unit time changes in accordance with the operating state of the engine. Therefore, the amount of NOx absorbed in an NOx absorbent 67 per unit time also changes in accordance with the operating state of the engine. In the embodiment according to the present invention, the NOx amount NOXA absorbed in the NOx absorbent 67 per unit time is stored as a function of the required torque TQ and engine speed N in the form of a map shown in FIG. 7 in advance in the ROM 42 . By cumulatively adding this NOx amount NOXA, the NOx amount ΣNOX absorbed in the NOx absorbent 67 is calculated.

In the embodiment according to the present invention, the NOx release action is performed alternately from the NOx absorbent 67 in the first exhaust passage 22 a and the NOx absorbent 67 in the second exhaust passage 22 b . When the NOx amount ΣNOX absorbed in an NOx absorbent 67 reaches the allowable value MAX shown in FIG. 6 , the NOx absorption amount of the NOx absorbent 67 in one of the exhaust passages 22 a , 22 b reaches the allowable value. Therefore, at this time, it is judged that NOx should be released from the NOx absorbent 67 reaching the allowable value. At this time, the NOx amount absorbed in the other NOx absorbent 67 is half of the allowable value. Note that in FIG. 6 , X 1 shows when the NOx absorption amount of the NOx absorbent 67 in the first exhaust passage 22 a reaches the allowable value, while X 2 shows when the NOx absorption amount of the NOx absorbent 67 in the second exhaust passage 22 b reaches the allowable value.

On the other hand, in FIG. 6 , I indicates a first exhaust passage 22 a , while II indicates a second exhaust passage 22 b . As will be understood from FIG. 6 , normally, that is, when the NOx amount ΣNOX is lower than the allowable value MAX, both the first exhaust control valve 26 a and second exhaust control valve 26 b are opened and exhaust gas of a lean air-fuel ratio circulates through both of the first exhaust passage 22 a and second exhaust passage 22 b . Therefore, at this time, the absorption action of the NOx in the exhaust gas is performed in the NOx absorbent 67 in one of the exhaust passages 22 a , 22 b.

Now, as shown by X 1 in FIG. 6 , when NOx should be released from the NOx absorbent 67 provided in the first exhaust passage 22 a , first, the second exhaust control valve 26 b is closed, whereby the second exhaust passage 22 b is closed. As a result, the exhaust gas circulating through the common exhaust passage 21 flows into only the first exhaust passage 22 a . Next, the second exhaust passage 22 b is closed, then, when a predetermined first time Δt 1 elapses, fuel is added from the fuel addition valve 32 . At this time, as explained above, the exhaust gas flows into only the first exhaust passage 22 a , so the fuel added from the fuel addition valve 32 , that is, the diesel oil, also flows into only the first exhaust passage 22 a . Note that the first time corresponds to the wait time until the flow of exhaust gas into the second exhaust passage 22 b stops.

On the other hand, when the predetermined second time Δt 2 elapses after fuel is added, the second exhaust control valve 26 b is opened, the second exhaust passage 22 b is opened, the first exhaust control valve 26 a is closed, and the first exhaust passage 22 a is closed. That is, when fuel is added from the fuel addition valve 32 , the fuel does not ride the flow of exhaust gas and immediately run through the first exhaust passage 22 a , but proceeds through the inside of the first exhaust passage 22 a delayed with respect to the flow of the exhaust gas. Next, this fuel sticks once on the NOx storing reduction catalyst 23 a , the particulate filter 24 a , and the oxidation catalyst 25 a in the first exhaust passage 22 a , then evaporates.

That is, if the first exhaust control valve 26 a is closed too early after the fuel is added from the fuel addition valve 32 , the added fuel will not proceed to the front of the first exhaust passage 22 a and the added fuel cannot be held by sufficiently utilizing the surface of the NOx storing reduction catalyst 23 a or particulate filter 24 a . As opposed to this, the slower the first exhaust control valve 26 a is closed after the fuel is added, the more the evaporated fuel ends up being exhausted to the outside. That is, the second time Δt 2 is the time required for holding the fuel added from the fuel addition valve 32 in the first exhaust passage 22 a.

In this case, the faster the flow rate of the exhaust gas, that is, the greater the intake air amount, the further the added fuel proceeds, so the greater the intake air amount, the faster the first exhaust control valve 26 a must be closed. Therefore, as shown by the solid line in FIG. 8(A) , the greater the intake air amount Ga, the shorter the second time Δt 2 is made. On the other hand, the higher the temperature Tc of the NOx storing reduction catalyst 23 a or particulate filter 24 a , that is, the temperature Tc of the NOx absorbent 67 , the easier it is for the stuck fuel to evaporate, so as shown by FIG. 8(A) , the higher the temperature Tc, the shorter the second time Δt 2 is made. This second time Δt 2 is stored as a function of the intake air amount Ga and temperature Tc in the form of a map as shown in FIG. 8(B) in advance in the ROM 42 .

On the other hand, when the predetermined third time Δt 3 elapses after the first exhaust control valve 26 a is closed and the first exhaust passage 22 a is closed, the first exhaust control valve 26 a is opened and the first exhaust passage 22 a is opened. While the first exhaust control valve 26 a is closed, the fuel stuck to the NOx storing reduction catalyst 23 a and particulate filter 24 a evaporates and the exhaust gas standing in the first exhaust passage 22 a becomes a rich air-fuel ratio, whereby the NOx absorbed in the NOx absorbent 67 is released and reduced. Therefore, the third time Δt 3 is the time during which the exhaust gas in the first exhaust passage 22 a can be held at a rich air-fuel ratio.

The higher the NOx absorbent 67 in the temperature Tc, the more the NOx release and reduction action progresses, so as shown in FIG. 9(A) , the higher the temperature Tc, the shorter the third time Δt 3 becomes. Further, even if the exhaust control valves 26 a , 26 b fully close, there may be some leakage. If there is such leakage, the lean air-fuel ratio exhaust gas flows into the first exhaust passage 22 a , so the exhaust gas in the first exhaust passage 22 a switches early from a rich to lean air-fuel ratio. In this case, the greater the exhaust gas amount, that is, the greater the intake air amount Ga, the earlier the switch from rich to lean, so as shown in FIG. 9(B) , the greater the intake air amount Ga, the shorter the third time Δt 3 is made. This third time Δt 3 is stored as a function of the intake air amount Ga and temperature Tc in the form of a map as shown in FIG. 9(C) in advance in the ROM 42 .

As shown by X 2 in FIG. 6 , the same is true when NOx should be released from the NOx absorbent 67 provided in the second exhaust passage 22 b . That is, when NOx should be released from the NOx absorbent 67 provided in the second exhaust passage 22 b , the first exhaust passage 22 a is closed, then when the predetermined first time Δt 1 elapses, the fuel addition valve 32 adds fuel. After the fuel is added, when the predetermined second time Δt 2 elapses, the first exhaust passage 22 a is opened and the second exhaust passage 22 b is closed. Next, after the predetermined third time Δt 3 elapses, the second exhaust passage 22 b is opened.

Therefore, in the present invention, expressed conceptually, when NOx should be released from the NOx absorbent 67 provided in the first exhaust passage 22 a , the second exhaust passage 22 b is closed and the first exhaust passage 22 a is opened, the fuel addition valve 32 adds fuel in that state, the added fuel is guided into the first exhaust passage 22 a , and after the fuel is guided into the first exhaust passage 22 a , the first exhaust passage 22 a is closed so as to maintain the air-fuel ratio of the exhaust gas in the first exhaust passage 22 a rich using this fuel. When NOx should be released from the NOx absorbent 67 provided in the second exhaust passage 22 b , the first exhaust passage 22 a is closed and the second exhaust passage 22 b is opened, the fuel addition valve 32 adds fuel in that state, the added fuel is guided into the second exhaust passage 22 b , and after the fuel is guided into the second exhaust passage 22 b , the second exhaust passage 22 b is closed so as to maintain the air-fuel ratio of the exhaust gas in the second exhaust passage 22 b rich using this fuel.

FIG. 10 shows the NOx release control routine.

Referring to FIG. 10 , first, at step 100 , the NOx amount NOXA absorbed per unit time is calculated from the map shown in FIG. 7 . Next, at step 101 , this NOXA is added to the NOx amount ΣNOX absorbed in the NOx absorbent 67 . Next, at step 102 , it is judged whether the absorbed NOx amount ΣNOX exceed the allowable value MAX. When ΣNOX>MAX, the routine proceeds to step 103 , where it is judged whether the flag I showing that the NOx absorbent 67 in the first exhaust passage 22 a should release NOx has been set.

When it is judged at step 103 that the flag I has been set, that is, when the NOx absorbent 67 in the first exhaust passage 22 a should release NOx, the routine proceeds to step 104 , where the flag I is reset. Next, at step 105 , the first time Δt 1 is calculated. Next, at step 106 , the representative temperature Tc of the NOx storing reduction catalyst 23 a and particulate filter 24 a estimated from one or both of the temperatures detected by the temperature sensor 28 a and temperature sensor 30 a and the intake air amount Ga detected by the air flow meter 8 are used to calculate the second time Δt 2 from the map shown in FIG. 8(B) . Next, at step 107 , the representative temperature Tc of the NOx storing reduction catalyst 23 a and particulate filter 24 a estimated from one or both of the temperatures detected by the temperature sensor 28 a and temperature sensor 30 a and the intake air amount Ga detected by the air flow meter 8 are used to calculate the third time Δt 3 from the map shown in FIG. 9(C) . Next, the routine proceeds to step 108 .

At step 108 , as shown in FIG. 6 , first, the second exhaust control valve 26 b is closed. Next, when the first time Δt 1 calculated at step 105 elapses, the fuel addition valve 32 adds fuel, that is, diesel oil, and the NOx amount ΣNOX is made zero. Next, when the second time Δt 2 calculated at step 106 elapses, the first exhaust control valve 26 a is closed and the second exhaust control valve 26 b is opened. Next, when the third time Δt 3 calculated at step 107 elapses, the first exhaust control valve 26 a is opened.

On the other hand, when it is judged at step 103 that the flag I is not set, that is, when the NOx absorbent 67 in the second exhaust passage 22 b should release NOx, the routine proceeds to step 109 where the flag I is set. Next, at step 110 , the first time Δt 1 is calculated. Next, at step 111 , the representative temperature Tc of the NOx storing reduction catalyst 23 b and particulate filter 24 b estimated from one or both of the temperatures detected by the temperature sensor 28 b and temperature sensor 30 b and the intake air amount Ga detected by the air flow meter 8 are used to calculate the second time Δt 2 from the map shown in FIG. 8(B) . Next, at step 112 , the representative temperature Tc of the NOx storing reduction catalyst 23 b and particulate filter 24 b estimated from one or both of the temperatures detected by the temperature sensor 28 b and temperature sensor 30 b and the intake air amount Ga detected by the air flow meter 8 are used to calculate the third time Δt 3 from the map shown in FIG. 9(C) . Next, the routine proceeds to step 108 .

At step 108 , as shown in FIG. 6 , first, the first exhaust control valve 26 a is closed. Next, when the first time Δt 1 calculated at step 110 elapses, the fuel addition valve 32 adds fuel, that is, diesel oil, and the NOx amount ΣNOX is made zero. Next, when the second time Δt 2 calculated at step 111 elapses, the second exhaust control valve 26 b is closed and the first exhaust control valve 26 a is opened. Next, when the third time Δt 3 calculated at step 112 elapses, the second exhaust control valve 26 b is opened.

As explained above, in the example shown in FIG. 10 , when the third time Δt 3 found from the map elapses, the first exhaust control valve 26 a or the second exhaust control valve 26 b is opened. However, it is also possible not to use the map of the third time Δt 3 and to open the first exhaust control valve 26 a of the second exhaust control valve 26 b when the air-fuel ratio of the exhaust gas detected by the air-fuel ratio sensors 31 a , 31 b switches from rich to lean.

Further, there is resistance to laying a fuel feed pipe for adding fuel to a fuel addition valve 32 over a long distance under the floor of a vehicle. However, in the present invention, as shown in FIG. 1 , a fuel addition valve 32 can be arranged in the exhaust passage 21 immediately downstream of the exhaust turbine 7 b , so the fuel feed pipe can be shortened. In the example shown in FIG. 2 , the fuel feed pipes can be made further shorter.

FIGS. 11(A) to (C) and FIGS. 12(A) to (C) show various modifications.

In the example shown in FIG. 11(A) , at the part where the downstream end of the first exhaust passage 22 a and the downstream end of the second exhaust passage 22 b merge into the exhaust passage 27 , a single exhaust control valve 26 is arranged. This single exhaust control valve 26 is used to switch to three states of a state as shown by the solid line where the first exhaust passage 22 a and the second exhaust passage 22 b are both open, a state as shown by the broken line a where only the first exhaust passage 22 a is closed, and a state as shown by the broken line b where only the second exhaust passage 22 b is closed.

In the example shown in FIG. 11( b ), a first exhaust control valve 26 a is arranged in the first exhaust passage 22 a upstream of the first NOx storing reduction catalyst 23 a , while a second exhaust control valve 26 b is arranged in the second exhaust passage 22 b upstream of the second NOx storing reduction catalyst 23 b . In this case as well, when the added fuel sticks to the first NOx storing reduction catalyst 23 a and first particulate filter 24 a , if closing the first exhaust control valve 26 a , the exhaust gas in the first exhaust passage 22 a is held rich, while when the added fuel sticks to the second NOx storing reduction catalyst 23 b and second particulate filter 24 b , if closing the second exhaust control valve 26 b , the exhaust gas of the second exhaust passage 22 b is held rich.

In the example shown in FIG. 11(C) , to promote the warmup of the NOx storing reduction catalysts 23 a , 23 b and particulate filters 24 a , 24 b , an oxidation catalyst 80 is arranged in the common exhaust passage 31 .

Alternatively, to protect the NOx absorbents 67 from sulfur poisoning, a sulfur trap catalyst 80 for trapping the sulfur contained in the exhaust gas is arranged in the exhaust passage 31 upstream of the fuel addition valve 32 . Further, at the time of engine startup, combustion gas of a combustion type heater used for raising the cooling water temperature early is introduced into the exhaust passage 31 to promote the warmup of the NOx storing reduction catalysts 23 a , 23 b and particulate filters 24 a , 24 b.

In the example shown in FIG. 12(A) , the first NOx storing reduction catalyst 23 a , first particulate filter 24 a , and first oxidation catalyst 25 a are provided in a single casing in close contact with each other. Similarly, the second NOx storing reduction catalyst 23 b , second particulate filter 24 b , and second oxidation catalyst 25 b are provided in a single casing in close contact with each other. Further, in this example, to enable the added fuel to be uniformly distributed inside the NOx storing reduction catalysts 23 a , 23 b and particulate filters 24 a , 24 b , the exhaust passages 22 a , 22 b upstream of the NOx storing reduction catalysts 23 a , 23 b are provided with porous plates 81 a , 81 b formed with large numbers of holes.

In the example shown in FIG. 12(B) , the first NOx storing reduction catalyst 23 a and first particulate filter 24 a are arranged in a single casing in close contact with each other, the second NOx storing reduction catalyst 23 b and second particulate filter 24 b are arranged in a single casing in close contact with each other, and a common oxidation catalyst 25 is arranged in a common exhaust passage 27 .

In the example shown in FIG. 12(C) , the second NOx storing reduction catalyst 23 b , second particulate filter 24 b , and second oxidation catalyst 25 b arranged in the second exhaust passage 22 b are arranged in series with respect to the first NOx storing reduction catalyst 23 a , first particulate filter 24 a , and first oxidation catalyst 25 a arranged in the first exhaust passage 22 a.

5 . . . exhaust manifold

20 . . . exhaust after-treatment device

21 , 27 . . . common exhaust passage

22 a . . . first exhaust passage

22 b . . . second exhaust passage

23 a . . . first NOx storing reduction catalyst

23 b . . . second NOx storing reduction catalyst

24 a . . . first particulate filter

24 b . . . second particulate filter

25 a . . . first oxidation catalyst

25 b . . . second oxidation catalyst

26 a . . . first exhaust control valve

26 b . . . second exhaust control valve

32 . . . fuel addition valve