Exhaust purification device of an internal combustion engine

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

Known in the art is an internal combustion engine arranging in an engine exhaust passage an NO x storing catalyst which stores NO x contained in exhaust gas when the air-fuel ratio of the inflowing exhaust gas is lean and releases stored NO x when the air-fuel ratio of the inflowing exhaust gas becomes a stoichiometric air-fuel ratio or rich (see for example Japanese Patent Publication (A) No. 2004-108176). In this internal combustion engine, if the NO x storage ability of the NO x storing catalyst approaches saturation, the air-fuel ratio of the exhaust gas is temporarily made rich whereby NO x is released from the NO x storing catalyst and reduced.

In this way, in the past, when releasing NO x from an NO x storing catalyst, the air-fuel ratio of the NO x exhaust gas is made the stoichiometric air-fuel ratio or rich to release the NO x which is then reduced in the NO x storing catalyst. However, depending on the case, there are also cases when it is preferable for the NO x released from the NO x storing catalyst to be exhausted from the NO x storing catalyst without being reduced.

An object of the present invention is to provide an exhaust purification device of an internal combustion engine reducing or not reducing NO x released from an NO x storing catalyst according to need.

According to the present invention, there is provided an exhaust purification device of an internal combustion engine arranging in series in an engine exhaust passage at least a pair of NO x storing catalysts which store NO x contained in an exhaust gas when an air-fuel ratio of an inflowing exhaust gas is lean and release stored NO x when an oxygen concentration of the inflowing exhaust gas drops, the oxygen concentration of the exhaust gas being temporarily reduced while the exhaust gas is maintained at a lean air-fuel ratio when releasing NO x from an upstream NO x storing catalyst and storing the released NO x in a downstream NO x storing catalyst, the air-fuel ratio of the exhaust gas being temporarily switched from lean to rich when releasing NO x from the upstream NO x storing catalyst and the downstream NO x storing catalyst and reducing NO x .

In the present invention, by moving the NO x stored in the upstream NO x storing catalyst, which has a comparatively high catalyst temperature and a high NO x storage ability, to the downstream NO x storing catalyst according to need, the NO x storage ability of the upstream NO x storing catalyst can be restored.

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

FIG. 2 is a cross-sectional view of a surface portion of a catalyst carrier of an NO x storing catalyst,

FIGS. 3( a ) and 3 ( b ) are cross-sectional views of surface portions of an NO x storing catalyst,

FIG. 4 is a time chart showing NO x release processing,

FIGS. 5( a ) and 5 ( b ) are views showing a map etc. of the stored NO x amount NOXA, and showing a map etc. of the relationship of the maximum NO x storage amount MAX and bed temperature T, respectively, and

FIG. 6 is a flowchart for executing purification processing of the NO x .

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 each cylinder, 3 an electronically controlled 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 . The inlet of the compressor 7 a is connected to an air cleaner 9 via an intake air amount detector 8 . Inside the intake duct 6 is arranged a throttle valve 10 driven by a step motor. Further, around the intake duct 6 is arranged a cooling device 11 for cooling the intake air flowing through the inside of the intake duct 6 . In the embodiment shown in FIG. 1 , the engine cooling water is guided into the cooling device 11 . The engine cooling water cools the intake air.

On the other hand, the exhaust manifold 5 is connected to the inlet of an exhaust turbine 7 b of the exhaust turbocharger 7 . The outlet of the exhaust turbine 7 b is connected to the inlet of an upstream NO x storing catalyst 12 , and the outlet of the upstream NO x storing catalyst 12 is connected to the inlet of a downstream NO x storing catalyst 14 via an exhaust pipe 13 . Note that another NO x storing catalyst may be further arranged downstream of the downstream NO x storing catalyst 14 . On the other hand, a reducing agent feed valve 15 for feeding a reducing agent comprised of a hydrocarbon into the exhaust gas flowing within the exhaust manifold 5 is attached to the exhaust manifold 5 .

The exhaust manifold 5 and the intake manifold 4 are interconnected through an exhaust gas recirculation (hereinafter referred to as an “EGR”) passage 16 , and an electronically controlled EGR control valve 17 is arranged in the EGR passage 16 . Further, around the EGR passage 16 is arranged a cooling device 18 for cooling the EGR gas flowing through the inside of the EGR passage 16 . In the embodiment shown in FIG. 1 , the engine cooling water is guided into the cooling device 18 . The engine cooling water cools the EGR gas. On the other hand, each fuel injector 3 is connected through a fuel feed tube 19 to a common rail 20 . This common rail 20 is supplied with fuel from an electronically controlled variable discharge fuel pump 21 . The fuel supplied into the common rail 20 is supplied through each fuel feed tube 19 to the fuel injector 3 .

An electronic control unit 30 is comprised of a digital computer provided with a read only memory (ROM) 32 , a random access memory (RAM) 33 , a microprocessor (CPU) 34 , an input port 35 , and an output port 36 all connected to each other by a bidirectional bus 31 . A temperature sensor 22 for detecting the temperature of the exhaust gas flowing within the exhaust pipe 13 is arranged in the exhaust pipe 13 . When the temperature of the exhaust gas flowing within the exhaust pipe 13 changes, the temperatures of the upstream NO x storing catalyst 12 and the downstream NO x storing catalyst 14 accordingly change and, thus, the temperature of the exhaust gas flowing within the exhaust pipe 13 represents the temperatures of a pair of the NO x storing catalysts 12 , 14 arranged in series. As shown in FIG. 1 , the output signals of the temperature sensor 22 and the intake air amount detector 8 are input through corresponding AD converters 37 to the input port 35 .

An accelerator pedal 40 has a load sensor 41 generating an output voltage proportional to the amount of depression L of the accelerator pedal 40 connected to it. The output voltage of the load sensor 41 is input through a corresponding AD converter 37 to the input port 35 . Further, the input port 35 has a crank angle sensor 42 generating an output pulse each time the crankshaft turns for example by 15 degrees connected to it. On the other hand, the output port 36 is connected through corresponding drive circuits 38 to the fuel injectors 3 , the step motor for driving the throttle valve 10 , reducing agent feed valve 15 , EGR control valve 17 , and fuel pump 21 .

First, explaining the NO x storing catalysts 12 , 14 shown in FIG. 1 , a catalyst carrier comprised of for example alumina is carried on the NO x storing catalysts 12 , 14 , and FIG. 2 schematically show the cross-section of the surface part of this catalyst carrier 45 . As shown in FIG. 2 , the catalyst carrier 45 carries a precious metal catalyst 46 diffused on its surface. Further, the catalyst carrier 45 is formed with a layer of an NO x absorbent 47 on its surface.

In this embodiment of the present invention, platinum Pt is used as the precious metal catalyst 46 . As the ingredient forming the NO x absorbent 47 , for example, at least one element selected from potassium K, sodium Na, cesium Cs, or another alkali metal, barium Ba, calcium Ca, or another alkali earth, lanthanum La, yttrium Y, or another rare earth is used.

If the ratio of the air and fuel (hydrocarbons) supplied to the engine intake passage, combustion chambers 2 , and exhaust passage upstream of the NO x storing catalyst 12 is referred to as the “air-fuel ratio of the exhaust gas”, the NO x absorbent 47 performs an NO x absorption and release action of storing the NO x when the air-fuel ratio of the exhaust gas is lean and releasing the stored NO x when the oxygen concentration in the exhaust gas falls.

That is, if explaining this taking as an example the case of using barium Ba as the ingredient forming the NO x absorbent 47 , when the air-fuel ratio of the exhaust gas is lean, that is, when the oxygen concentration in the exhaust gas is high, the NO contained in the exhaust gas is oxidized on the platinum Pt 46 such as shown in FIG. 2 to become NO 2 , then is absorbed in the NO x absorbent 47 and diffuses in the NO x absorbent 47 in the form of nitric acid ions NO 3 − while bonding with the barium oxide BaO. In this way, the NO x is absorbed in the NO x absorbent 47 . So long as the oxygen concentration in the exhaust gas is high, NO 2 is produced on the surface of the platinum Pt 46 . So long as the NO x absorbing capability of the NO x absorbent 47 is not saturated, the NO 2 is absorbed in the NO x absorbent 47 and nitric acid ions NO 3 − are produced.

As opposed to this, if a reducing agent is fed from the reducing agent feed valve 15 , the air-fuel ratio of the exhaust gas becomes small. At this time, since oxygen contained in the exhaust gas is consumed to oxidize the reducing agent, the oxygen concentration in the exhaust gas drops. If the oxygen concentration in the exhaust gas drops, the reaction proceeds in the reverse direction (NO 3 − →NO 2 or NO) as shown in FIGS. 3(A) , (B) and therefore the nitric acid ions NO 3 − in the NO x absorbent 47 are released from the NO x absorbent 47 in the form of NO 2 or NO. Namely, if the oxygen concentration in the inflow exhaust gas drops, NO x is released from the NO x absorbent 47 .

However, when lowering the air-fuel ratio of the exhaust gas while maintaining a lean air-fuel ratio of the exhaust gas and reducing the oxygen concentration of the exhaust gas, the exhaust gas contains a large amount of oxygen O 2 in addition to a reducing agent HC as shown in FIG. 3(A) . If a large amount of oxygen O 2 is contained in the exhaust gas in this way, the NO 2 or the NO released from the NO x absorbent 47 will not be reduced any further.

On the other hand, if the exhaust gas is made a rich air-fuel ratio, almost all of the oxygen in the exhaust gas ends up being consumed, therefore, as shown in FIG. 3(B) , almost none of the oxygen O 2 remains in the exhaust gas and therefore the reducing agent HC or CO is present in the exhaust gas. If there is a reducing agent HC or CO present in a state where there is no oxygen O 2 remaining, the NO 2 or NO released from the NO x absorbent 47 will be reduced down to N 2 . Accordingly, at this time, NO x is not exhausted from the NO x storing catalyst.

When the air-fuel ratio of the exhaust gas is lean as mentioned above, that is, when combustion is performed under a lean air-fuel ratio, the NO x in the exhaust gas is absorbed in the NO x absorbent 47 . In this case, since the upstream NO x storing catalyst 12 has a higher temperature in comparison to the downstream NO x storing catalyst 14 , the upstream NO x storing catalyst 12 has a higher NO x storage ability, accordingly, NO x is absorbed more easily in the NO x absorbent 47 of the upstream NO x storing catalyst 12 . However, if combustion is continuously performed under a lean air-fuel ratio, the NO x absorption ability of the NO x absorbent 47 eventually ends up becoming saturated, and, therefore, the NO x absorbent 47 becomes unable to absorb NO x any longer Therefore, in the embodiment according to the present invention, before the NO x absorbent 47 becomes saturated in absorption ability, a reducing agent is fed from the reducing agent feed valve 15 so as to temporarily make the air-fuel ratio of the exhaust gas rich and thereby make the NO x absorbent 47 release NO x .

In this regard, when the temperature of the NO x storing catalyst is low and the catalyst 46 is not activated sufficiently, if a large amount of reducing agent HC is fed from the reducing agent feed valve 15 to make the air-fuel ratio of the exhaust gas rich, a problem occurs in that a considerable amount of reducing agent HC is exhausted into the atmosphere because the reducing agent HC is not reduced sufficiently. Therefore, in the present invention, when the temperatures of the NO x storing catalysts 12 and 14 are low and the catalyst 46 is not activated sufficiently, only an amount of reducing agent that is able to be oxidized is fed. At this time, the oxygen concentration in the exhaust gas drops while the exhaust gas is maintained at a lean air-fuel ratio, therefore, as seen from FIG. 3(A) , NO 2 or NO is exhausted from the upstream NO x storing catalyst 12 and this NO 2 or NO is stored in the downstream NO x storing catalyst 14 .

Next, this will be explained while referring to FIG. 4 . Note that, in FIG. 4 , TC is the temperature detected by the temperature sensor 22 , that is, indicates a temperature representing the temperature of the pair of NO x storing catalysts 12 and 14 . Further, ΣNOX 1 indicates the stored NO x amount stored in the upstream NO x storing catalyst 12 , ΣNOX 2 indicates the stored NO x amount stored in the downstream NO x storing catalyst 14 , and A/F indicates the air-fuel ratio of the inflowing gas of the upstream NO x storing catalyst 12 which changes according to the feed of reducing agent HC from the reducing agent feed valve 15 .

In the embodiment according to the present invention, the stored NO x amounts ΣNOX 1 and ΣNOX 2 are calculated according to the NO x amount NOXA exhausted per unit time from the combustion chamber 2 , the NO x storage speed of the upstream NO x storing catalyst 12 , etc. Here, the NO x amount NOXA exhausted per unit time from the combustion chamber 2 is stored as a function of the required torque TQ and engine speed N in the form of a map as shown in FIG. 5(A) in advance in the ROM 32 . If this exhausted NO x amount NOXA is smaller than the NO x storage speed of the upstream NO x storing catalyst 12 , that is, the maximum NO x storage amount MAX that the upstream NO x storing catalyst 12 is able to store per unit time, the exhausted NO x amount NOXA becomes the NO x amount NOX 1 stored per unit time in the upstream NO x storing catalyst 12 . By cumulatively adding these NO x amounts NOX 1 , the stored NO x amount ΣNOX 1 is obtained.

As opposed to this, if the exhausted NO x amount NOXA is larger than the NO x storage speed of the upstream NO x storing catalyst 12 , that is, the maximum NO x storage amount MAX that the upstream NO x storing catalyst 12 is able to store per unit time, this maximum NO x storage amount MAX becomes the NO x amount NOX 1 stored per unit time in the upstream NO x storing catalyst 12 . At this time, the surplus NO x amount (NOXA−MAX) that was not stored in the upstream NO x storing catalyst 12 becomes the NO x amount NOX 2 stored per unit time in the downstream NO x storing catalyst 14 . By cumulatively adding these NO x amounts NOX 2 , the stored NO x amount ΣNOX 2 is obtained.

Note that, the maximum NO x storage amount MAX that the upstream NO x storing catalyst 12 can store per unit time is a function of the bed temperature of the upstream NO x storing catalyst 12 , the storage NO x amount ΣNOX 1 , and the exhaust gas amount, that is, the intake air amount, etc. The maximum NO x storage amount MAX is stored as a function of these in advance in the ROM 32 . Note that, FIG. 5(B) shows, as an example, the relationship of the maximum NO x storage amount MAX and the bed temperature T of the upstream NO x storing catalyst 12 .

As shown in FIG. 4 , the air-fuel ratio A/F continues to be in a lean state until the time t 1 . In this period, the NO x storage amounts ΣNOX 1 and ΣNOX 2 gradually increase. Next, at the time t 1 , the NO x storage amount ΣNOX 1 of the upstream NO x storing catalyst 12 reaches the allowable value X 1 . At this time, if the representative temperature TC representative of the NO x storing catalysts 12 and 14 is lower than a predetermined set temperature TX, as shown in FIG. 4 , the air-fuel ratio A/F of the exhaust gas is lowered under a lean air-fuel ratio. At this time, NO x is released from the upstream NO x storing catalyst 12 and this released NO x is stored in the downstream NO x storing catalyst 14 . Accordingly, at this time, the NO x storage amount ΣNOX 1 of the upstream NO x storing catalyst 12 drops, and the NOX storage amount ΣNOX 2 of the downstream NO x storing catalyst 14 increases.

Next, assume that, at the time t 2 , the NO x storage amount ΣNOX 2 of the downstream NO x storing catalyst 14 reaches the allowable value X 2 . At this time, if assuming the representative temperature TC of the NO x storing catalysts 12 and 14 is higher than the predetermined set temperature TX, as shown in FIG. 4 , the air-fuel ratio A/F of the exhaust gas is switched from lean to rich. At this time, NO x is released from the upstream NO x storing catalyst 12 and the downstream NO x storing catalyst 14 , and the released NO x is reduced. Accordingly, at this time, the NO x storage amount ΣNOX 1 of the upstream NO x storing catalyst 12 and the NO x storage amount ΣNOX 2 of the downstream NO x storing catalyst 14 are both reduced.

Next, assume that, at the time t 3 , the NO x storage amount ΣNOX 1 of the upstream NO x storing catalyst 12 reaches the allowable value X 1 . At this time, if the representative temperature TC of the NO x storing catalysts 12 and 14 is higher than the predetermined set temperature TX, the air-fuel ratio A/F of the exhaust gas is switched from lean to rich as shown in FIG. 4 . At this time, NO x is released from the upstream NO x storing catalyst 12 and the downstream NO x storing catalyst 14 , and the released NO x is reduced. Accordingly, at this time, the NO x storage amount ΣNOX 1 of the upstream NO x storing catalyst 12 and the NO x storage amount ΣNOX 2 of the downstream NO x storing catalyst 14 are both reduced.

Next, assume that, at the time t 4 , the NO x storage amount ΣNOX 1 of the upstream NO x storing catalyst 12 once again reaches the allowable value X 1 . At this time, if the representative temperature TC of the NO x storing catalysts 12 and 14 is lower than the predetermined set temperature TX, as shown in FIG. 4 , the air-fuel ratio A/F of the exhaust gas is lowered under a lean air-fuel ratio. At this time, NO x is released from the upstream NO x storing catalyst 12 , and this released NO x is stored in the downstream NO x storing catalyst 14 . Accordingly, at this time, the NO x storage amount ΣNOX 1 of the upstream NO x storing catalyst 12 drops, and the NO x storage amount ΣNOX 2 of the downstream NO x storing catalyst 14 increases.

FIG. 6 shows the purification processing routine of the NO x . This routine is executed by interruption every predetermined time period.

Referring to FIG. 6 , first, at step 50 , the exhausted NO x amount NOXA exhausted per unit time is calculated from the map shown in FIG. 5(A) . Next, at step 51 , it is judged if this exhausted NO x amount NOXA is smaller than the maximum NO x storage amount MAX. When NOXA≦MAX, the routine proceeds to step 52 , where the NO x amount NOX 1 stored per unit time in the upstream NO x storing catalyst 12 is made the exhausted NO x amount NOXA. Next, the routine proceeds to step 55 .

As opposed to this, when it is judged at step 51 that NOXA>MAX, the routine proceeds to step 53 , where the NO x amount NOX 1 stored per unit time in the upstream NO x storing catalyst 12 is made the maximum NO x storage amount MAX. Next, the routine proceeds to step 54 , where the NO x amount NOX 2 stored per unit time in the downstream NO x storing catalyst 14 is made the exhausted NO x amount NOXA minus the maximum NO x storage amount MAX (NOXA−MAX). Next, the routine proceeds to step 55 . At step 55 , NOX 1 is added to the NO x amount ΣNOX 1 stored in the upstream NO x storing catalyst 12 , next at step 56 , NOX 2 is added to the NO x amount ΣNOX 2 stored in the downstream NO x storing catalyst 14 .

Next, at step 57 , it is judged if the stored NO x amount ΣNOX 1 of the upstream NO x storing catalyst 12 exceeds the allowable value X 1 . When ΣNOX 1 >X 1 , the routine proceeds to step 58 , where it is judged if the representative temperature TC of the NO x storing catalysts 12 and 14 is higher than the predetermined set value TX. When TC≦TX, the routine proceeds to step 59 , where lean spike processing where the amount is lowered under a lean air-fuel ratio is performed. Next, at step 60 , ΣNOX 2 is added to ΣNOX 1 ·α(0<α≦1), next, at step 61 , ΣNOX 1 is made ΣNOX 1 ·(1−α). As opposed to this, when it is judged at step 58 that TC>TX, the routine proceeds to step 64 , where rich spike processing where the air-fuel ratio of the exhaust gas is temporarily switched from lean to rich is performed. Next, at step 65 , ΣNOX 1 and ΣNOX 2 are cleared.

On the other hand, when it is judged at step 57 that ΣNOX 1 ≦X 1 , the routine proceeds to step 62 , where it is judged if the stored NO x amount ΣNOX 2 of the downstream NO x storing catalyst 14 exceeds the allowable value X 2 . When ΣNOX 2 >X 2 , the routine proceeds to step 63 , where it is judged if the representative temperature TC of the NO x storing catalysts 12 and 14 is higher than the predetermined set temperature TX. When TC≦TX, the processing cycle is ended. As opposed to this, when TC>TX, the routine proceeds to step 64 , where rich spike processing where the air-fuel ratio of the exhaust gas is switched from lean to rich is performed.

List Of Reference Numerals

4 . . . intake manifold

5 . . . exhaust manifold

7 . . . exhaust turbocharger

12 . . . upstream NO x storage catalyst

14 . . . downstream NO x storage catalyst

15 . . . reducing agent feed valve