Exhaust purification device and exhaust purification method of internal combustion engine

Abstract

An SOX trap catalyst (11) in which at least one of an alkali metal and alkali earth metal is carried diffused is arranged in an exhaust passage of an internal combustion engine. By holding the temperature of the SOX trap catalyst (11) during engine operation at the temperature where a nitrate of the at least one of the alkali metal and alkali earth metal becomes the melted state, a nitrate movement and coagulation action where the nitrate in the SOX trap catalyst (11) moves to and coagulates at the surface of the SOX trap catalyst (11) is promoted. Due to this nitrate movement and coagulation action, SOX is removed while restoring the SOX trap rate.

Description

TECHNICAL FIELD

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

BACKGROUND ART

The fuel and lubrication oil used in the internal combustion engine contains sulfur, therefore the exhaust gas contains SO_X. However, this SO_X acts to greatly lower the performance or durability of the exhaust gas purification catalyst or other post-treatment device arranged in an engine exhaust passage, therefore the SO_X in the exhaust gas is preferably removed.

Therefore, there is known an internal combustion engine in which an SO_X trap catalyst able to trap the SO_X contained in the exhaust gas is arranged in an engine exhaust passage (see Japanese Patent Publication (A) No. 2005-133610). This SO_X trap catalyst has the property of trapping the SO_X contained in the exhaust gas when the air-fuel ratio of the exhaust gas flowing into the SO_X trap catalyst is lean, allowing the trapped SO_X to gradually diffuse inside the NO_X trap catalyst when the temperature of the SO_X trap catalyst rises when the air-fuel ratio of the exhaust gas is lean, and as a result allowing the SO_X trap rate to be restored. Therefore, this internal combustion engine is provided with an estimating means for estimating the SO_X trap rate by the SO_X trap catalyst. When the SO_X trap rate falls below a predetermined rate, the temperature of the SO_X trap catalyst is raised under a lean air-fuel ratio of the exhaust gas to thereby restore the SO_X trap rate.

However, the inventors engaged in repeated research on this type of SO_X trap catalyst. As a result, they discovered a new method enabling restoration of the SO_X trap rate and learned that if using this method, it is possible to restore the SO_X trap rate even better.

DISCLOSURE OF THE INVENTION

An object of the present invention is to provide an exhaust purification device and exhaust purification method of an internal combustion engine designed to use this new method so as to restore the SO_X trap rate well.

According to the present invention, there is provided an exhaust purification device of an internal combustion engine arranging an SO_X trap catalyst able to trap SO_X contained in exhaust gas inside an engine exhaust passage, wherein the SO_X trap catalyst carries at least one of an alkali metal and alkali earth metal diffused inside it, a temperature of the SO_X trap catalyst is held at a temperature where a nitrate of at least one of the alkali metal and alkali earth metal becomes a melted state during engine operation, whereby a nitrate movement and coagulation action where the nitrate in the SO_X trap catalyst moves to and coagulates at the SO_X trap catalyst surface is promoted, and the nitrate movement and coagulation action is used to restore the SO_X trap rate and remove the SO_X.

Further, according to the present invention, there is provided an exhaust purification method for removing SO_X contained in exhaust gas by an SO_X trap catalyst arranged in an engine exhaust passage, comprising carrying at least one of an alkali metal and alkali earth metal diffused in the SO_X trap catalyst, holding a temperature of the SO_X trap catalyst at a temperature where a nitrate of at least one of the alkali metal and alkali earth metal becomes a melted state during engine operation so as to promote a nitrate movement and coagulation action where the nitrate in the SO_X trap catalyst moves to and coagulates at the SO_X trap catalyst surface, and using the nitrate movement and coagulation action to restore the SO_X trap rate and remove the SO_X.

BRIEF DESCRIPTION OF THE DRAWINGS

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 an overview showing still another embodiment of a compression ignition type internal combustion engine,

FIG. 4 is a view showing the structure of a particulate filter,

FIG. 5 is a cross-sectional view of a surface part of a catalyst carrier of an NO_X storage catalyst,

FIG. 6 is a cross-sectional view of a surface part of a base material of an SO_X trap catalyst,

FIG. 7 is a view showing an SO_X trap rate,

FIG. 8 is a view showing an injection timing,

FIG. 9 is a view showing a standard SO_X trap rate,

FIG. 10 is a view showing a map of SO_X trap amounts SOXA and SOXB,

FIG. 11 is a view showing a reduction amount RS of the SO_X trap rate etc.,

FIG. 12 is a view showing an increase amount IS of the SO_X trap rate etc.,

FIG. 13 is a view showing the relationship between the SO_X trap amount ΣSOX1 and the stored SO_X amount SO(n) for temperature raising control etc.,

FIG. 14 is a time chart showing changes in the SO_X trap amount ΣSOX1 etc.,

FIG. 15 is a flow chart for execution of a first embodiment of treatment for restoration of the SO_X trap ability,

FIG. 16 is a flow chart for execution of a first embodiment of processing for restoration of the SO_X trap ability,

FIG. 17 is a time chart showing the processing for restoration of the SO_X trap ability,

FIG. 18 is a time chart showing the processing for restoration of the SO_X trap ability,

FIG. 19 is a flow chart for execution of a second embodiment of processing for restoration of the SO_X trap ability,

FIG. 20 is a time chart showing a temperature raising control of the particulate filter,

FIG. 21 is a time chart showing SO_X release control,

FIG. 22 is a view showing a map of the stored NO_X amount NOXA etc., and

FIG. 23 is a flow chart for execution of processing on the NO_X storage catalyst.

BEST MODE FOR CARRYING OUT THE INVENTION

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

Referring to FIG. 1, 1 shows an engine body, 2 a combustion chamber of each 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 an outlet of a compressor 7a of an exhaust turbocharger 7, while an inlet of the compressor 7a is connected to an air cleaner 8. Inside the intake duct 6 is arranged a throttle valve 9 driven by a step motor. Further, around the intake duct 6 is arranged a cooling device 10 for cooling the intake air flowing inside the intake duct 6. In the embodiment shown in FIG. 1, the engine cooling water is guided into the cooling device 10 where the engine cooling water is used to cool the intake air. On the other hand, the exhaust manifold 5 is connected to the inlet of the exhaust turbine 7b of the exhaust turbocharger 7, while the outlet of the exhaust turbine 7b is connected to the inlet of the SO_X trap catalyst 11. Further, the outlet of the SO_X trap catalyst 11 is connected through an exhaust pipe 13 to a particulate filter 12. The exhaust pipe 13 has attached to it a hydrocarbon feed valve 14 for feeding for example, a hydrocarbon, for example, fuel, in the exhaust gas flowing through the inside of the exhaust pipe 13.

The exhaust manifold 5 and the intake manifold 4 are connected to each other through an exhaust gas recirculation (hereinafter referred to as the “EGR”) passage 15. Inside the EGR passage 15 is arranged an electronic control type EGR control valve 16. Further, around the EGR passage 15 is arranged a cooling device 17 for cooling the EGR gas flowing through the inside of the EGR passage 15. In the embodiment shown in FIG. 1, the engine cooling water is guided inside the cooling device 17 where the engine cooling water is used to cool the EGR gas. On the other hand, each fuel injector 3 is connected through a fuel feed pipe 18 to a common rail 19. This common rail 19 is supplied inside it with fuel from an electronic control type variable discharge fuel pump 20. The fuel supplied to the inside of the common rail 19 is supplied through the fuel feed pipes 18 to the fuel injectors 3.

An electronic control unit 30 is comprised of a digital computer which is provided with components connected with each other by a bi-directional bus 31 such as a ROM (read only memory) 32, RAM (random access memory) 33, CPU (microprocessor) 34, input port 35, and output port 36. The SO_X trap catalyst 11 has a temperature sensor 21 attached to it so as to detect the temperature of the SO_X trap catalyst 11, while the particulate filter 12 has a temperature sensor 22 attached to it so as to detect the temperature of the particulate filter 12. The output signals of these temperature sensors 21 and 22 are input through the corresponding AD converters 37 to the input port 35. Further, the particulate filter 12 has a pressure difference sensor 23 attached to it for detecting the pressure difference before and after the particulate filter 12. The output signal of this pressure difference sensor 23 is input through the corresponding AD converter 37 to the input port 35.

An accelerator pedal 40 is connected to a load sensor 41 generating an output voltage proportional to the depression amount L of the accelerator pedal 40. The output voltage of the load sensor 41 is input through the corresponding AD converter 37 to the input port 35. Further, the input port 35 has a crank angle sensor 42 generating an output pulse every time the crankshaft rotates by for example 15° connected to it. On the other hand, the output port 36 has the fuel injectors 3, throttle valve 9 drive step motor, hydrocarbon feed valve 14, EGR control valve 16, and fuel pump 20 connected to it through corresponding drive circuits 38.

FIG. 2 shows another embodiment of a compression ignition type internal combustion engine. In this embodiment, the hydrocarbon feed valve 14 is provided inside the manifold tube 5a of for example the #1 cylinder of the exhaust manifold 5.

FIG. 3 shows still another embodiment of a compression ignition type internal combustion engine. In this embodiment, the exhaust pipe 13 has an SO_X sensor 24 arranged in it so as to detect the SO_X concentration in the exhaust gas flowing out from the SO_X trap catalyst 11.

Next, the structure of the particulate filter 12 will be explained while referring to FIGS. 4(A) and (B). FIG. 4(A) shows a front view of the particulate filter 12, while FIG. 4(B) shows a side cross-sectional view of the particulate filter 12. As shown in FIGS. 4(A) and (B), the particulate filter 12 forms a honeycomb structure and is provided with a plurality of exhaust flow passages 60, 61 extending in parallel with each other. These exhaust flow passages are comprised of exhaust gas inflow passages 60 with downstream ends closed by plugs 62 and exhaust gas outflow passages 61 with upstream ends closed by plugs 63. Note that the hatched parts in FIG. 4(A) show the plugs 63. Therefore, the exhaust gas inflow passages 60 and exhaust gas outflow passages 61 are alternately arranged via thin partition walls 64. In other words, the exhaust gas inflow passages 60 and exhaust gas outflow passages 61 are arranged so that each exhaust gas inflow passage 60 is surrounded by four exhaust gas outflow passages 61 and each exhaust gas outflow passage 61 is surrounded by four exhaust gas inflow passages 60.

The particulate filter 12 is for example formed from a porous material such as cordierite. Therefore, the exhaust gas flowing into the exhaust gas inflow passage 60, as shown by the arrows in FIG. 4(B), passes through the surrounding partition walls 64 and flows out into the adjoining exhaust gas outflow passages 61. At this time, the particulate contained in the exhaust gas is trapped on the partition walls 64. The trapped part of the particulate is burned by oxidation on the partition walls 64, while the remaining particulate is deposited on the partition walls 64.

The particulate deposited on the partition wall 64 is sometimes burned off by raising the temperature of the particulate filter 12, whereby the particulate filter 12 is regenerated. In one embodiment according to the present invention, the particulate filter 12 carries an oxidation promotion catalyst on it so as to easily burn off the particulate deposited at the time of regeneration of the particulate filter 12.

Further, in another embodiment according to the present invention, the particulate filter 12 carries an NO_X storage catalyst so as to treat the NO_X contained in the exhaust gas flowing into the particulate filter 12. Next, the case of carrying the NO_X storage catalyst on the particulate filter 12 will be explained.

When carrying the NO_X storage catalyst on the particulate filter 12, the peripheral walls of the exhaust gas inflow passages 60 and exhaust gas outflow passages 61, that is, the two side surfaces of the partition walls 64 and the inside walls of the fine holes in the partition walls 64, carry, for example, a catalyst carrier comprised of alumina. FIG. 5 schematically shows a cross-section of the surface part of this catalyst carrier 45. As shown in FIG. 5, on the surface of the catalyst carrier 45, a precious metal catalyst 46 is carried diffused in it. Further, on the surface of the catalyst carrier 45, a layer of an NO_X absorbent 47 is formed. In the example shown in FIG. 5, the NO_X storage catalyst is formed from the catalyst carrier 45, precious metal catalyst 46, and NO_X absorbent 47.

Further, in the example shown in FIG. 5, as the precious metal catalyst 46, platinum Pt is used. As the ingredient forming the NO_X absorbent 47, for example, at least one ingredient selected from potassium K, sodium Na, cesium Cs, or another such alkali metal, barium Ba, calcium Ca, or another such alkali earth, and lanthanum La, yttrium Y, or another such rare earth is used.

If the ratio of the air and fuel (hydrocarbons) supplied inside the engine intake passage, combustion chambers 2, and exhaust passage upstream of the particulate filter 12 is referred to as the “air-fuel ratio of the exhaust gas”, the NO_X absorbent 47 absorbs the NO_X when the air-fuel ratio of the exhaust gas is lean and releases the absorbed NO_X when the oxygen concentration in the exhaust gas falls in an “NO_X absorption/release action”.

That is, explaining the case of using barium Ba as the ingredient forming the NO_X absorbent 47 as an example, 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, as shown in FIG. 5, is oxidized on the platinum Pt 46 and becomes NO₂, next this is absorbed in the NO_X absorbent 47 and, while bonding with the barium oxide BaO, diffuses in the form of nitric acid ions NO₃⁻ inside the NO_X absorbent 47. In this way, the NO_X is absorbed inside the NO_X absorbent 47. So long as the oxygen concentration in the exhaust gas is high, NO₂ is produced on the surface of the platinum Pt 46. So long as the NO_X absorption ability of the NO_X absorbent 47 is not saturated, the NO₂ is absorbed in the NO_X absorbent 47 and nitric acid ions NO₃⁻ are produced.

As opposed to this, if supplying hydrocarbons from the hydrocarbon feed valve 14 so as to make the air-fuel ratio of the exhaust gas rich or the stoichiometric air-fuel ratio, the oxygen concentration in the exhaust gas falls, so the reaction proceeds in the opposite direction (NO₃⁻→NO₂) and therefore the nitric acid ions NO₃⁻ in the NO_X absorbent 47 are released in the form of NO₂ from the NO_X absorbent 47. Next, the released NO_X 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 NO_X in the exhaust gas is absorbed in the NO_X absorbent 47. However, when combustion continues under a lean air-fuel ratio, during that time the NO_X absorption ability of the NO_X absorbent 47 ends up becoming saturated and therefore the NO_X absorbent 47 ends up no longer being able to absorb the NO_X. Therefore, in the embodiment according to the present invention, before the absorption ability of the NO_X absorbent 47 becomes saturated, hydrocarbons are supplied from the hydrocarbon feed valve 14 so as to temporarily make the air-fuel ratio of the exhaust gas rich and thereby make the NO_X be released from the NO_X absorbent 47.

However, exhaust gas contains SO_X, that is, SO₂. If this SO₂ flows into the NO_X storage catalyst, this SO₂ is oxidized at the platinum Pt 46 and becomes SO₃. Next, this SO₃ is absorbed in the NO_X absorbent 47 and, while bonding with the barium oxide BaO, diffuses in the NO_X absorbent 47 in the form of sulfuric acid ions SO₄²⁻ to produce stable sulfate BaSO₄. However, the NO_X absorbent 47 has a strong basicity, so this sulfate BaSO₄ is stable and hard to break down. With just making the air-fuel ratio of the exhaust gas rich, the sulfate BaSO₄ will not break down and will remain as it is. Therefore, in the NO_X absorbent 47, as time elapses, the sulfate BaSO₄ increases. Therefore, along with the elapse of time, the NO_X amount which can be absorbed by the NO_X absorbent 47 falls. That is, the NO_X storage catalyst undergoes sulfur poisoning.

However, in this case, if making the air-fuel ratio of the exhaust gas flowing into the particulate filter 12 rich in the state of raising the temperature of the particulate filter 12, that is, the temperature of the NO_X storage catalyst, to the SO_X release temperature of 600° C. or more, the NO_X absorbent 47 is made to release the SO_X. However, in this case, the NO_X absorbent 47 only releases a little SO_X at a time. Therefore, to make the NO_X absorbent 47 release all of the absorbed SO_X, the air-fuel ratio must be made rich over a long time and therefore there is the problem that a large amount of hydrocarbons becomes necessary. Further, the SO_X released from the NO_X absorbent 47 is exhausted into the atmosphere. This is also not preferable.

Therefore, in the present invention, an SO_X trap catalyst 11 is arranged upstream of the particulate filter carrying the NO_X storage catalyst. This SO_X trap catalyst 11 is used to trap the SO_X contained in the exhaust gas and thereby prevent SO_X from being sent into the NO_X storage catalyst. That is, by arranging the SO_X trap catalyst 11 upstream of the particulate filter 12, the NO_X storage catalyst is prevented from sulfur poisoning.

Further, this sulfur poisoning occurs even in the above embodiment where an oxidation promotion catalyst is carried on a particulate filter 12 to enable the deposited particulate to be easily burned off. That is, in this case as well, if SO_X flows into the particulate filter 12, the oxidation promotion catalyst suffers from sulfur poisoning and as a result the deposited particulate can no longer be easily burned off. Therefore, in this embodiment as well, by arranging an SO_X trap catalyst 11 upstream of the particulate filter 12, it is possible to prevent the oxidation promotion catalyst from suffering from sulfur poisoning.

In addition, selective reduction catalysts, HC absorbents, and various other post-treatment devices causing sulfur poisoning are known. With these post-treatment devices as well, by arranging the SO_X trap catalyst 11 upstream of the post-treatment devices, it is possible to prevent the post-treatment devices from suffering from sulfur poisoning.

Next, this SO_X trap catalyst 11 will be explained. This SO_X trap catalyst 11 is comprised of for example a honeycomb structure monolithic catalyst and has a large number of exhaust gas circulation holes extending straight in the axial direction of the SO_X trap catalyst 11. When forming the SO_X trap catalyst 11 from a honeycomb structure monolithic catalyst in this way, the inner circumferential walls of the exhaust gas circulation holes, that is, the base materials, are formed with a coat layer comprised of an aggregate of a particulate catalyst carrier comprised of for example alumina. FIG. 6(A) schematically shows the cross-section of the coat layer 51 formed on the surface of the base material 50. As shown in FIG. 6(A), this coat layer 51 carries the precious metal catalyst 52 diffused on its surface.

In the embodiment according to the present invention, as the precious metal catalyst 52, platinum is used. Inside the coat layer 51, the catalyst carried on the catalyst carrier is uniformly diffused as shown by the dark spots. In the present invention, the catalyst uniformly diffused in the coat layer 51 is comprised of at least one of an alkali metal and alkali earth metal. In the embodiment according to the present invention, at least one element selected from in particular lithium Li, sodium Na, and potassium K among the alkali metals and in particular calcium Ca and magnesium Mg among the alkali earth metal is used.

Next, the trap mechanism of SO_X in the SO_X trap catalyst 11 clarified by research by the inventors will be explained. Note that below, the trap mechanism of SO_X will be explained taking as an example the case of using the alkali metal potassium K, but the trap mechanism is similar for the case of use of another alkali metal and alkali earth metal as well.

FIG. 6(A) shows the SO_X trap catalyst 11 at the time of a new product. At this time, potassium K is uniformly diffused in the coat layer 51. Further, at this time, the potassium K in the coat layer 51 bonds with the CO₂ in the atmosphere and takes the form of the carbonate K₂CO₃. When the engine is operated, the NO contained in a large amount in the exhaust gas is oxidized at the platinum Pt 52, then is taken into the coat layer 51 exhibiting basicity and is diffused in the form of nitric acid ions NO₃⁻ inside the coat layer 51. The nitric acid ions NO₃⁻ are stronger in acidity than carbonic acid ions CO₃⁻, therefore the carbonic acid ions CO₃⁻ bonded with the potassium K are replaced with nitric acid ions NO₃⁻, so nitrate KNO₃ is formed in the coat 51.

On the other hand, when the engine is operated, the SO_X contained in the exhaust gas, that is, the SO₂, is oxidized on the platinum Pt 52 as shown in FIG. 6(A), then is taken into the coat layer 51 exhibiting basicity in the form of sulfuric acid ions SO₄₂. However, the concentration of the SO_X contained in the exhaust gas is considerably lower than the concentration of the NO_X. Therefore, around when the SO_X is taken into the coat layer 51 in the form of sulfuric acid ions SO₄²⁻, a large amount of the potassium K in the coat layer 51 becomes nitrate KNO₃. Therefore, the SO₂ is taken into the coat layer 51 where the nitrate KNO₃ is formed in the form of sulfuric acid ions SO₄²⁻.

In this case, sulfuric acid ions SO₄²⁻ have a stronger acidity than nitric acid ions NO₃⁻, therefore at this time, the nitric acid ions NO₃⁻ bonded with the potassium K are replaced with the sulfuric acid ions SO₄²⁻, so sulfate K₂SO₄ is formed near the surface of the coat layer 51. In this way, SO_X is trapped in the SO_X trap catalyst 11.

If the sulfate K₂SO₄ formed near the surface of the coat layer 51 increases, the nitrate KNO₃ able to take in the SO_X near the surface of the coat layer 51 decreases and as a result the trap ability of the SO_X is weakened. Here, if the ratio of the SO_X trapped in the SO_X trap catalyst 11 in the SO_X contained in the exhaust gas is called the SO_X trap rate, if the sulfate K₂SO₄ formed near the surface of the coat layer 51 increases, the SO_X trap rate falls along with this. Therefore, as shown in FIG. 7(A), the SO_X trap rate TRAP gradually falls along with the elapse of time.

Under these circumstances, the inventors engaged in repeated research and as a result discovered if holding the temperature of the SO_X trap catalyst 11 at a temperature where a nitrate of at least one of the alkali metal and alkali earth metal, for example, KNO₃, becomes the melted state during engine operation, the nitrate KNO₃ in the SO_X trap catalyst 11 moves to and coagulates at the surface of the SO_X trap catalyst 11, that is, the surface of the coat layer 51, in a short time as shown in FIG. 6(B), whereby the SO_X trap rate is restored.

That is, if SO_X is taken in near the surface of the coat layer 51 in the form of sulfuric acid ions SO₄²⁻, the acidity near the surface of the coat layer 51 becomes stronger. Therefore, if the nitrate KNO₃ is held in the melted state, the nitrate KNO₃ moves toward the surface of the coat layer 51 and coagulates near the surface of the coat layer 51. If the nitrate KNO₃ coagulates near the surface of the coat layer 51 in this way, the arriving SO_X is immediately taken inside in the form of sulfuric acid ions SO₄²⁻, next is trapped in the coat layer 51 in the form of sulfate K₂SO₄. Therefore, if holding the nitrate of at least one of the alkali metal and alkali earth metal at the melted state, the SO_X trap rate can be restored to substantially 100 percent.

Note that the nitrate KNO₃ is believed to move somewhat toward the surface of the coat layer 51 even when not in the melted state. Therefore, accurately speaking, in the present invention, by holding the temperature of the SO_X trap catalyst 11 at the temperature where the nitrate KNO₃ becomes the melted state during engine operation, the movement and coagulation of the nitrate KNO₃ in the SO_X trap catalyst 11 to and at the surface of the coat layer 51, that is, the nitrate movement and coagulation action, is promoted. Due to this nitrate movement and coagulation action, the SO_X trap rate is restored.

Here, the melting points of typical carbonates, nitrates, and sulfates of alkali metals used in the present invention will be shown in the following table.

	Melting		Melting		Melting
Carbonate	point	Nitrate	point	Sulfate	point
Li2CO3	618° C.	LiNO3	261° C.	Li2SO4	860° C.
Na2CO3	851° C.	NaNO3	308° C.	Na2SO4	884° C.
K2CO3	891° C.	KNO3	333° C.	K2SO4	1069° C.

From the above table, it is learned that the melting points of nitrates of alkali metals are between about 260° C. to 340° C. or considerably lower than the melting points of carbonates and sulfates. Therefore, during engine operation, it is possible to easily hold the temperature of the SO_X trap catalyst 11 at a temperature where the nitrate becomes a melted state.

On the other hand, as the catalyst diffused in the coat layer 51, calcium Ca, magnesium Mg, or another alkali earth metal can also be used. That is, the exhaust gas contains moisture, so a nitrate of an alkali earth metal becomes a hydrate. Among the hydrates of alkali earth metals, there are ones with a melting point of 100° C. or less. For example, a tetrahydrate of calcium nitrate Ca(NO₃)₂ has a melting point of about 43° C., while a hexahydrate of magnesium nitrate Mg(NO₃)₂ has a melting point of about 95° C.

In this way, among the hydrates of nitrates of alkali earth metals, there are ones with low melting points. Therefore, if using calcium Ca or magnesium Mg as the catalyst diffused in the coat layer 51, the nitrate of the alkali earth metal will move to and coagulate at the surface of the coat layer 51 even at the low temperature of 100° C. or less. Therefore, the SO_X trap rate will be restored at a low temperature. Note that in the present invention, as the catalyst diffused in the coat layer 51, a mixture of an alkali metal and an alkali earth metal may be used.

FIG. 7(B) shows the changes in the SO_X trap rate TRAP when using potassium K as the catalyst carried on the SO_X trap catalyst 11. As shown in the above table, the melting point of potassium sulfate KNO₃ is 333° C., therefore as shown in FIG. 7(B), when the temperature TC of the SO_X trap catalyst 11 exceeds the melting point of potassium sulfate KNO₃, the nitrate movement and coagulation action is promoted and the SO_X trap rate TRAP is restored.

Note that to promote the nitrate movement and coagulation action, it is necessary that the coat layer 51 take in SO_X. For this reason, it is necessary to oxidize SO₂ to SO₃. This SO₂ oxidation action is performed well up to a temperature TC of the SO_X trap catalyst 11 of about 500° C., but gradually becomes weaker when exceeding 500° C. Therefore, there is a temperature region of the SO_X trap catalyst 11 where the nitrate movement and coagulation action is promoted. The lower limit temperature of this temperature region is the melting point of the nitrate of the at least one of an alkali metal and alkali earth metal, while the upper limit temperature of this temperature region can be said to be the upper limit temperature at which SO₂ can be oxidized on the SO₂ trap catalyst 11.

In FIG. 7(B), I shows the case where the temperature TC of the SO_X trap catalyst 11 just happens to become the temperature range where the nitrate movement and coagulation action is promoted during engine operation. At this time, the NO_X trap rate is restored. However, if the temperature TC of the SO_X trap catalyst 11 does not become the temperature range where the nitrate movement and coagulation action is promoted during engine operation, the SO_X trap rate TRAP continues to fall.

Therefore, in the embodiment according to the present invention, as shown by II in FIG. 7(B), when for example the SO_X trap rate TRAP falls 1 percent during engine operation, temperature raising control of the SO_X trap catalyst 11 is performed so that the temperature TC of the SO_X trap catalyst 11 is held in the temperature range where the nitrate movement and coagulation action is promoted. That is, in the embodiment according to the present invention, by occasionally holding the temperature of the SO_X trap catalyst 11 in the temperature region where the nitrate movement and coagulation action is promoted during engine operation, the SO_X trap rate TRAP can be occasionally restored.

Therefore, the method of raising the temperature of is the SO_X trap catalyst 11 will be explained while referring to FIG. 8.

One of the methods effective for raising the temperature of the SO_X trap catalyst 11 is the method of delaying the fuel injection timing until compression top dead center or later. That is, normally, the main fuel Q_m is injected near compression top dead center as shown by (I) in FIG. 8. In this case, as shown by (II) in FIG. 8, if the injection timing of the main fuel Q_m is delayed, the afterburn period becomes longer and therefore the exhaust gas temperature rises. If the exhaust gas temperature rises, the temperature of the SO_X trap catalyst 11 rises along with that.

Further, to raise the temperature of the SO_X trap catalyst 11, as shown by (III) of FIG. 8, in addition to the main fuel Q_m, it is also possible to inject auxiliary fuel Q_v near suction top dead center. In this way, if additionally injecting auxiliary fuel Q_v, the fuel which is burned increases by exactly the amount of the auxiliary fuel Q_v, so the exhaust gas temperature rises and therefore the temperature of the SO_X trap catalyst 11 rises.

On the other hand, if injecting auxiliary fuel Q_v near suction top dead center in this way, during the compression stroke, the heat of compression causes aldehydes, ketones, peroxides, carbon monoxide, or other intermediate products to be produced from this auxiliary fuel Q_v. These intermediate products cause the reaction of the main fuel Q_m to be accelerated. Therefore, in this case, as shown in (III) of FIG. 8, even if greatly delaying the injection timing of the main fuel Q_m, good combustion is obtained without causing misfires. That is, the injection timing of the main fuel Q_m can be greatly delayed in this way, so the exhaust gas temperature becomes considerably high and therefore the temperature of the SO_X trap catalyst 11 can be quickly raised.

Further, to raise the temperature of the SO_X trap catalyst 11, as shown by (IV) of FIG. 8, in addition to the main fuel Q_m, it is possible to inject auxiliary fuel Q_p during the expansion stroke or exhaust stroke. That is, in this case, a large amount of the auxiliary fuel Q_p is exhausted without burning in the form of unburned HC into the exhaust passage. This unburned HC is oxidized on the SO_X trap catalyst 11 by the excess oxygen. Due to the heat of oxidation reaction at this time, the temperature of the SO_X trap catalyst 11 is raised.

On the other hand, in the internal combustion engine shown in FIG. 2, it is also possible to have the hydrocarbon feed valve 14 supply a hydrocarbon and use the heat of oxidation reaction of the hydrocarbon to raise the temperature of the SO_X trap catalyst 11. Further, it is also possible to control the injection by any of the modes shown in (II) to (IV) of FIG. 8 and supply hydrocarbon from the hydrocarbon feed valve 14. Note that whatever the method used to raise the temperature, the air-fuel ratio of the exhaust gas flowing into the SO_X trap catalyst 11 is maintained lean without being made rich.

Next, the method of estimation of the SO_X trap rate TRAP will be explained while referring to FIG. 9 to FIG. 12.

FIG. 9 shows the standard SO_X trap rate TRAP0. This standard SO_X trap rate TRAP0 shows the SO_X trap rate which becomes standard when the restoration action of the SO_X trap rate TRAP due to the nitrate movement and coagulation action is completed. This standard SO_X trap rate TRAP0 is maintained at about 100 percent when the SO_X trap amount ΣSOX1 trapped by the SO_X trap catalyst 11 becomes a certain value or less. That is, when the SO_X trap amount ΣSOX1 becomes a certain value or less, if the restoration action of the SO_X trap rate due to the nitrate movement and coagulation action is completed, the SO_X trap rate TRAP is restored to about 100 percent.

However, when the SO_X trap amount ΣSOX1 becomes the certain value or more, even if the restoration action of the SO_X trap rate due to the nitrate movement and coagulation action is performed, the SO_X trap rate TRAP will no longer be restored to 100 percent. The more the SO_X trap amount ΣSOX1 increases, the more the degree of restoration of the SO_X trap rate TRAP falls. Therefore, as shown in FIG. 9, the standard SO_X trap rate TRAP0 rapidly falls if the SO_X trap amount ΣSOX1 becomes a certain value or more.

The SO_X trap amount ΣSOX1 shown in FIG. 9 is calculated from the maps shown in FIGS. 10(A) and (B). That is, fuel contains sulfur in a certain ratio. Therefore, the SO_X amount contained in the exhaust gas, that is, the SO_X amount trapped by the SO_X trap catalyst 11, is proportional to the fuel injection amount. The fuel injection amount is a function of the required torque and engine speed, therefore the SO_X amount trapped by the SO_X trap catalyst 11 also becomes a function of the required torque and engine speed. In the embodiment according to the present invention, the SO_X trap amount SOXA trapped in the SO_X trap catalyst 11 per unit time is stored as a function of the required torque TQ and engine speed N in the form of a map as shown in FIG. 10(A) in advance in the ROM 32.

Further, the lubrication oil also contains sulfur in a certain ratio. The amount of lubrication oil burned in the combustion chambers 2, that is, the SO_X amount trapped contained in the exhaust gas and trapped in the SO_X trap catalyst 11, also becomes a function of the required torque and engine speed. In the embodiment according to the present invention, the SO_X amount SOXB contained in the lubrication oil and trapped in the SO_X trap catalyst 11 per unit time is stored as a function of the required torque TQ and engine speed N in the form of a map as shown in FIG. 10(B) in advance in the ROM 32. By cumulatively adding the sum of the SO_X trap amount SOXA and SO_X trap amount SOXB, the SO_X trap amount ΣSOX1 trapped in the SO_X trap catalyst 11 is calculated.

On the other hand, FIG. 11(A) shows the reduction amount RS of the SO_X trap rate TRAP becoming the standard per unit time. This reduction amount RS becomes larger the more the SO_X trap amount ΣSOX1 increases. On the other hand, this reduction amount RS becomes larger the more the exhaust gas amount, that is, the intake air amount Ga, increases, and becomes lower the higher the temperature TC of the SO_X trap catalyst 11 becomes. This relationship, that is, the correction coefficient K with respect to the reduction amount RS, is shown in FIG. 11(B). Note that this correction coefficient K becomes smaller in the order of K₁, K₂, K₃ . . . K_i.

As opposed to this, FIGS. 12(A) and (B) show the increase amount IS and the rate of increase KS of the SO_X trap rate TRAP per unit time when performing the nitrate movement and coagulation action.

Referring to FIG. 12(A), TC₁ shows the melting point of a nitrate of at least one of the alkali metal and alkali earth metal carried on the SO_X trap catalyst 11, TC₂ shows the upper limit temperature at which the SO₂ can be oxidized well, and TC₃ shows about 600° C., that is, the regeneration temperature of the particulate filter 12. The higher the temperature TC of the SO_X trap catalyst 11, the lower the viscosity of the melted nitrate, so between TC₁ and TC₂, the higher the temperature TC of the SO_X trap catalyst 11, the larger the increase amount IS of the SO_X trap rate TRAP.

On the other hand, between TC₂ and TC₃, the higher the temperature TC of the SO_X trap catalyst 11, the weaker the oxidation action of the SO_X, so the higher the temperature TC of the SO_X trap catalyst 11, the more the increase amount IS of the SO_X trap rate TRAP falls. In the embodiment according to the present invention, when the nitrate movement and coagulation action should be performed, the temperature TC of the SO_X trap catalyst 11 is held between the melting point TC₁ and the regeneration temperature TC₃ of the particulate filter 12. Preferably, it is held between the melting point TC₁ and the temperature TC₂ able to oxidize the SO₂ well.

On the other hand, the greater the time that elapses from when the nitrate becomes the melted state, the more the nitrate approaches the surface of the coat layer 51, so the higher the increase amount IS of the SO_X trap rate per unit time. Therefore, as shown in FIG. 12(B), the longer the time from when the nitrate becomes a melted state, the higher the rate of increase KS of the SO_X trap rate. By multiplying this rate of increase KS by the increase amount IS, the final increase amount of the SO_X trap rate TRAP per unit time is found.

In this way, the reduction amount of the SO_X trap rate TRAP per unit time is found by multiplying the correction coefficient K calculated from FIG. 11(B) with the standard reduction amount RS calculated from FIG. 11(A). Further, the increase amount of the SO_X trap rate TRAP per unit time by the nitrate movement and coagulation action is found by multiplying the rate of increase KS calculated from the FIG. 12(B) with the increase amount IS calculated from the FIG. 12(A). On the other hand, the standard SO_X trap rate TRAP0 is found from FIG. 9. Therefore, the reduction amount RS-K of the SO_X trap rate TRAP per unit time can be subtracted from the standard SO_X trap rate TRAP0 and the increase amount IS of the SO_X trap rate·KS per unit time can be added to the standard SO_X trap rate TRAP0 so as to find the SO_X trap rate TRAP.

In one embodiment according to the present invention, it is judged if the thus calculated SO_X trap rate TRAP has fallen to a predetermined SO_X trap rate for the nitrate movement and coagulation action. When it has been judged that the SO_X trap rate TRAP has fallen to the predetermined SO_X trap rate for the nitrate movement and coagulation action, the temperature of the SO_X trap catalyst 11 is raised to within the temperature region where the nitrate movement and coagulation action is promoted and held in this temperature region.

Further, referring to FIG. 9 and as already explained, when the SO_X trap amount ΣSOX1 becomes a certain value or less, if the restoration action of the SO_X trap rate due to the nitrate movement and coagulation action is completed, the SO_X trap rate TRAP is restored to about 100 percent. However, if the SO_X trap amount ΣSOX1 becomes a certain value or more, even if the restoration action of the SO_X trap rate due to the nitrate movement and coagulation action is performed, the SO_X trap rate TRAP will not be restored to 100 percent and, as shown in FIG. 9, the standard SO_X trap rate TRAP0 rapidly falls.

That is, if the SO_X trap amount ΣSOX1 becomes a certain value or more, the SO_X concentration near the surface of the coat layer 51 becomes higher and as a result the SO_X trap rate falls. However, if making the concentration of the SO_X trap catalyst 11 rise to the about 600° C. SO_X diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas, the SO_X concentrated near the surface of the coat layer 51 will diffuse toward the depths of the coat layer 51 so that the SO_X concentration in the coat layer 51 becomes uniform. If the SO_X present near the surface of the coat layer 51 diffuses toward the depths of the coat layer 51 in this way, the SO_X concentration near the surface of the coat layer 51 will fall and therefore when the temperature raising control of the SO_X trap catalyst 11 is completed, the SO_X trap rate will be restored to about 100 percent.

Therefore, in the embodiment according to the present invention, even if the restoration action of the SO_X trap rate due to the nitrate movement and coagulation action is performed, when the SO_X trap rate is not longer restored to the target value, to restore the SO_X trap rate, the temperature of the SO_X trap catalyst is raised to the SO_X diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas.

Note that in this way, when raising the temperature of the SO_X trap catalyst 11, if the air-fuel ratio of the exhaust gas is made rich, sometimes SO_X will be released from the SO_X trap catalyst 11. Therefore, when raising the temperature of the SO_X trap catalyst 11, it is preferable to not make the air-fuel ratio of the exhaust gas rich. Further, if the SO_X concentration near the surface of the coat layer 51 becomes higher, even if not raising the temperature of the SO_X trap catalyst 11, if making the air-fuel ratio of the exhaust gas rich, sometimes SO_X will end up being released from the SO_X trap catalyst 11. Therefore, in the embodiment according to the present invention, when the temperature of the SO_X trap catalyst 11 is the SO_X release temperature or more, the air-fuel ratio of the exhaust gas flowing into the SO_X trap catalyst 11 is not made rich.

In the present invention, basically consider use of the SO_X trap catalyst 11 as is without replacement from the purchase of the vehicle to its scrapping. In recent years, in particular, the amount of sulfur contained in fuel has been reduced, therefore if making the volume of the SO_X trap catalyst 11 large to a certain extent, it is possible to use the SO_X trap catalyst 11 without replacement until scrapping the vehicle. For example, if assuming the durable running distance of a vehicle to be 500,000 km, the volume of the SO_X trap catalyst 11 is made a volume enabling SO_X to continue being trapped by a high SO_X trap rate without temperature raising control for diffusion of SO_X inside the coat layer 41 until a running distance of about 250,000 km. In this case, the initial temperature raising control for diffusion of SO_X is performed until a running distance of about 250,000 km.

In the embodiment according to the present invention, as shown in FIG. 13, the relationship between the SO_X trap amount ΣSOX1 and the predetermined SO_X trap amount SO(n) when the SO_X trap catalyst 11 should be raised in temperature for diffusion of the SO_X is stored in advance. When the SO_X trap amount ΣSOX1 exceeds the predetermined SO(n) (n=1, 2, 3, . . . ), the SO_X trap catalyst 11 is raised in temperature for diffusion of SO_X. Note that in FIG. 13, n shows what number the temperature elevation processing is. As will be understood from FIG. 13, as the number of times n of temperature elevation for restoration of the SO_X trap rate increases, the predetermined amount SO(n) is increased. The ratio of increase of this predetermined amount SO(n) is reduced more the greater the number of processings n. That is, the ratio of increase of SO(3) with respect to SO(2) is reduced more than the ratio of increase of the SO(2) with respect to SO(1).

That is, as shown in the time chart of FIG. 14, the SO_X trap amount ΣSOX1 trapped in the SO_X trap catalyst 11 continues to increase along with the elapse of time until the allowable value MAX. Note that in FIG. 14, the time when ΣSOX1=MAX is the time when the running distance becomes about 500,000 km or so.

On the other hand, in FIG. 14, the SO_X concentration shows the SO_X concentration near the surface of the SO_X trap catalyst 11. As will be understood from FIG. 14, if the SO_X concentration near the surface of the SO_X trap catalyst 11 exceeds the allowable value SOZ, temperature raising control for making the temperature TC of the SO_X trap catalyst 11 rise to the SO_X diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas A/F is performed. When the temperature raising control is performed, the SO_X concentration near the surface of the SO_X trap catalyst 11 falls, but the reduction amount of this SO_X concentration becomes smaller each time the temperature raising control is performed, therefore the time from which one temperature raising control is performed to when the next temperature raising control is performed becomes shorter each time the temperature raising control is performed.

Note that as shown in FIG. 14, the fact of the SO_X trap amount ΣSOX1 reaching SO(1), SO(2), . . . means that the SO_X concentration near the surface of the SO_X trap catalyst 11 has reached the allowable value SOZ.

FIG. 15 and FIG. 16 show the routine for execution of a first embodiment of treatment for restoration of the SO_X trap ability. The routine is executed by interruption every predetermined time period.

Referring to FIG. 15 and FIG. 16, first, at step 100, the SO_X trap amounts SOXA and SOMB trapped per unit time are read from FIG. 10(A), (B). At the next step 101, the sum of these SOXA and SOMB are added to the SO_X trap amount ΣSOX1.

At the next step 102, it is judged whether the temperature control II for diffusion of SO_X to the inside of the coat layer 51 is in progress. When the temperature control II is not in progress, the routine proceeds to step 103 where it is judged whether the SO_X trap amount ΣSOX1 has reached the predetermined amount SO(n) (n=1, 2, 3, . . . ) shown in FIG. 13. When the SO_X trap amount ΣSOX1 has not reached the predetermined amount SO(n), the routine proceeds to step 104.

At step 104, the standard SO_X trap rate TRAP0 is calculated from the relationship shown in FIG. 9. At the next step 105, the reduction amount RS of the SO_X trap rate TRAP per unit time is calculated from FIG. 11(A), while the correction coefficient K is calculated from FIG. 11(B). At the next step 106, the multiplied value RS·K of the reduction amount RS of the SO_X trap rate and the correction coefficient K is added to the cumulative reduction amount ΔRS. At the next step 107, the cumulative reduction amount ΔRS is subtracted from the standard SO_X trap rate TRAP0 so as to calculate the SO_X trap rate TRAP.

At the next step 108, it is judged whether the SO_X trap rate TRAP has fallen to the predetermined SO_X trap rate TRAP0·0.99 for the nitrate movement and coagulation action. In this first embodiment, this predetermined SO_X trap rate is made 99 percent of the standard SO_X trap rate TRAP0. That is, at step 108, it is judged whether the SO_X trap rate TRAP has fallen 1 percent from the standard SO_X trap rate TRAP0. When it has been judged at step 108 that TRAP≧TRAP0·0.99, the routine proceeds to step 110. As opposed to this, when it has been judged that TRAP<TRAP0·0.99, the temperature raising control I for promoting the nitrate movement and coagulation action is performed. Next, the routine proceeds to step 110.

At step 110, it is judged whether the temperature TC of the SO_X trap catalyst 11 is in the temperature range where the nitrate movement and coagulation action is promoted. This temperature region, as explained above, is TC₁<TC<TC₃ and preferably, as described in step 110, is TC₁<TC<TC₂. When the temperature TC of the SO_X trap catalyst 11 is within the temperature range where the nitrate movement and coagulation action is promoted, the routine proceeds to step 111.

At step 111, the increase amount IS of the SO_X trap rate TRAP per unit time is calculated from FIG. 12(A) and the rate of increase KS of the SO_X trap rate TRAP is calculated from FIG. 12(B). At the next step 112, the multiplied value IS-KS of the increase amount IS of the SO_X trap rate and the rate of increase KS is subtracted from the cumulative reduction amount ΔRS. At the next step 113, it is judged whether the cumulative reduction amount ΔRS has become negative, that is, whether the SO_X trap rate TRAP has been restored to the standard SO_X trap rate TRAP0. When ΔRS<0, the routine proceeds to step 114 where ΔRS is made zero. At the next step 115, it is judged whether the temperature raising control I is in progress. When the temperature raising control I is in progress, the routine proceeds to step 116 where the temperature raising control I is stopped.

On the other hand, when it has been judged at step 103 that the SO_X trap amount ΣSOX1 has reached the predetermined amount SO(n), the routine proceeds to step 117 where temperature raising control II for diffusion of SO_X is executed. During execution of the temperature raising control II, the routine proceeds from step 102 to step 117. At the next step 118, when it has been judged that the temperature raising control II has been completed, the routine proceeds to step 119 where the cumulative reduction amount ΔRS is made zero and the standard SO_X trap rate TRAP0 is restored to 100 percent.

FIG. 17 to FIG. 19 show a second embodiment for processing for restoration of the SO_X trap ability. In this embodiment, as shown in FIG. 3, an SO_X sensor 24 is arranged downstream of the SO_X trap catalyst 11. This SO_X sensor 24 detects the SO_X concentration in the exhaust gas flowing out from the SO_X trap catalyst 11. That is, in this second embodiment, as shown in FIG. 17, when the SO_X concentration in the exhaust gas detected by the SO_X sensor 24 exceeds the predetermined concentration SOY1 for the nitrate movement and coagulation action, temperature raising control I is performed for making the temperature of the SO_X trap catalyst 11 rise to the temperature region where the nitrate movement and coagulation action is promoted.

Further, in this second embodiment, as shown in FIG. 18, when the SO_X concentration in the exhaust gas detected by the SO_X sensor 24 exceeds the predetermined concentration SOY2 to be promoted, to restore the SO_X trap rate, temperature raising control II is performed for making the temperature of the SO_X trap catalyst 11 rise to the SO_X diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas.

FIG. 19 shows the routine for processing for restoration of the SO_X trap ability for executing this second embodiment.

Referring to FIG. 19, first, at step 200, the output signal of the SO_X sensor 24, for example, the output voltage V, is read. At the next step 201, it is judged whether the temperature control II for diffusion of SO_X in the coat layer 51 is in progress. When the temperature control II is not in progress, the routine proceeds to step 203 where it is judged whether the output voltage V of the SO_X sensor 24 has exceeded the setting VX₂, that is, whether the SO_X concentration in the exhaust gas has exceeded a predetermined concentration SOY2. When V<VX₂, that is, when the SO_X concentration in the exhaust gas is not over the predetermined concentration SOY2, the routine proceeds to step 203.

At step 203, it is judged whether the temperature raising control I for promotion of the nitrate movement and coagulation action is in progress. When the temperature raising control I is not in progress, the routine proceeds to step 204 where it is judged whether the output voltage V of the SO_X sensor 24 has exceeded the setting VX₁, that is, whether the SO_X concentration in the exhaust gas has exceeded a predetermined concentration SOY1. When V>VX₁(<VX₂), that is, when the SO_X concentration in the exhaust gas exceeds a predetermined concentration SOY1 (<SOY2), the routine proceeds to step 205 where the temperature raising control I is executed. While the temperature raising control I is in progress, the routine proceeds from step 203 to step 206. At step 206, it is judged whether the output voltage V of the SO_X sensor 24 has fallen below a predetermined restoration target value V₀, that is, whether the SO_X trap rate of the SO_X trap catalyst 11 has been restored. When V≦V₀, that is, when the SO_X trap rate is restored, the routine proceeds to step 209 where the temperature raising control I is stopped.

On the other hand, when it is judged at step 202 that V>VX₂, that is, the SO_X concentration in the exhaust gas exceeds a predetermined concentration SOY2, the routine proceeds to step 208 where temperature raising control II for diffusion of SO_X is executed. While the temperature raising control II is in progress, the routine proceeds from step 201 to step 208 where the temperature raising control II continues being executed.

Next, referring to FIG. 20 to FIG. 23, the processing for the NO_X storage catalyst carried on the particulate filter 12 will be explained.

In the embodiment according to the present invention, the NO_X amount NOXA stored in the NO_X storage catalyst 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. 22(A) in advance in the ROM 32. By cumulatively adding this NO_X amount NOXA, the NO_X amount ΣNOX stored in the NO_X storage catalyst is calculated. In the embodiment according to the present invention, as shown in FIG. 20, the air-fuel ratio of the exhaust gas A/F flowing into the particulate filter 12 is temporarily made rich each time this NO_X amount ΣNOX reaches the allowable value NX and thereby the NO_X storage catalyst releases the NO_X.

Note that when making the air-fuel ratio of the exhaust gas A/F flowing into the particulate filter 12 rich, it is preferable to maintain the air-fuel ratio of the exhaust gas flowing into the SO_X trap catalyst 11 lean. Therefore, in the embodiment where the particulate filter 12 carries an NO_X storage catalyst, as shown in FIG. 1 and FIG. 3, a hydrocarbon feed valve 14 is arranged in the exhaust passage between the SO_X trap catalyst 11 and particulate filter 12. When the NO_X storage catalyst should release NO_X, this hydrocarbon feed valve 14 supplies the exhaust passage with hydrocarbon so as to make the air-fuel ratio of the exhaust gas fed into the NO_X storage catalyst temporarily rich.

On the other hand, the particulate contained in the exhaust gas, that is, the particulate substance, is trapped on the particulate filter 12 and successively oxidized. However, if the amount of the trapped particulate substance becomes greater than the amount of the oxidized particulate substance, the particulate substance gradually deposits on the particulate filter 12. In this case, if the amount of deposition of the particulate substance increases, a drop in the engine output ends up being invited. Therefore, when the amount of deposition of the particulate substance increases, the deposited particulate substance has to be removed. In this case, if making the temperature of the particulate filter 12 rise to about 600° C. under an excess of air, the deposited particulate substance is oxidized and removed.

Therefore, in the embodiment according to the present invention, when the amount of the particulate substance deposited on the particulate filter 12 exceeds the allowable amount, the temperature of the particulate filter 12 is raised and thereby the deposited particulate substance is removed by oxidation under a lean air-fuel ratio of the exhaust gas. Specifically speaking, in the embodiment according to the present invention, when the pressure difference ΔP before and after the particulate filter 12 detected by the pressure difference sensor 23 exceeds the allowable value PX as shown in FIG. 20, it is judged that the amount of the deposited particulate substance has exceeded the allowable amount. At this time, temperature raising control is performed for raising the temperature T of the particulate filter 12 while maintaining the air-fuel ratio of the exhaust gas flowing into the particulate filter 12 lean. Note that if the temperature T of the particulate filter 12 becomes higher, the trapped NO_X amount ΣNOX is reduced due to the NO_X storage catalyst releasing the NO_X.

Even when carrying an oxidation promotion catalyst on the particulate filter 12 or carrying an NO_X storage catalyst, when regenerating the particulate filter 12, hydrocarbon is supplied from any of the hydrocarbon feed valves 14 shown from FIG. 1 to FIG. 3 in the state of maintaining the air-fuel ratio of the exhaust gas lean or the fuel is injected by any pattern of (II) to (IV) shown in FIG. 8. When the regeneration of the particulate filter 12 is started, the temperature of the particulate filter 12 becomes 600° C. or more, but at this time, the temperature of the SO_X trap catalyst 11 is held at a temperature somewhat lower than 600° C., that is, the temperature region where the nitrate movement and coagulation action is promoted.

On the other hand, when the SO_X trap rate by the SO_X trap catalyst 11 is 100 percent, no SO_X at all is sent into the NO_X storage catalyst, therefore in this case, there is absolutely no risk of SO_X being stored in the NO_X storage catalyst. As opposed to this, when the SO_X trap rate is not 100 percent, even if the SO_X trap rate is close to 100 percent, SO_X is stored in the NO_X storage catalyst. However, in this case, the SO_X amount stored in the NO_X storage catalyst per unit time is extremely small. This being said, if a long time elapses, a large amount of SO_X is stored in the NO_X storage catalyst. If a large amount of SO_X is stored, the stored SO_X has to be released.

As explained above, to make the NO_X storage catalyst release the SO_X, it is necessary to make the temperature of the NO_X storage catalyst rise to the SO_X release temperature and make the air-fuel ratio of the exhaust gas fed into the NO_X storage catalyst rich. Therefore, in the embodiment according to the present invention, as shown in FIG. 21, when the SO_X amount ΣSOX2 stored in the NO_X storage catalyst reaches the allowable value SX2, the temperature TC of the NO_X storage catalyst is raised to the NO_X release temperature TX and the air-fuel ratio of the exhaust gas flowing into the NO_X storage catalyst is made rich. Note that the SO_X amount SOXZ stored in the NO_X storage catalyst per unit time is stored as a function of the required torque TQ and engine speed N in the form of a map as shown in FIG. 22(B) in advance in the ROM 32. By cumulatively adding this SO_X amount SOXZ, the stored SO_X amount ΣSOX2 is calculated.

When making the NO_X storage catalyst release SO_X, it is not preferable to make the air-fuel ratio of the exhaust gas flowing into the SO_X trap catalyst 11 rich. Therefore, in the embodiment according to the present invention, when the NO_X storage catalyst should release SO_X, first, as shown in FIG. 1 and FIG. 3, hydrocarbon is supplied from the hydrocarbon feed valve 14 downstream of the SO_X trap catalyst 11 while maintaining the air-fuel ratio of the exhaust gas flowing into the SO_X trap catalyst 11 lean so as to make the temperature TC of the NO_X storage catalyst rise to the SO_X release temperature TX, then increasing the amount of hydrocarbon supplied from the hydrocarbon feed valve 14 while maintaining the air-fuel ratio of the exhaust gas flowing into the SO_X trap catalyst 11 lean so as to increase the amount of hydrocarbon supplied and make the air-fuel ratio of the exhaust gas sent into the NO_X storage catalyst rich. Note that in this case, the air-fuel ratio of the exhaust gas fed into the NO_X storage catalyst may be switched alternately between rich and lean.

FIG. 23 shows the processing routine for the NO_X storage catalyst.

Referring to FIG. 23, first, at step 300, the NO_X amount NOXA stored per unit time is calculated from the map shown in FIG. 22(A). At the next step 301, this NOXA is added to the NO_X amount ΣNOX stored in the NO_X storage catalyst. At the next step 302, it is judged whether the stored NO_X amount ΣNOX has exceeded the allowable value NX. When ΣNOX>NX, the routine proceeds to step 303 where rich processing is performed to temporarily switch the air-fuel ratio of the exhaust gas fed into the NO_X storage catalyst from lean to rich and the ΣNOX is cleared.

At the next step 304, the pressure difference sensor 23 detects the pressure difference ΔP before and after the particulate filter 12. At the next step 305, it is judged whether the pressure difference ΔP has exceeded the allowable value PX. When ΔP>PX, the routine proceeds to step 306 where the temperature raising control of the particulate filter 12 is performed. This temperature raising control is performed by supplying hydrocarbon from the hydrocarbon feed valve 14 while maintaining the air-fuel ratio of the exhaust gas flowing into the particulate filter 12 lean.

At the next step 307, the SO_X amount SOXZ stored per unit time is calculated from the map shown in FIG. 22(B). At the next step 308, this SOXZ is added to the SO_X amount ΣSOX2 stored in the NO_X storage catalyst. At the next step 309, it is judged whether the stored SO_X amount ΣSOX2 has exceeded the allowable value SX2. When ΣSOX2>SX2, the routine proceeds to step 310 where temperature raising control is performed to make the temperature TC of the NO_X storage catalyst rise to the SO_X release temperature TX. At the next step 111, rich processing is performed to make the air-fuel ratio of the exhaust gas sent into the NO_X storage catalyst rich and ΣSOX2 is cleared.

When the particulate filter 12 does not carry an NO_X storage catalyst and carries only an oxidation promotion catalyst, it is sufficient to perform only the processing for regeneration of the particulate filter 12, so in the routine shown in FIG. 23, only step 304 to step 306 is executed. In this case, as shown in FIG. 2, by supplying hydrocarbon from the hydrocarbon feed valve 14 arranged upstream of the SO_X trap catalyst 11, the temperature raising action of the particulate filter 12 can be performed.

Claims

1. An exhaust purification device of an internal combustion engine arranging an SOX trap catalyst able to trap SOX contained in exhaust gas inside an engine exhaust passage, wherein the SOX trap catalyst carries at least one of an alkali metal and alkali earth metal diffused inside it,a temperature of the SOX trap catalyst is held at a temperature where a nitrate of the at least one of alkali metal and alkali earth metal becomes a melted state during engine operation, whereby a nitrate movement and coagulation action where the nitrate in the SOX trap catalyst moves to and coagulates at the SOX trap catalyst surface is promoted, and the nitrate movement and coagulation action is used to restore a SOX trap rate and remove the SOX,the SOX trap catalyst has a property of trapping SOX contained in exhaust gas when an air-fuel ratio of the exhaust gas flowing into the SOX trap cat alyst is lean and causing the trapped SOX to gradually diffuse inside the SOX trap when making the temperature of the SOX trap catalyst rise to a SOX diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas, andwhen the SOX trap rate is no longer restored to the target value even when the restoration action of the SOX trap rate due to the nitrate movement and coagulation action is performed, to restore the SOX trap rate, the temperature of the SOX trap catalyst is made to rise to the SOX diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas.

2. An exhaust purification device of an internal combustion engine as set forth in claim 1, wherein estimating means for estimating an SOX trap rate is provided and, when the estimated SOX trap rate has fallen to a predetermined SOX trap rate for promotion of diffusion of SOX, the temperature of the SOX trap catalyst is made to rise to the SOX diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas to restore the SOX trap rate.

3. An exhaust purification device of an internal combustion engine as set forth in claim 1, wherein an SOX sensor able to detect a SOX concentration in the exhaust gas is arranged in the exhaust passage downstream of the SOX trap catalyst and, when the SOX concentration in the exhaust gas detected by the SOX sensor exceeds a predetermined concentration for promotion of diffusion of SOX, the temperature of the SOX trap catalyst is made to rise to the SOX diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas to restore the SOX trap rate.

4. An exhaust purification device of an internal combustion engine as set forth in claim 1, wherein an NOX storage catalyst storing NOX contained in the exhaust gas when the air-fuel ratio of the inflowing exhaust gas is lean and releasing the stored NOX when the air-fuel ratio of the inflowing exhaust gas becomes the stoichiometric air-fuel ratio or rich is arranged in the exhaust passage downstream of the SOX trap catalyst, a hydrocarbon feed device is arranged in the exhaust passage between the SOX trap catalyst and the NOX storage catalyst, and, when the NOX storage catalyst should release the NOX, the hydrocarbon feed device supplies hydrocarbon in the exhaust passage to make the air-fuel ratio of the exhaust gas flowing into the NOX storage catalyst temporarily rich.

5. An exhaust purification device of an internal combustion engine as set forth in claim 1, wherein the SOX trap catalyst is comprised of a coat layer formed on a base material and a precious metal catalyst carried on the coat layer and the coat layer contains at least one of an alkali metal and alkali earth metal diffused in it.

6. An exhaust purification device of an internal combustion engine as set forth in claim 1, wherein there is a temperature region of the SOX trap catalyst where the nitrate movement and coagulation action is promoted and the temperature of the SOX trap catalyst is occasionally held in the temperature region where the nitrate movement and coagulation action is promoted during engine operation so as to occasionally restore the SOX trap rate.

7. An exhaust purification device of an internal combustion engine as set forth in claim 6, wherein a lower limit temperature of the temperature region is a melting point of a nitrate of the at least one of the alkali metal and alkali earth metal and an upper limit of the temperature region is the upper limit temperature where SOX can be oxidized on the SO2 trap catalyst.

8. An exhaust purification device of an internal combustion engine as set forth in claim 6, wherein judging means for judging if the SOX trap rate has fallen to a predetermined SOX trap rate for the nitrate movement and coagulation action is provided and, when it has been judged that the SOX trap rate has fallen to the predetermined SOX trap rate for the nitrate movement and coagulation action, the temperature of the SOX trap catalyst is raised to within the temperature region where the nitrate movement and coagulation action is promoted and held in the temperature region.

9. An exhaust purification device of an internal combustion engine as set forth in claim 8, wherein estimating means for estimating the SOX trap rate is provided and, when the estimated SOX trap rate has fallen to the predetermined SOX trap rate for the nitrate movement and coagulation action, the temperature of the SOX trap catalyst is raised to within the temperature region where the nitrate movement and coagulation action is promoted and held in the temperature region.

10. An exhaust purification device of an internal combustion engine as set forth in claim 8, wherein an SOX sensor able to detect a SOX concentration in the exhaust gas is arranged in the exhaust passage downstream of the SOX trap catalyst and, when the SOX concentration in the exhaust gas detected by the SOX sensor exceeds the predetermined concentration for the nitrate movement and coagulation action, the temperature of the SOX trap catalyst is raised to within the temperature region where the nitrate movement and coagulation action is promoted and held in the temperature region.

11. An exhaust purification device of an internal combustion engine as set forth in claim 6, wherein a particulate filter is arranged downstream of the SOX trap catalyst, a lower limit temperature of the temperature region is a melting point of a nitrate of the at least one of the alkali metal and alkali earth metal, and an upper limit temperature of the temperature region is a regeneration temperature of the particulate filter.

12. An exhaust purification device of an internal combustion engine as set forth in claim 11, wherein at the time of regeneration of the particulate filter, the temperature of the SOX trap catalyst is held in the temperature region.

13. An exhaust purification method for removing SOX contained in exhaust gas by an SOX trap catalyst arranged in an engine exhaust passage, the method comprising: carrying at least one of an alkali metal and alkali earth metal diffused in the SOX trap catalyst,holding a temperature of the SOX trap catalyst at a temperature where a nitrate of at least one of the alkali metal and alkali earth metal becomes a melted state during engine operation so as to promote a nitrate movement and coagulation action where the nitrate in the SOX trap catalyst moves to and coagulates at the SOX trap catalyst surface, andusing the nitrate movement and coagulation action to restore a SOX trap rate and remove, the SOX, whereinthe SOX trap catalyst has a property of trapping SOX contained in exhaust gas when an air-fuel ratio of the exhaust gas flowing into the SOX trap catalyst is lean and causing the trapped SOX gradually diffuse inside the SOX trap catalyst when making the temperature of the SOX trap catalyst rise to a SOX diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas, andwhen the SOX trap rate is no longer restored to the target value even when the restoration action of the SOX trap rate due to the nitrate movement and coagulation action is performed, to restore the SOX trap rate, the temperature of the SOX trap catalyst is made to rise to the SOX diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas.

14. An exhaust purification method as set forth claim 13, wherein there is a temperature region of the SOX trap catalyst where the nitrate movement and coagulation action is promoted and the temperature of the SOX trap catalyst is occasionally held in the temperature region where the nitrate movement and coagulation action is promoted during engine operation so as to occasionally restore the SOX trap rate.

15. An exhaust purification method as set forth claim 14, wherein a lower limit temperature of the temperature region is a melting point of a nitrate of the at least one of the alkali metal and alkali earth metal and an upper limit of the temperature region is the upper limit temperature where SOX can be oxidized on the SO.sub.2 trap catalyst.

16. An exhaust purification method as set forth claim 15, which estimates an SOX trap rate and, when the estimated SOX trap rate has fallen to a predetermined SOX trap rate for promotion of diffusion of SOX, makes the temperature of the SOX trap catalyst rise to the SOX diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas to restore the SOX trap rate.

17. An exhaust purification method as set forth claim 15, which, when a SOX concentration in the exhaust gas detected by an SOX sensor arranged in the exhaust passage downstream of the SOX trap catalyst exceeds a predetermined concentration for promotion of diffusion of SOX, makes the temperature of the SOX trap catalyst rise to the SOX diffusion promotion temperature under a lean air-fuel ratio of the exhaust gas to restore the SOX trap rate.

18. An exhaust purification method as set forth claim 14, which judges if the SOX trap rate has fallen to a predetermined SOX trap rate for the nitrate movement and coagulation action and, when it has been judged that the SOX trap rate has fallen to the predetermined SOX trap rate for the nitrate movement and coagulation action, makes the temperature of the SOX trap catalyst rise to within the temperature region where the nitrate movement and coagulation action is promoted and holds it in the temperature region.

19. An exhaust purification method as set forth claim 18, which estimates the SOX trap rate and, when the estimated SOX trap rate has fallen to the predetermined SOX trap rate for the nitrate movement and coagulation action, makes the temperature of the SOX trap catalyst rise to within the temperature region where the nitrate movement and coagulation action is promoted and holds it in the temperature region.

20. An exhaust purification method as set forth claim 18, which, when an SOX concentration in the exhaust gas detected by an SOX sensor arranged in the exhaust passage downstream of the SOX trap catalyst exceeds the predetermined concentration for the nitrate movement and coagulation action, makes the temperature of the SOX trap catalyst rise to within the temperature region where the nitrate movement and coagulation action is promoted and holds it in the temperature region.

21. An exhaust purification method as set forth claim 20, wherein a lower limit temperature of the temperature region is a melting point of a nitrate of the at least one of the alkali metal and alkali earth metal, and an upper limit temperature of the temperature region is a regeneration temperature of a particulate filter arranged downstream of the SOX trap catalyst.

22. An exhaust purification method as set forth claim 21, wherein at the time of regeneration of the particulate filter, the temperature of the SOX trap catalyst is held in the temperature region.