JP2000008837A - Exhaust emission control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure the adsorption quantity of hydrocarbon by an adsorbing material even when an engine is on and off with high frequency by detecting the adsorption amount of hydrocarbon by an adsorbing material when an internal combustion engine is stopped, and heating the adsorbing material to a hydrocarbon releasing temperature when it is judged that the adsorbing amount is above a specific amount. SOLUTION: An HC adsorbing material 13 having an adsorption temperature zone for adsorbing HC (hydrocarbon) as one of the harmful component in an exhaust gas and a releasing temperature zone for releasing the same, and a three-way catalytic converter 14 are mounted in an exhaust gas path 12 in an engine 1 of a hybrid car. On this occasion, the adsorption amount of HC is estimated on the basis of the engine water temperature, the catalyst temperature, the engine stop period, the total intake air amount and the elapsed time after the start of engine by a general control (ECU) 100. When it is judged that the adsorption amount is above a predetermined amount as the result of the estimation, the adsorbed HC is released, and the operation of the engine 1 is extended until the three-way catalytic converter 14 reaches an active temperature.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an exhaust gas purifying apparatus for an internal combustion engine.

[0002]

2. Description of the Related Art In an internal combustion engine for an automobile, a three-way catalyst is used as an exhaust gas purifying device. This three-way catalyst oxidizes HC and CO in the exhaust gas and NOx
To purify the exhaust gas. However, in order to purify HC with a three-way catalyst, it is necessary to reach an activation temperature of about 150 ° C. or more, and particularly, it is necessary to obtain H after cold start.
C is exhausted without being purified.

For this reason, as disclosed in Japanese Patent Application Laid-Open No. Hei 8-112232, a zeolite adsorbent for adsorbing HC is provided in an exhaust passage on the upstream side of a three-way catalyst, and is used at a low temperature (for example, 150 ° C.). And the like, a method in which HC is adsorbed by an adsorbent, and the adsorbed HC is released at a high temperature and purified by a three-way catalyst is proposed.

[0004]

However, in a hybrid vehicle that runs using both an electric motor that generates a driving force by the electric power of a battery and an engine that generates a driving force by an internal combustion engine, the remaining charge of the battery and the running load are reduced. Because the engine is automatically turned on and off automatically in response, the catalyst may not reach the activation temperature, or even once it reaches the activation temperature, it may return to a low temperature due to the stop of the engine, resulting in insufficient HC purification. is there.

[0005] Even if an adsorbent is arranged upstream of the three-way catalyst, if the engine is stopped before the HC release temperature is reached, the capacity that can be adsorbed when the engine is restarted decreases. HC may be exhausted without being sufficiently adsorbed.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and has as its object the purpose of ensuring the amount of adsorption by an adsorbent even when the engine is frequently turned on / off, and suppressing exhaust gas of an internal combustion engine. It is to provide a purification device.

[0007]

Means for Solving the Problems To solve the above problems and achieve the object, an exhaust gas purifying apparatus for an internal combustion engine according to the present invention has the following arrangement. That is, an exhaust gas purifying apparatus for an internal combustion engine including an adsorbent disposed in an exhaust passage of the internal combustion engine and having an adsorption temperature range for adsorbing hydrocarbons in exhaust gas and a release temperature range for releasing the adsorbed hydrocarbons. When stopping the internal combustion engine, detecting means for detecting the amount of adsorption of hydrocarbons by the adsorbent, determining means for determining whether the amount of adsorption is greater than or equal to a predetermined amount, and said determining means When the amount of adsorption is determined to be equal to or more than a predetermined amount, a temperature raising means is provided for raising the temperature of the adsorbent until the temperature shifts to the release temperature range.

Preferably, if the internal combustion engine has a cold start and the adsorbent temperature from the start to immediately before the stop is equal to or lower than the adsorption temperature, the adsorbed amount is equal to or larger than a predetermined amount. Is determined.

[0009] Preferably, the judging means comprises: if the stop period of the internal combustion engine is longer than a predetermined period, and if the temperature of the adsorbent from the start to immediately before the stop is lower than the adsorption temperature,
It is determined that the amount of adsorption is equal to or more than a predetermined amount.

[0010] Preferably, the determination means determines that the predetermined time or more has elapsed since the start of the internal combustion engine and / or the amount of intake air of the internal combustion engine has become a predetermined amount or more and that the internal combustion engine has been running from the start to immediately before the stop. If the temperature of the adsorbent is equal to or lower than the adsorption temperature, it is determined that the amount of adsorption is equal to or higher than a predetermined amount.

Preferably, the temperature raising means extends the operation of the internal combustion engine until the hydrocarbon adsorbed by the adsorbent is released.

Preferably, the extended operation time of the internal combustion engine is corrected in accordance with a temperature parameter relating to the internal combustion engine.

Preferably, a three-way catalyst is disposed downstream of the adsorbent in the exhaust passage.

Preferably, the internal combustion engine is mounted on a hybrid vehicle that runs using both an electric motor that generates driving power by battery power and an engine that generates driving power by the internal combustion engine.

[0015]

As described above, according to the first aspect of the present invention, when the internal combustion engine is stopped, the amount of adsorption of hydrocarbons by the adsorbent is detected, and it is determined that the amount of adsorption is equal to or more than the predetermined amount. In this case, by increasing the temperature of the adsorbent until the temperature shifts to the emission temperature range, the amount of adsorption by the adsorbent can be ensured even when the engine is frequently turned on / off, and the amount of HC emission can be suppressed.

According to the second aspect of the present invention, the temperature of the adsorbent after the cold start of the internal combustion engine and during the period from the start to immediately before the stop is sufficient to release HC adsorbed by the adsorbent. If the adsorption temperature is equal to or lower than the predetermined adsorption temperature, the adsorption amount is determined to be equal to or higher than the predetermined amount, whereby the adsorption amount of the adsorbent can be reliably estimated from the engine water temperature of the internal combustion engine.

According to the third aspect of the present invention, if the stop period of the internal combustion engine is equal to or longer than the predetermined period and the temperature of the adsorbent from the start to immediately before the stop is equal to or lower than the adsorption temperature, the adsorption amount is equal to the predetermined amount. By judging as described above, the adsorption amount of the adsorbent can be reliably estimated from the stop period of the internal combustion engine.

Further, according to the invention described in claim 4, a predetermined time or more has elapsed since the start of the internal combustion engine and / or the amount of intake air of the internal combustion engine has become a predetermined amount or more, and the time between the start and the time immediately before the stop is reached. If the temperature of the adsorbent is equal to or lower than the adsorption temperature, the adsorbed amount of the adsorbent can be reliably estimated from the elapsed time and / or the amount of intake air from the start of the internal combustion engine by determining that the adsorbed amount is equal to or larger than the predetermined amount. Since the temperature is raised by the temperature raising means when the amount becomes sufficiently large, it is possible to prevent the temperature raising means from frequently operating.

According to the fifth aspect of the present invention, the operation of the internal combustion engine is extended until the hydrocarbon adsorbed on the adsorbent is released, so that the amount of adsorbed HC at the time of restart due to the release of HC is reduced. As a result, it is possible to reliably perform HC purification by activating the catalyst.

According to the present invention, the extended operation time of the internal combustion engine is corrected in accordance with the temperature parameter relating to the internal combustion engine, so that the engine can be operated in accordance with the adsorption amount immediately before the engine is stopped. Operation extension time can be set.

According to the seventh aspect of the present invention, since the three-way catalyst is disposed downstream of the adsorbent in the exhaust passage, HC released from the adsorbent can be sufficiently purified.

According to the eighth aspect of the present invention, the internal combustion engine is mounted on a hybrid vehicle, so that the adsorbing amount of the adsorbent can be secured for a hybrid vehicle having a high engine on / off frequency. HC emission can be suppressed.

[0023]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Mechanical Configuration of Hybrid Vehicle] FIG. 1 is a block diagram showing the mechanical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 1, the hybrid vehicle of this embodiment has a motor 2 driven by electric power supplied from a battery 3 and an explosive power of liquid fuel such as gasoline as a power unit for generating driving power. The vehicle travels in combination with the engine 1 driven by the motor 2 and, depending on the traveling state of the vehicle described later, traveling by the motor 2 only, traveling by the engine only, or traveling by both the motor 2 and the engine 1 is realized. .

The engine 1 transmits a driving force to the automatic transmission 7 by engaging the clutch 6 via the torque converter 5. The automatic transmission 7 converts the driving force input from the engine 1 into a predetermined torque and rotation speed according to a traveling state (or by a driver's operation), and converts the driving force through a gear train 11 and a differential mechanism 8. The power is transmitted to the driving wheels 9 and 10. Also,
The engine 1 drives a generator 4 to charge the battery 3.

The exhaust gas passage 12 of the engine 1 has an adsorption temperature range for adsorbing HC (hydrocarbon), which is one of the harmful components in the exhaust gas, and a discharge temperature range for releasing the adsorbed HC. An HC adsorbent 13 and a three-way catalyst 14 are provided. The adsorption temperature range is from outside air temperature to about 150 ° C. (see point Cb in FIG. 16), and the release temperature range is about 100 ° C. or higher (see point Ca in FIG. 16).

The three-way catalyst 14 is disposed downstream of the adsorbent 13 in the exhaust passage 12. The three-way catalyst 14
May include a lean NOx catalyst or a NOx adsorbent.

The adsorbent 13 adsorbs HC by the adsorbent at a temperature lower than the adsorption temperature Cb, releases the adsorbed HC at a temperature higher than the release temperature and higher than Ca, and activates the three-way catalyst 14 at a temperature higher than the release temperature Ca. Therefore, the exhaust gas is purified by the three-way catalyst 14 disposed in the exhaust gas passage on the downstream side.

The HC adsorbent comprises, for example, a Y-type or β-type zeolite and a palladium (Pd) carrier.

The three-way catalyst is, for example, alumina and platinum (P
t) and a carrier of rhodium (Rh) and palladium (Pd). The lean NOx catalyst comprises, for example, a carrier of MFI zeolite, platinum (Pt) and rhodium (Rh) or a carrier of zeolite, platinum (Pt) and barium (Ba).

The motor 2 is driven by the electric power supplied from the battery 3, and drives the driving wheels 9,
10 to transmit the driving force.

The engine 1 is mounted, for example, of a type that delays the closing timing of a fuel-efficient valve, the motor 2 is, for example, an IPM synchronous motor, and the battery 3
For example, a nickel-metal hydride battery is mounted.

The general control ECU 100 includes a CPU, a ROM,
It comprises a RAM, an inverter, and the like, and controls the ignition timing and the fuel injection amount of the engine 1 and the output torque and the rotation speed of the motor 2. Further, the overall control ECU 100 controls the electric power generated by the generator 4 when the engine 1 operates to supply the electric power to the motor 2 and charge the battery 3.

Next, referring to FIGS. 2 to 7, a description will be given of a transmission form of the driving force according to the running state of the hybrid vehicle of the present embodiment. [Starting & Low Speed Running] As shown in FIG. 2, during starting, low speed or medium speed running, the engine & motor control ECU 10
0 drives only the motor 2 and transmits the driving force from the motor 2 to the driving wheels 9 and 10 via the gear train 11. In addition, the vehicle is driven by the motor 2 even at the time of low-speed running after the vehicle starts. [At the time of acceleration] As shown in FIG.
The motor control ECU 100 drives both the engine 1 and the motor 2 and transmits the driving force of the engine 1 and the motor 2 to the driving wheels 9 and 10 together. [During Steady Traveling] As shown in FIG. 4, during steady running at a high vehicle speed, the engine & motor control ECU 100 drives only the engine 1 and shifts from the engine 1 to the gear train 11.
The driving force is transmitted to the driving wheels 9 and 10 via the. The term “steady running” refers to running in the most fuel-efficient area where the engine speed is about 2000 to 3000 rpm. [During deceleration] As shown in FIG.
And the driving force of the driving wheels 9 and 10 is reduced to the gear train 1
The battery 2 is recharged by the motor 2 as a drive source through the motor 1, and the regenerated power is supplied to the compressor motor 51 of the air conditioner 50. [During steady running & charging] As shown in FIG.
At the time of charging, the clutch 6 is engaged, the driving force is transmitted from the engine 1 to the driving wheels 9 and 10 via the gear train 11, and the engine 1 drives the generator 4 to charge the battery 3. [At the time of charging] As shown in FIG.
Is released to prevent the driving force from being transmitted from the engine 1 to the automatic transmission 7, and the engine 1 drives the generator 4 to charge the battery 3. [Electrical Configuration of Hybrid Vehicle] FIG. 8 is a block diagram showing the electrical configuration of the hybrid electric vehicle of the present embodiment.

As shown in FIG. 8, the general control ECU 100
Includes a signal from a vehicle speed sensor 101 for detecting a vehicle speed, and an engine speed sensor 10 for detecting a speed of the engine 1.
2, voltage sensor 10 supplied to engine 1
3, a signal from a throttle opening sensor 104 for detecting the opening of a throttle valve of the engine 1, a signal from a gasoline remaining amount sensor 105, and a signal from a remaining amount sensor 106 for detecting the remaining amount of the battery 3. A signal, a signal from a shift range sensor 107 for detecting a shift range by a select lever, a signal from a pedal depression amount sensor 108 for detecting a depression amount of an accelerator pedal by a driver, and a water temperature sensor for detecting a cooling water temperature of the engine 1. 1
09, a signal from an air-fuel consumption (O2) sensor 110 for detecting the amount of oxygen in the exhaust gas, a signal from an outside air temperature sensor 111 for detecting the outside air temperature, and the temperature of the hydraulic oil of the automatic transmission 4 A signal from an oil temperature sensor is input to control on / off of the engine 1, control of ignition timing and fuel injection amount, and control of electric power supply to the motor 2. . [Engine Control] Next, the engine control of the hybrid vehicle of the present embodiment will be described.

FIG. 9 is a flowchart showing the engine control of the hybrid vehicle according to the present embodiment. Figure 10
FIG. 12 is a coefficient map used for estimating and detecting the catalyst temperature Ccat. 13 to 15 are constant maps for setting the engine operation continuation time T.

As shown in FIG. 9, the overall control ECU 100
In step S2, the general control ECU 100 determines the engine water temperature Ce from the detection signal of the water temperature sensor 109 and the total intake air amount ΣQ from the start of the engine to the present time from the detection signal of the throttle opening sensor 104 in step S2. From the detection signal of the air-fuel ratio sensor 110, the air-fuel ratio A /
F. Input the outside air temperature Cout from the detection signal of the outside air temperature sensor 111.

In step S4, the catalyst temperature Ccat is estimated and detected from the detection signals of the sensors input in step S2. The catalyst temperature Ccat is estimated and calculated by the following equation (1). That is, Ccat = CQ × KA / F × Kout (1) Here, CQ is a basic value CQ of the catalyst temperature determined from the total intake air amount ΣQ, and KA / F is determined from the air-fuel ratio A / F. Kout is a correction coefficient (see FIG. 12) determined from the outside air temperature Cout.

In step S6, the engine control is executed by setting the fuel injection amount, the ignition timing, and the throttle valve opening based on the running state, the remaining charge of the battery, and the like.

In step S8, the general control ECU 100
Determines whether the engine stop condition is satisfied. The engine stop condition is determined based on the running state, the running state, the remaining power of the battery, and the like. If the engine stop condition is satisfied in step S8 (Y in step S8)
ES) Proceed to step S10, and if the condition is not satisfied (NO in step S8), return to step S2.

In step S10, the overall control ECU 10
0 determines whether or not the engine is in a cold start based on the engine coolant temperature Ce. Specifically, it is determined whether the engine coolant temperature Ce is equal to or higher than a predetermined temperature threshold value C0. If the engine coolant temperature Ce is equal to or lower than the predetermined temperature threshold value C0 in step S10 (step S1).
If NO, the process proceeds to step S12. If the temperature is equal to or higher than the predetermined temperature threshold value CO (YES in step S10), the process proceeds to step S26.

In step S12, it is determined whether or not the catalyst temperature Ccat estimated and detected in step S4 is equal to or higher than a predetermined temperature threshold C1. If the catalyst temperature Ccat is equal to or lower than the predetermined threshold C1 in step S12 (NO in step S12), it is determined that the HC adsorbed by the adsorbent has been released, and the process proceeds to step S14. If the HC is equal to or higher than the predetermined temperature threshold C1 (YES in step S12). ) Proceed to step S26. The catalyst temperature Ccat in step S12 can be estimated as the temperature of the adsorbent 13 from the close arrangement relationship between the adsorbent 13 and the three-way catalyst 14, and the determination result is used as the adsorbent temperature. Note that the temperature of the adsorbent may be directly estimated.

In step S14, the overall control ECU 10
0 determines whether or not the stop period Toff of the engine 1 before the current start is equal to or longer than a predetermined time threshold T2. Step S14
If the stop period Toff of the engine 1 is equal to or longer than the predetermined time threshold T2, it is determined that the engine 1 is in the cold start state (Y in step S14).
ES) The process proceeds to step S16, and if it is equal to or less than the predetermined time threshold T2 (NO in step S14), the process proceeds to step S26.

In step S16, the overall control ECU 10
0 determines whether or not the total intake air amount か ら Q from the time of the current start is equal to or greater than a predetermined threshold value Q1. If the total intake air amount ΣQ is equal to or more than the predetermined threshold value Q1 in step S16 (YES in step S16), the process proceeds to step S18, and if the total intake air amount ΣQ is equal to or less than the predetermined threshold value Q1 (NO in step S16), the process proceeds to step S26.

In step S18, the general control ECU 10
0 determines whether or not the elapsed time Ton since the current start of the engine is equal to or greater than a predetermined time threshold T3. If the elapsed period Ton is equal to or longer than the predetermined time threshold T3 in step S18 (YES in step S18), the process proceeds to step S20, and if the elapsed time Ton is equal to or shorter than the predetermined time threshold T3 (NO in step S18), step S2
Proceed to 6. In steps S16 and S18, the operation of the engine is extended only when the amount of adsorption of the HC adsorbent is large, so that useless operation of the engine can be prevented, and fuel efficiency is improved.

In step S20, the engine operation extended time T is calculated based on the detection signals of the sensors input in step S2.
Set O. The extended operation time TO is set by the following equation (2). That is, TO = Tbase + Tcat + TQ + Tout (2) where Tbase is a reference value of the extended operation time of the engine, T
cat is an addition value determined from the catalyst temperature Ccat (see FIG. 13), TQ is an addition value determined from the total intake air amount ΣQ (see FIG. 14), and Tout is an addition value determined from the outside air temperature Cout (FIG. 15). See).

In step S22, the timer is turned on and measurement of the engine operating time T is started. In step S24, the overall control ECU 100 determines whether the engine operation time T is equal to or longer than the operation extension time T0 set in step S20. If the engine operation time T is equal to or longer than the extended operation time T0 set in step S20 in step S24 (YES in step S24), the process proceeds to step S26, and if the engine operation time T is equal to or less than the extended operation time T0 (NO in step S24), the process proceeds to step S28.

In step S26, the overall control ECU 10
0 turns off the engine.

In step S28, it is determined whether an engine start condition has been satisfied. This engine start condition is
It is determined based on the running state, the running state, the remaining power of the battery, and the like. If the engine start / stop condition is satisfied in step S28 (YES in step S28), step S2
If the condition is not satisfied (NO in step S28), the process returns to step S22 to extend the operation extension time T0.
Is measured.

The values Ce, Ccat, Toff, ΔQ, and Ton determined in steps S10 to S18 are used to indirectly determine the magnitude of the amount of adsorption by the adsorbent 13 immediately before the engine is stopped from these parameters. ing. Therefore, in some cases, it is not necessary to determine all the parameters of each step. In such a case, a necessary step is selected from each step, and each step may be in any combination or context.

As described above, according to this embodiment, when the engine stop condition is satisfied, steps S10 to S1 are performed.
In step 8, the amount of HC adsorbed by the adsorbent 13 is set for each parameter C.
Estimated from e, Ccat, Toff, ΣQ, and Ton. If it is determined that the adsorption amount is equal to or more than the predetermined amount, the adsorbed HC is released in step S20, and the operation of the engine is continued until the three-way catalyst reaches the activation temperature. Since the length is extended, the amount of HC adsorbed by the adsorbent can be secured, and HC can be reliably purified.

It should be noted that the present invention can be applied to a modification or modification of the above-described embodiment without departing from the gist thereof.

For example, a means for raising the temperature of the HC adsorbent by an electric heater or the like may be used as the temperature raising means. However,
In this case, it is necessary to separately install an electric heating device.

Although the present embodiment has been described for a hybrid vehicle, it goes without saying that the engine control of the present embodiment can be applied to a vehicle equipped with only a normal internal combustion engine. In this case, the vehicle is equipped with a device for automatically stopping the engine, such as a turbo timer, and other programs for performing engine stop control.

[0055]

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a mechanical configuration of a hybrid vehicle according to an embodiment.

FIG. 2 is a diagram illustrating a transmission form of driving force when the hybrid vehicle according to the embodiment starts and runs at a low speed.

FIG. 3 is a diagram illustrating a form of transmission of driving force during acceleration of the hybrid vehicle according to the embodiment.

FIG. 4 is a diagram illustrating a transmission form of driving force during steady running of the hybrid vehicle according to the present embodiment.

FIG. 5 is a diagram illustrating a transmission form of a driving force during deceleration of the hybrid vehicle according to the embodiment.

FIG. 6 is a diagram showing the steady running of the hybrid vehicle according to the embodiment;
It is a figure explaining the transmission form of the driving force at the time of charge.

FIG. 7 is a diagram illustrating a driving force transmission mode during charging of the hybrid vehicle according to the embodiment.

FIG. 8 is a block diagram showing an electrical configuration of the hybrid vehicle according to the embodiment.

FIG. 9 is a flowchart illustrating engine control of the hybrid vehicle according to the present embodiment.

FIG. 10 is a map showing a relationship between a temperature reference value CQ used for estimation detection of a catalyst temperature Ccat and a total intake air amount ΔQ.

FIG. 11 is a map showing a relationship between a correction coefficient KA / F and an air-fuel ratio A / F relating to an air-fuel ratio used for estimation detection of a catalyst temperature Ccat.

FIG. 12 is a map showing a relationship between a correction coefficient Kout relating to an outside air temperature used for estimation detection of a catalyst temperature Ccat and an outside air temperature Cout.

FIG. 13 shows an additional value Tcat and a catalyst temperature Cca relating to the catalyst temperature which are added to set the operation continuation time T of the engine.
6 is a map showing a relationship with t.

FIG. 14 is a map showing a relationship between an added value TQ related to a total intake air amount added to set an engine operation continuation time T and a total intake air amount ΣQ.

FIG. 15 shows an additional value Tout relating to the outside air temperature and an outside air temperature out which are added to set the operation duration time T of the engine.
It is a map showing the relationship with.

FIG. 16 is a diagram showing characteristics of an adsorbent in an adsorption temperature range and a release temperature range.

[Explanation of symbols]

 1 engine 2 motor 3 battery 4 generator

Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) F02B 61/00 F02B 61/00 D F02D 29/02 F02D 29/02 D (72) Inventor Makoto Kyogoku Fuchu, Aki-gun, Hiroshima Prefecture Machida Co., Ltd. 3-1 Machida Co., Ltd. (72) Inventor Keiji Yamada 3-1 Fukumachi-cho, Funaka-cho, Aki-gun, Hiroshima F-term (reference) 3G091 AA02 AA14 AB03 AB05 AB10 BA03 BA14 BA15 BA19 CA05 CA26 CB02 CB05 CB07 CB08 DA03 DB10 DB11 EA01 EA07 EA14 EA15 EA16 EA26 EA28 EA30 EA33 EA34 EA39 EA40 FA02 FA04 FB02 FC07 GB01W GB05W GB06W GB07W GB07Y GB09Y GB10W HA07 HA20 3G093 DB01 DA05 DA07 DA07 EA01 EA05 EA13 EA15 EB01 EB08 EC02 FA10

Claims (8)

[Claims] 1. An exhaust system for an internal combustion engine, comprising an adsorbent disposed in an exhaust passage of the internal combustion engine and having an adsorption temperature range for adsorbing hydrocarbons in exhaust gas and a release temperature range for releasing the adsorbed hydrocarbons. A gas purifying device, wherein when the internal combustion engine is stopped, detecting means for detecting the amount of adsorption of hydrocarbons by the adsorbent; determining means for determining whether the amount of adsorption is equal to or more than a predetermined amount; An exhaust gas purifying apparatus for an internal combustion engine, comprising: a temperature raising means for raising the temperature of the adsorbent until the temperature of the adsorbent shifts to the release temperature range when the adsorption amount is determined to be equal to or greater than a predetermined amount. 2. The method according to claim 1, wherein the determining unit determines that the amount of adsorption is equal to or greater than a predetermined amount if the temperature of the adsorbent after the cold start of the internal combustion engine and during a period from immediately after start to immediately before stop is equal to or lower than the adsorption temperature. The exhaust gas purifying apparatus for an internal combustion engine according to claim 1, wherein: 3. The method according to claim 1, wherein the determining unit determines that the amount of adsorption is equal to or more than a predetermined amount if the stop period of the internal combustion engine is equal to or more than a predetermined period and the temperature of the adsorbent from start to immediately before stop is equal to or lower than the adsorption temperature. The exhaust gas purifying apparatus for an internal combustion engine according to claim 1 or 2, wherein: 4. The method according to claim 1, wherein the determining means determines whether the adsorbent temperature has elapsed from the start of the internal combustion engine for at least a predetermined time and / or the amount of intake air of the internal combustion engine has reached a predetermined amount or more, and from the start to immediately before the stop. The exhaust gas purifying apparatus for an internal combustion engine according to any one of claims 1 to 3, wherein if the temperature is equal to or lower than the adsorption temperature, the amount of adsorption is determined to be equal to or higher than a predetermined amount. 5. The apparatus according to claim 1, wherein the temperature raising means extends the operation of the internal combustion engine until the hydrocarbon adsorbed on the adsorbent is released. Exhaust gas purification device for internal combustion engines. 6. The exhaust gas purifying apparatus for an internal combustion engine according to claim 5, wherein the extended operation time of the internal combustion engine is corrected according to a temperature parameter relating to the internal combustion engine. 7. The exhaust gas purifying apparatus for an internal combustion engine according to claim 1, wherein a three-way catalyst is disposed downstream of the adsorbent in the exhaust passage. . 8. The hybrid vehicle according to claim 1, wherein the internal combustion engine is mounted on a hybrid vehicle that runs using both an electric motor that generates driving power by battery power and an engine that generates driving power by the internal combustion engine. Any one of to 7
An exhaust gas purifying apparatus for an internal combustion engine according to claim 1.