BR112021000381A2 - DEVICE FOR TREATING EXHAUST GAS - Google Patents

Abstract

"exhaust gas treatment device". the present invention relates to an exhaust gas treatment device that includes: a filter that collects the particulate material included in the exhaust gas, flowing through an exhaust passage from an engine mounted on a vehicle; a unit increasing the temperature, which increases the temperature of the exhaust gas flowing in the filter; and a controller that performs the recovery control, to burn the particulate material accumulated in the filter by the exhaust gas, with the temperature increased by the temperature increase unit. the controller performs the control to decrease an outlet temperature of the exhaust passage (s115 to s118), when the outlet temperature exceeds a setpoint, as a result of the performance of the recovery control while the vehicle is in a state stopped. it is possible to suppress the heating of an object in the neighborhood, caused by heat to recover a filter, without increasing the cost of manufacture.

Description

Descriptive Report of the Invention Patent for "DEVICE FOR TREATING EXHAUST GAS".

TECHNICAL FIELD

[0001] The present invention relates to an exhaust gas treatment device, and particularly an exhaust gas treatment device including a filter, which collects particulate material (PM) included in the exhaust gas , flowing through an exhaust port of an engine.

BACKGROUND OF THE TECHNIQUE

[0002] Conventionally, there has been a technique for preventing the heating of an obstacle, by automatically interrupting the forced regeneration of a filter (a PM removal filter, a diesel particulate filter (DPF)) that removes PM when the obstacle closely turns to an end of an exhaust pipe (referred, for example, by Japanese Patent Laying-Open No. 2005-264774 (hereinafter, referred to as "PTL 1")). PTL 1 describes that a distance sensor, which detects a distance between the tip of the exhaust pipe and the obstacle is provided, and based on a distance sensor output, the addition of fuel for a diesel oxidation catalyst, for supplying the reaction heat produced by the oxidation of the fuel to the filter, is controlled to interrupt the recovery of the filter.

CITATION LIST PATENT LITERATURE

[0003] PTL 1: Japanese Patent Laying-Open No. 2005-264774

SUMMARY TECHNICAL PROBLEM

[0004] However, according to the PTL 1 technique, it is necessary to supply the distance sensor, which leads to an increase in the cost of manufacturing an exhaust gas treatment device for a vehicle. In addition, when many objects (for example, vehicles or people) move around the tip of the exhaust tube, the objects are detected by the distance sensor, which leads to frequent interruption of the filter recovery.

[0005] The present description was made to solve the problem described above, and an objective of the present description is to provide an exhaust gas treatment device, which can suppress the heating of a neighboring object, caused by heat for the recovery of a filter , without increasing the manufacturing cost.

SOLUTION TO THE PROBLEM

[0006] An exhaust gas treatment device, according to the present description, includes: a filter that collects the particulate material included in the exhaust gas, flowing through an exhaust passage of the assembled engine in a vehicle; a temperature rise unit, which increases the temperature of the exhaust gas flowing into the filter; and a controller that performs the recovery control, in order to burn the particulate material accumulated in the filter by the exhaust gas, with the temperature increased by the temperature increase unit. The controller performs the control to decrease an outlet temperature of the exhaust passage, when the outlet temperature exceeds a determination value, as a result of the performance of the recovery control, while the vehicle is in a stopped state.

[0007] Preferably, the controller suppresses the recovery control, such as the control to decrease the outlet temperature. Most preferably, the controller suppresses recovery control by prohibiting recovery control.

[0008] Preferably, the controller decreases a speed of rotation of the motor, like the control to decrease the output temperature. More preferably, the controller suppresses the recovery control.

ration as an additional control to lower the outlet temperature, when the outlet temperature exceeds a setpoint value greater than the setpoint, after the engine rotation speed has decreased.

[0009] Preferably, the determination value is a value that becomes smaller, according to a period of time, once the vehicle stops. Preferably, the exhaust gas treatment device further includes a temperature sensor, provided between the filter in the exhaust passage and an outlet of the exhaust passage, and detecting the temperature of the exhaust gas. The controller estimates the outlet temperature, based on the temperature detected by the temperature sensor.

[0010] Preferably, the unit that increases the temperature includes: a fuel addition device, supplied in a position upstream of the filter in the exhaust passage, and adding fuel in the exhaust passage; and a diesel oxidation catalyst provided upstream of the filter, and downstream of the addition device in the exhaust passage, and increasing the temperature of the exhaust gas, using the fuel added by the fuel addition device.

[0011] Preferably, the controller performs recovery control, when the amount of accumulation of particulate material, collected by the filter, is greater than a predetermined amount.

[0012] Preferably, when the vehicle moves backwards before the vehicle stops, the controller determines whether or not the output temperature exceeds the setpoint, using a setpoint lower than that, when the vehicle moves to ahead before the vehicle comes to a stop.

ADVANTAGE EFFECTS

[0013] According to the present description, it is possible to prevent the outlet temperature of the exhaust passage from becoming too high, while the vehicle is in a stopped state, without supply, for example, of a sensor that detects a distance for an object located around the outlet of the exhaust passage. As a result, an exhaust gas treatment device can be provided, which can suppress the heating of an object in the surroundings, caused by the heat to recover a filter, without increasing the manufacturing cost.

BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Fig. 1 shows a schematic configuration of an engine, according to the present modality.

[0015] Fig. 2 is a flowchart, showing a flow of a process for preventing a high exhaust gas temperature, in a first modality.

[0016] Fig. 3 is a diagram to illustrate the determination of an estimated value, of a T / P gas temperature, in the first mode.

[0017] Fig. 4 is a flowchart, showing a flow of a process for preventing a high exhaust gas temperature, in a second mode.

[0018] Fig. 5 is a diagram to illustrate the determination of an estimated value, of a T / P gas temperature, in the second mode.

DESCRIPTION OF MODALITIES

[0019] The modalities of the present description will be described in detail hereinafter, with reference to the drawings, in which the same, or corresponding portions, are indicated by the same reference characters, and the description of the same will not be repeated.

[0020] Fig. 1 shows a schematic configuration of an engine 1, according to the present modality. In the present modality,

engine 1 is described as an example of a common rail type diesel engine, for example. However, engine 1 may be another type of engine desired. The engine 1 is mounted on a vehicle 2, and is coupled to a driving wheel of the vehicle 2, through a transmission and the like (all are not shown), in such a way that an output from the engine 1 can be transmitted to the driving wheel of vehicle 2.

[0021] Engine 1 includes an engine body 10, an air cleaner (filter) 20, an intermediate cooler 26, an intake manifold 28, the diesel throttle valve 29, a turbocharger 30, a manifold exhaust 50, an exhaust gas treatment device 56, an exhaust gas recirculation device (hereinafter referred to as an EGR device) 60, a controller 200, an engine rotation speed sensor 202, a vehicle speed sensor 204, a throttle openness sensor 205, a water temperature sensor 206, an airflow meter 208, a fuel pump 210, a fuel filter 212, and a fuel tank 214.

[0022] The body of the engine 10 includes a plurality of cylinders 12, a common rail 14, and a plurality of injectors 16. Although the present embodiment describes an example case, in which engine 1 is a diesel engine in -line-4, motor 1 can be a motor that has any other cylinder outline (for example, horizontal or V-shaped outline).

[0023] Each of the plurality of injectors 16 is a fuel injection device, supplied to a correspondent of the plurality of cylinders 12, and connected to a common rail 14. The fuel stored in the fuel tank 214, is supplied through fuel filter 212 to fuel pump 210, and is pressurized to a predetermined pressure by fuel pump 210, and subsequently, pressurized fuel is supplied

for the common rail 14. The fuel supplied for the common rail 14, is injected from each of the plurality of injectors 16, in a predetermined timing. The plurality of injectors 16 operate based on the control signals 1J1 to IJ4 of the controller 200.

[0024] The air cleaner 20 removes foreign matter from the air, sucked out of the engine 1. The air cleaner 20 is connected with one end of a first inlet tube 22.

[0025] The other end of the first inlet tube 22, is connected to an inlet of a compressor 32 of the turbo feeder

30. An outlet of the compressor 32 is connected to one end of a second inlet pipe 24. The compressor 32 overloads the air flowing from the first inlet pipe 22, and supplies the overloaded air to the second inlet pipe 24. One Detailed operation of compressor 32 will be described below.

[0026] The other end of the second inlet tube 24, is connected to one end of the intermediate cooler 26. The intermediate cooler 26 is an air-cooled exchanger, or water-cooled heat exchanger, which cools the air flowing through the second inlet tube 24.

[0027] The other end of the intercooler 26, is connected with one end of a third inlet tube 27. The other end of the third inlet tube 27, is connected with an inflow pipe 28. The inflow pipe 28 it is coupled to an inflow port, each of the plurality of cylinders 12 of the engine body 10. The first inlet pipe 22, the second inlet pipe 24, the third inlet pipe 27, the inflow pipe 28, and the inflow port forms the "inflow passage".

[0028] The diesel acceleration valve 29, is supplied upstream of the inflow pipe 28. The diesel acceleration valve 29 is configured, so that a degree of table opening can be adjusted

using an electrically driven actuator not shown. The degree of openness of the diesel throttle valve 29 (hereinafter, also referred to as a diesel throttle openness degree), is controlled based on a control signal from controller 200. In the present mode, the 100% diesel acceleration opening degree indicates that the diesel acceleration valve 29 is in a fully closed state. In addition, in this mode, the 0% diesel throttle opening degree indicates that the diesel throttle valve 29 is in a fully open state. After the completion of heating up the exhaust gas treatment device 56, and during control when vehicle 2 is not in a state of deceleration (hereinafter, referred to as normal control), the degree of openness of Die acceleration is defined as the appropriate degree of opening, according to an operating status of motor 1.

[0029] Exhaust pipe 50 is coupled to an exhaust port, each of the plurality of cylinders 12 of the engine body

10. Exhaust pipe 50, is connected with one end of a first exhaust pipe 52. The other end of the first exhaust pipe 52, is connected to a turbine 36 of the turbocharger 30. In this way, the exhaust gas exhaust discharged from the exhaust port of each cylinder, it is collected in the exhaust pipe 50, and then it is supplied through the first exhaust pipe 52 to the turbine 36.

[0030] The turbine 36 is connected with one end of the second exhaust pipe 54. The other end of the second exhaust pipe 54, is connected with an inlet portion of the exhaust gas treatment device 56. The Exhaust gas treatment device 56 includes a diesel oxidation catalyst (hereinafter referred to as DOC) 56a, a PM 56b removal filter, a fuel addition device 56c, a first gas temperature sensor exhaust system 56d, a selective catalytic reduction catalyst (SCR catalyst) 56e, a second exhaust gas temperature sensor 56f, an ammonia slip catalyst (ASC) 569, and a third exhaust gas temperature sensor 56h.

[0031] The PM 56b removal filter is supplied on the downstream side of DOC 56a, in a flow path (exhaust passage) of the exhaust gas. The fuel addition device 56c is provided on the upstream side of DOC 56a, in the exhaust gas flow path. The first 56d exhaust gas temperature sensor is supplied in the PM 56b removal filter. The SCR 56e catalyst is supplied on the downstream side of the PM 56b removal filter, in the exhaust gas flow path. The second exhaust gas temperature sensor 56f, is provided between the PM 56b removal filter and the SCR 56e catalyst. ASC 56g is supplied on the downstream side of the SCR 56e catalyst, in the exhaust gas flow path. The third exhaust gas temperature sensor 56h, is supplied on the downstream side of the ASC 56g in the exhaust gas flow path.

[0032] The PM 56b removal filter collects particulate material (hereinafter referred to as PM), included in the circulating exhaust gas. The PM 56b removal filter is made of, for example, ceramic, stainless or similar. The collected PM is accumulated in the PM 56b removal filter.

[0033] DOC 56a and the fuel addition device 56c function as a recovery mechanism, which burns and removes (regenerates) the PM accumulated in the PM 56b removal filter. When the exhaust gas circulates, DOC 56a oxidizes nitrogen oxide (NOx), carbon oxide (COx) and the like in the circulating exhaust gas, and oxidizes the fuel when the fuel added by the fuel addition device 56c is included in the exhaust gas. The reaction heat produced by the oxidation of the fuel increases the temperature of the exhaust gas passing through DOC 56a. When the high temperature exhaust gas passes through the PM 56b removal filter, a temperature of the PM 56b removal filter increases, and the PM accumulated in the PM 56b removal filter is oxidized and removed (burned). As a result, the PM 56b removal filter is regenerated. The recovery control of the PM 56b removal filter is carried out when it is determined that a quantity of the PM becomes greater than a predetermined quantity. The determination of the amount of PM accumulation can be done using a known method.

[0034] The catalyst SCR 56e is, for example, of the monolithic type, including multiple through holes (cells) formed in a direction of circulation of the exhaust gas, and is made of cordierite or similar. A wall surface of each cell is provided with a layer of catalytic coating and takes, for example, an active component based on zeolite (catalyst). The active component becomes active in response to the supply of a reducing agent, and selectively reduces NOx in the exhaust gas.

[0035] A urea water injection valve, not shown, is provided on the upstream side of the SCR 56e catalyst. The urea water injection valve injects urea water into the exhaust pipe as a reducing agent. The urea water injected from a urea water injection valve is hydrolyzed by the exhaust heat to produce ammonia. The ammonia produced reacts selectively with NOx in the exhaust gas in the SCR 56e catalyst, in order to produce nitrogen and water.

[0036] ASC 56g is a catalyst that oxidizes ammonia escaping from the SCR catalyst, and prevents ammonia from being discharged into the atmosphere.

[0037] An outlet portion of the exhaust gas treatment device 56, is connected with one end of the third exhaust pipe 58. The other end of the third exhaust pipe 58, is connected with a damper or the like. In this way, the exhaust gas discharged from the turbine 36 is discharged out of vehicle 2, through the second exhaust pipe 54, the exhaust gas treatment device 56, the third exhaust pipe 58, and the damper or similar. The exhaust port, the exhaust pipe 50, the first exhaust pipe 52, the turbine 36, the second exhaust pipe 54, and the third exhaust pipe 58 form the "exhaust passage".

[0038] The third inlet tube 27 and the exhaust pipe 50 are connected by the EGR 60 device, without interposition of the motor body 10 between them. The EGR 60 device includes an EGR 62 valve, an EGR 64 cooler and an EGR 66 port. The EGR 66 port connects the third inlet tube 27 and the exhaust pipe 50. The EGR 62 valve and the EGR 64 cooler are supplied partially along the EGR 66 passage.

[0039] The EGR 62 valve adjusts a flow rate of the exhaust gas refluxed from the exhaust pipe 50, through the EGR 66 passage of the EGR 60 device, to the inlet passage (hereinafter, the exhaust gas refluxed in the inlet passage will also be referred to as EGR gas), according to a control signal from controller 200. The EGR 64 cooler is, for example, a water-cooled heat exchanger, or air-cooled heat exchanger, which cools the EGR gas circulating through the EGR 66 passage. The exhaust gas in the exhaust pipe 50 is returned to the inlet side, via the EGR 60 device as the EGR gas, and thus a combustion temperature in the cylinders is decreased and an amount of NOx production is reduced.

[0040] The turbo feeder 30 includes the compressor 32 and the turbine

36. A compressor wheel 34 is housed in a compressor housing 32, and a turbine wheel 38 is housed in the turbine housing 36. The compressor wheel 34 and the turbine wheel 38 are coupled to each other. another by a connecting shaft 42 and rotate together. This makes it possible for the compressor wheel 34 to be rotationally guided by the exhaust energy of the exhaust gas, supplied to the turbine wheel 38.

[0041] The operation of motor 1 is controlled by controller 200. Controller 200 includes a central processing unit (CPU) that performs various processes, a memory including a read-only memory (ROM), which stores a program and data, a random access memory (RAM), which stores the results of the processes by the CPU, and the like, and input and output ports to exchange information with the outside (all are not shown). The inlet port is connected with the sensors described above (such as, for example, the first exhaust gas temperature sensor 56d, the second exhaust gas temperature sensor 56f, the third exhaust gas temperature sensor exhaust 56h, engine speed sensor 202, vehicle speed sensor 204, throttle openness sensor 205, water temperature sensor 206, and airflow meter 208) . The outlet port is connected with the device to be controlled (such as, for example, the plurality of injectors 16, the fuel addition device 56c and the fuel pump 210).

[0042] Based on a signal from each of the sensors and devices, and a map and program stored in memory, controller 200 controls the devices in such a way that motor 1 enters a desired operating state . Various types of control can be implemented, not only by software, but also by dedicated hardware (electronic circuit). In addition, a distributed circuit

time buffer (not shown) for measuring time, is incorporated in controller 200.

[0043] The first flue gas temperature sensor 56d, detects a temperature (hereinafter, referred to as the first flue gas temperature) Tex1, of the flue gas in the PM 56b removal filter. The first exhaust gas temperature sensor 56d, transmits a signal indicating the first detected exhaust gas temperature, Tex1 to controller 200.

[0044] The second flue gas temperature sensor 56f, detects a temperature (hereinafter, referred to as a second flue gas temperature), Tex2 of the flue gas flowing in the SCR 56e catalyst. The second exhaust gas temperature sensor 56f, transmits a signal indicating the second detected exhaust gas temperature Tex2 to the controller 200.

[0045] The third flue gas temperature sensor 56h, detects a temperature (hereinafter, referred to as a third flue gas temperature) Tex3 of the flue gas flowing outside the ASC. The third flue gas temperature sensor 56h, transmits a signal indicating the temperature of the third flue gas detected Tex3 to the controller 200.

[0046] The speed sensor of the motor 202 detects a speed of rotation of a crankshaft of the motor 1, as a speed of rotation of the motor NE. The motor rotation speed sensor 202 transmits a signal, indicating the detected motor rotation speed NE to the controller 200.

[0047] Vehicle speed sensor 204 detects a speed (hereinafter referred to as vehicle speed) V of vehicle 2. Vehicle speed sensor 204 transmits a signal indicating the vehicle's V speed, detected for controller 200.

[0048] The accelerator opening degree sensor 205 detects a proportion (hereinafter, referred to as an accelerator opening degree) Acc, of an amount of compression on an accelerator pedal (not shown) at the present time, to an upper limit value for the amount of pressure. The accelerator openness sensor 205, transmits a signal indicating the detected accelerator openness degree Acc to controller 200.

[0049] The water temperature sensor 206 detects a temperature (water temperature) Tw of the cooling water, circulating through a passage of the cooling water provided in the motor housing 10. The water temperature sensor 206 transmits a signal indicating the detected water temperature Tw for the controller 200.

[0050] Airflow measurement 208 detects a flow rate (amount of inlet air) Qin, from the new air introduced in the first inlet tube 22. Airflow measurement 208 transmits a signal, indicating the amount of Inlet air detected Qin for controller 200.

[0051] The fuel tank 214 stores the fuel to be supplied to a plurality of injectors 16, and the fuel addition device 56c. The fuel pump 210 operates according to a control signal from the controller 200, and transfers the fuel stored in the fuel tank 214 to the common rail 14, and supplies the fuel stored in the fuel tank 214 to the adding device. of fuel 56c. Fuel filter 212 is provided in a fuel passageway, which circulates between fuel pump 210 and the fuel tank

214. Fuel filter 212 collects the foreign substance included in the circulating fuel.

[0052] Control for Prevention of Exhaust Gas of High Temperature

[0053] In engine 1 configured as described above, when the recovery control of the PM 56b removal filter is performed, while vehicle 2 is in a stopped state, an adjacent object is heated by the exhaust gas of a respirator. exhaustion.

[0054] In this way, in the present mode, the controller 200 performs the control for the decrease of an outlet temperature of the exhaust passage, when the outlet temperature exceeds a determination value as a result of the performance of the recovery control, while vehicle 2 is in a stopped state.

[0055] In this way, it is possible to prevent the outlet temperature of the exhaust passage from becoming too high, while vehicle 2 is in a stopped state. As a result, by heating an object from the surroundings, through the heat to recover the PM 56b removal filter it can be suppressed. First Mode

[0056] Fig. 2 is a flowchart showing a flow of a process for preventing a high exhaust gas temperature, in a first modality. The process of preventing high exhaust gas temperature, is evoked from a main process always predetermined by the control cycle, and is carried out by the controller

200. With reference to Fig. 2, controller 200 determines whether or not vehicle 2 is in a stopped state, based on the fact that the vehicle's V speed, indicated by the vehicle speed sensor signal 204 is O, and the rotation speed of the NE motor, indicated by the signal of the motor rotation speed sensor 202 is not O (step (hereinafter referred to as "S") 101).

[0057] When controller 200 determines that vehicle 2 is in a stopped state (YES in S101), controller 200 determines whether or not the PM removal filter recovery control is running (S102). During the execution of the recovery control, the controller 200 performs the control, in such a way that the fuel is added by the fuel addition device 56c, of the exhaust gas treatment device 56. In this way, when the controller 200 performs the control in such a way that the fuel is added by the fuel addition device 56c, the controller 200 determines that the recovery control is running.

[0058] When the controller 200 determines that the recovery control is running (YES in S102), the controller 200 calculates an estimated value of a suction pipe gas temperature (T / P), which is the outlet temperature of the exhaust passage, based on the third Tex3 exhaust gas temperature, indicated by the signal from the third exhaust gas temperature sensor 56h (8103).

[0059] The estimated value of the T / P gas temperature can be calculated using any known method, as long as it is calculated using the third exhaust gas temperature Tex3. For example, the estimated T / P gas temperature value is calculated by subtracting a temperature loss from the third exhaust gas temperature Tex3, the temperature loss being a temperature loss from the third gas temperature sensor. Exhaust 56h, for the exit of the exhaust passage. The temperature loss is calculated by subtracting a temperature from the exhaust pipe wall, from the third Tex3 exhaust gas temperature, and multiplying the subtraction result by a predetermined coefficient, specified based on the third exhaust gas temperature. Tex3 and the amount of air intake. The predetermined coefficient is obtained by subtracting an achieved temperature ratio from 1. The achieved temperature ratio is specified using a two-dimensional map, which pre-determines an achieved temperature ratio, corresponding to a combination of a temperature value. third temperature of the exhaust gas Tex3 and a value for the amount of incoming air.

[0060] The exhaust pipe wall temperature is calculated by adding a received heat temperature, increased by the heat received by the exhaust pipe, to an exhaust pipe wall temperature, in a previous control cycle, and subtracting a released heat temperature, decreased by the heat escaping from the exhaust pipe into the atmosphere. The heat temperature received is calculated by multiplying a loss of temperature in a previous control cycle, by the amount of air inlet and the control cycle, and dividing the result of the multiplication by a weight of an exhaust system, through the which the exhaust gas flows and the specific heat of the exhaust system. The temperature of the released heat is calculated by multiplying the energy of the heat released by the control cycle, and dividing the result of the multiplication by the weight of the exhaustion system and the specific heat of the exhaust system. The heat release energy is calculated by adding the heat release energy from the wind speed of the vehicle to a base value of the heat release energy. The base value of the heat release energy is specified using a two-dimensional map, which predetermines a base value of the heat release energy, corresponding to a combination of a temperature difference value. and a value of the amount of air inlet, the temperature difference being obtained, subtracting a temperature of the free air from the temperature of the exhaust pipe wall in a previous control cycle. The energy to release heat from the wind at vehicle speed is specified using a one-dimensional map, which predetermines the energy to release heat from the wind at vehicle speed corresponding to a vehicle speed (when the speed of the vehicle is 0, the energy to release heat from the wind at the vehicle speed is 0).

[0061] Since the signal from the third exhaust gas temperature sensor 56h varies to some extent, it is desirable to use the third exhaust gas temperature Tex3, subjected to a smoothing process.

[0062] Alternatively, the estimated value of the T / P gas temperature can be specified, using a map that predetermines an estimated value of a T / P gas temperature, corresponding to a combination of any of the described parameters.

[0063] Then, controller 200 determines whether or not the estimated value of the T / P gas temperature is equal to or greater than a value in a line, indicating a first determination value at the present time (S104 ).

[0064] Fig. 3 is a diagram, to illustrate the determination of the estimated value of the T / P gas temperature in the first modality. With reference to Fig. 3, a temperature as the first determination value, shown by the line indicating the first determination value, decreases with an increase in the time lapse, after vehicle 2 stops in an inactive state. Once the temperature decreases to a certain value, the temperature remains at a fixed value, regardless of an increase in the time span.

[0065] When the PM removal filter recovery control is performed, while vehicle 2 is in an idle stopped state, the estimated T / P gas temperature value comes close to the first determination value. In the example shown in Fig. 3, when the time lag indicated by a broken line comes, the estimated value of the T / P gas temperature reaches the first determination value.

[0066] Referring again to Fig. 2, when controller 200 determines that the estimated value of the T / P gas temperature is equal to or greater than the value on the line indicating the first determination value (YES in S104 ), controller 200 prohibits the recovery control of the PM 56b removal filter (S105). In this way, when the recovery control is running, the recovery control is forcibly terminated. As a result, as shown in Fig. 3, the estimated T / P gas temperature value decreases and falls below the first determination value.

[0067] When controller 200 determines that vehicle 2 is not in the stopped state (NO in S101), when controller 200 determines that the recovery control is not running (NOT in S102), when controller 200 determines that the estimated value of the T / P gas temperature is not equal to or greater than the value on the line indicating the first determination value (NOT in S104), and after S105, controller 200 determines whether or not the vehicle 2 trip was initiated, or an operation to manually start the PM 56b removal filter recovery control was performed (S106).

[0068] When the controller 200 determines that the displacement has been initiated, or the operation to initiate the recovery control has been carried out (YES in S106), the controller 200 cancels the prohibition of, that is, allows the control of the recovery of the filter of recovery. PM 56b removal (S107). As a result, when a condition for carrying out the recovery control is satisfied, the recovery control is resumed.

[0069] When the controller 200 determines that the trip has not yet started, or the operation to start the recovery control has not yet been carried out (NOT in S106), and then S107, the controller 200 returns the process to a process, starting from from which the current process is invoked. Second Mode

[0070] In the first modality, the control for prohibiting the recovery control of the PM 56b removal filter, based on the first determination value, is carried out as the control for the prevention of the temperature exhaust gas. high. In a second mode, in addition to the control in the first mode, the control to decrease the speed of rotation of the motor 1 in an inactive state, based on a second determination value, is carried out as the control to avoid the high temperature exhaust gas.

[0071] Fig. 4 is a flowchart, showing a flow of a high temperature exhaust gas prevention process in the second modality. The high temperature exhaust gas prevention process is requested from a main process in each predetermined control cycle, and is carried out by the controller

200. With reference to Fig. 4, the processing in S111 to S113 is the same as the processing in S101 to S103 in Fig. 2, respectively, and therefore, the redundant description will not be repeated.

[0072] After S113, controller 200 determines whether or not the control to decrease the speed of rotation of motor 1, in an inactive state, is running (S114). When controller 200 determines that the control to decrease the idle speed is not running (NOT in S114), controller 200 determines whether or not the estimated value, calculated from the T / P gas temperature, is equal to or greater than a value on a line indicating the second determination value at the current time (S115).

[0073] Fig. 5 is a diagram to illustrate the determination of the estimated value of the temperature of the T / P gas in the second modality. Referring to Fig. 5, similarly to the first determination value, the temperature when the second determination value shown by the line indicating the second determination value decreases, with an increase in the time elapsed after vehicle 2 stops in a state inactive. Once the temperature decreases to a certain value, the temperature remains at a fixed value, regardless of an increase in the elapsed time. A shrinkage portion indicating the second determination value is lower by several tens of degrees Celsius, than a shrinkage portion indicating the first determination value.

[0074] When the PM removal filter recovery control is performed, while vehicle 2 is in an idle stopped state, the estimated T / P gas temperature value is close to the second determination value, and the first value of determination. In the example shown in Fig. 5, when the time elapsed in a first phase indicated by a broken line arrives, the estimated value of the T / P gas temperature reaches the second determination value. When the time elapsed in a second phase indicated by a broken line arrives, the estimated value of the T / P gas temperature reaches the first determination value.

[0075] Referring again to Fig. 4, when controller 200 determines that the estimated value of the T / P gas temperature is equal to or greater than the value on the line, indicating the second determination value (YES in S115), controller 200 begins to perform the control to decrease the speed of rotation of the motor in an inactive state (S116). As a result, the energy of the exhaust gas per unit decreases, and therefore, a decrease in the estimated value of the T / P gas temperature is expected. In contrast to the first mode, the speed of rotation of the motor in an inactive state is first decreased, and thus the prohibition of the recovery control of the PM 56b removal filter can be delayed even slightly.

[0076] When controller 200 determines that the control to decrease the idle speed that is running (YES in S114), controller 200 performs processing in S117. Since the processing in S117 and S118 is the same as the processing in S104 and S105 in Fig. 2, respectively, the redundant description will not be repeated.

[0077] When controller 200 determines that vehicle 2 is not in a stopped state (NOT in S111), when controller 200 determines that recovery control is not running (NOT in S112), when controller 200 determines that the estimated value of the T / P gas temperature, is not equal to or greater than the value in the line indicating the second determination value (NOT in S115), after S116, when controller 200 determines that the estimated value - the gas temperature T / P is not equal to or greater than the value in the line indicating the first determination value (NOT in S117), and then S118, controller 200 performs processing in S119. Since the processing in S119 and S120 is the same as the processing in S106 and S107 in Fig. 2, respectively, the redundant description will not be repeated. Modifications

[0078] (1) In the modalities described above, as shown by S103 in Fig. 2 and S113 in Fig. 4, the estimated value of the T / P gas temperature is calculated based on the third temperature of the Tex3 exhaust gas , which is the temperature of the exhaust gas flowing out of ASC 569. However, the present description is not limited to this. The estimated value of the T / P gas temperature can be calculated, based on a signal from another temperature sensor. For example, the estimated value of the T / P gas temperature can be calculated based on the first exhaust gas temperature Tex1, which is the temperature of the exhaust gas in the PM 56b removal filter, or it can be calculated - side based on the second exhaust gas temperature Tex2, which is the temperature of the exhaust gas flowing in the SCR 56e catalyst.

[0079] However, it is preferable to calculate the T / P gas temperature based on a temperature indicated by a temperature sensor signal, located at the rearmost end of the exhaust passage, closer to the exhaust passage exit. Therefore, in the modalities described above, it is preferable to calculate the

gas temperature T / P based on the third temperature of the exhaustion gas Tex3.

[0080] Alternatively, a temperature sensor can be provided in another portion of the exhaust passage, and the estimated value of the T / P gas temperature can be calculated based on a signal from this temperature sensor. Alternatively, a temperature sensor can be provided at the outlet of the exhaust port, and the T / P gas temperature itself can be calculated based on a signal from that temperature sensor.

[0081] (2) In the modalities described above, as shown in Figs. 3 and 5, the estimated T / P gas temperature value is determined using a map. However, the present description is not limited to this. The estimated value of the T / P gas temperature can be determined using different maps, between when vehicle 2 moves backwards before vehicle 2 stops, and when vehicle 2 moves forward before vehicle 2 stops. It is conceivable that a distance from a localized object, around the exhaust vent from the exhaust passage outlet, is longer when vehicle 2 moves forward and then stops, than when vehicle 2 moves back and forth. then stop. In this way, when vehicle 2 moves forward and then stops, a determination value (determination value greater than the first determination value and the second determination value), under a condition that is more moderate than that - them from the first determination value and the second determination value shown in Figs. 3 and 5, can be used. In this way, the PM 56b removal filter recovery control can still be continued.

[0082] (3) In the modalities described above, as shown by S105 in Fig. 2 and S118 in Fig. 4, the recovery control of the PM 56b removal filter is prohibited. However, the present description is not limited to this. The recovery control of the PM 56b removal filter can be suppressed as the T / P gas temperature decreases. For example, a temperature in the recovery control can be changed from a high temperature to a minimum temperature, which makes recovery possible.

[0083] (4) In the modalities described above, recovery control is suppressed by the prohibition of recovery control, when the estimated value of the T / P gas temperature becomes equal to, or greater than, the determination value . However, the present description is not limited to this. The recovery control can be suppressed in stages, according to the difference between the estimated value of the T / P gas temperature and the determination value. For example, the temperature in the recovery control can be made lower, when the difference between the estimated value of the T / P gas temperature and the determination value, is smaller than when the difference between the estimated value gas temperature T / P and the determination value is large.

[0084] (5) In the modalities described above, the exhaust gas treatment device 56 is controlled by the controller 200. This means that a controller of the exhaust gas treatment device 56 is included in the controller 200. Alternatively , separately from the controller 200, a dedicated controller for the exhaust gas treatment device 56 can be provided.

[0085] (6) The modalities described above, can be understood as the description of the exhaust gas treatment device 56. The modalities described above, can also be understood as the description of the controller 200 of the exhaust gas treatment device 56, or description of a method for controlling the exhaust gas treatment device 56. The modalities described above can also be understood as the description of engine 1 or vehicle 2.

Effects

[0086] (1) As described with reference to Fig. 1, the exhaust gas treatment device 56 includes: the PM 56b removal filter that collects the particulate material included in the exhaust gas flowing through the engine exhaust passage 1 mounted on vehicle 2; the unit increasing the temperature which increases an exhaust gas temperature flowing in the PM 56b removal filter; and the controller 200 that performs the recovery control, burning the particulate material accumulated in the PM 56b removal filter by the exhaust gas, which has the temperature increased by the temperature increase unit. As shown by S101 to S105 in Fig. 2 and S111 to S118 in Fig. 4, controller 200 performs the control by lowering the T / P gas temperature (for example, PM 56b removal filter recovery control , control to decrease the speed of rotation of the motor 1 in an inactive state), when the outlet temperature of the exhaust passage exceeds the first determination value, or the second determination value, as a result of the performance of the control of the exhaust recovery while vehicle 2 is in a stopped state.

[0087] Such a configuration makes it possible to prevent the outlet temperature of the exhaust passage from becoming too high, while vehicle 2 is in a stopped state, without providing, for example, a sensor that detects a distance to a located object around the exhaust passage exit. As a result, it is possible to suppress the heating of an object in the neighborhood, caused by the heat to recover the PM 56b removal filter, without increasing the manufacturing cost.

[0088] (2) As shown by S105 in Fig. 2 and S118 in Fig. 4.0 controller 200 suppresses the recovery control of the PM 56b removal filter, as the control for lowering the T / P gas temperature . This makes it possible to suppress the outlet temperature of the exhaust passage.

[0089] (3) As shown by S105 in Fig. 2 and S118 in Fig. 4.0 controller 200 suppresses the recovery control of the PM 56b removal filter, prohibiting the recovery control of the PM 56b removal filter. This makes it possible to significantly lower the outlet temperature of the exhaust passage.

[0090] (4) As shown by S116 in Fig. 4, controller 200 decreases motor speed and rotation 1 as the control for decreasing the outlet temperature. This makes it possible to continue the recovery control of the PM 56b removal filter as much as possible.

[0091] (5) As shown by S117 and S118 in Fig. 4, controller 200 suppresses the recovery control of the PM 56b removal filter, as an additional control to decrease the outlet temperature, when the outlet temperature exceeds the first setpoint is greater than the second setpoint after the rotation speed of motor 1 is decreased. This makes it possible to suppress the heating of an object in the surroundings, while continuing the recovery control of the PM 56b removal filter as long as possible.

[0092] (6) As shown in Figs. 3 and 5, each of the first determination value and the second determination value, is a value that becomes smaller over a period of time once vehicle 2 stops. When the time elapsed once vehicle 2 stops becomes longer, the heating time of an object in the surroundings becomes longer. In this way, making the determination value smaller, according to the running time, once the vehicle 2 stops, the appropriate determination can be made according to the heating time.

[0093] (7) As shown in Fig. 1, the exhaust gas treatment device 56 still includes the third exhaust gas temperature sensor 56h, supplied between the PM 56b removal filter in the exhaust passage, and a exhaust vent outlet, and detecting the exhaust gas temperature. Controller 200 estimates the outlet temperature, from the temperature of the third exhaust gas Tex3, detected by the third exhaust gas temperature sensor 56h. This makes it possible to appropriately estimate the output temperature.

[0094] (8) As shown in Fig. 1, the unit increasing the temperature includes: the fuel addition device 56c, supplied in an upstream position of the PM 56b removal filter in the exhaust port, and adding fuel in the exhaust passage; and the diesel oxidation catalyst 56a supplied upstream of the PM 56b removal filter, and downstream of the fuel addition device 56c in the exhaust passage, and increasing the temperature of the exhaust gas, using the fuel added by the device. - 56c fuel addition device. This makes it possible to efficiently perform the recovery control of the PM 56b removal filter.

[0095] (9) As described with reference to Fig. 1, the controller 200 performs the recovery control of the PM 56b removal filter, when an accumulation quantity of the particulate material, collected by the PM 56b removal filter, is greater than a predetermined amount. This makes it possible to carry out the PM 56b removal filter recovery control properly.

[0096] (10) As described in the modifications, when vehicle 2 moves backwards before vehicle 2 stops, controller 200 determines whether or not the outlet temperature exceeds the setpoint, using a setpoint more lower than that, when vehicle 2 moves forward before vehicle 2 stops. It is conceivable that a distance from an object located around the exhaust vent from the exhaust passage outlet, is longer when vehicle 2 moves forward and then stops, than when vehicle 2 moves backwards and then stop. In this way, when vehicle 2 moves backwards and then stops, a determination value (determination value lower than the first determination value and the second determination value), under a condition that is more strictly that of the first determination value and the second determination value shown in Figs. 3 and 5 is used. In this way, the recovery control of the PM 56b removal filter can be further continued.

[0097] The modalities described here in the present, are also planned to be combined together as appropriate for implementation. It should be understood that the modalities described here in the present, are illustrative and not restrictive in all aspects. The scope of this description is defined by the terms of the claims, rather than the description of the modalities above, and is intended to include any modifications, within the scope and meaning equivalent to the terms of the claims.

LIST OF REFERENCE SIGNS

[0098] 1 engine; 2 vehicle; 10 engine body; 12 cylinder; 14 common rail; 16 injector; 20 air purifier; 22 first inlet tube; 24 second inlet tube; 26 intermediate cooler; 27 third inlet tube; 28 inflow piping; 29 diesel acceleration valve; turbocharger; Compressor; 34 compressor wheel; 36 turbine; 38 turbine wheel; 42 connection axis; 50 exhaust pipe; 52 first exhaust pipe; 54 second exhaust pipe; 56 exhaust gas treatment device; 56a catalyzed diesel oxidation; 56b PM removal filter; 56c fuel addition device; 56d first exhaust gas temperature sensor; 56 € SCR catalyst; 56f second exhaust gas temperature sensor; 56h third exhaust gas temperature sensor; 58 third exhaust pipe; 60 EGR device; 62 EGR valve; 64 EGR cooler; 66 EGR pass; controller 200; engine speed sensor 202; vehicle speed sensor 204; accelerator opening degree sensor 205; 206 water temperature sensor; 208 air flow meter; 210 fuel pump; 212 fuel filter; 214 fuel tank.

Claims (10)

1. Exhaust gas treatment device, characterized by the fact that it comprises: a filter that collects particulate material included in the exhaust gas, flowing through an exhaust passage of an engine mounted on a vehicle; a temperature-increasing unit, which increases the temperature of the exhaust gas flowing through the filter; and a controller that performs the recovery control, burning the particulate material accumulated in the filter by the exhaust gas, having the temperature increased by the unit increasing the temperature, in which the controller performs the control to decrease an outlet temperature. exhaust passage, when the output temperature exceeds a setpoint, as a result of the performance of the recovery control, while the vehicle is in a stopped state. 2. Exhaust gas treatment device, according to claim 1, characterized by the fact that the controller suppresses the recovery control as the control to decrease the outlet temperature. 3. Exhaust gas treatment device, according to claim 2, characterized by the fact that the controller suppresses the recovery control, prohibiting the recovery control. 4. Exhaust gas treatment device, according to claim 1, characterized by the fact that the controller decreases the rotation speed of the engine, as the control to decrease the outlet temperature. 5. Exhaust gas treatment device, according to claim 4, characterized by the fact that the controller suppresses the recovery control as an additional control, in order to decrease the outlet temperature, when the outlet temperature exceeds a determination value higher than the determination value, after the engine rotation speed has decreased. 6. Exhaust gas treatment device, according to claim 1, characterized by the fact that the determination value is a value that becomes smaller, according to an elapsed time once the vehicle stops. 7. Exhaust gas treatment device, according to claim 1, characterized by the fact that it still comprises a temperature sensor provided between the filter in the exhaust passage, and an outlet of the exhaust passage, and detecting the temperature of the exhaust gas, in which the controller estimates the outlet temperature from the temperature detected by the temperature sensor. 8. Exhaust gas treatment device according to claim 1, characterized by the fact that the temperature-increasing unit includes: a fuel addition device supplied in an upstream position in the exhaust passage, and adding fuel in the exhaust passage; and a diesel oxidation catalyst supplied upstream of the filter, and downstream of the fuel addition device, in the exhaust pass, and increasing the temperature of the exhaust gas using the fuel added by the fuel addition device. . 9. Exhaust gas treatment device, according to claim 1, characterized by the fact that the controller performs the recovery control, when the amount of accumulation of particulate material, collected by the filter, is greater than a predetermined amount . 10. Exhaust gas treatment device according to claim 1, characterized by the fact that when the vehicle moves backwards before the vehicle stops, the controller determines whether or not the outlet temperature exceeds the value of determination, using a lower determination value than when the vehicle moves forward before the vehicle stops.