EP3153687B1 - Regler für einen verbrennungsmotor - Google Patents

Regler für einen verbrennungsmotor Download PDF

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Publication number
EP3153687B1
EP3153687B1 EP16192257.0A EP16192257A EP3153687B1 EP 3153687 B1 EP3153687 B1 EP 3153687B1 EP 16192257 A EP16192257 A EP 16192257A EP 3153687 B1 EP3153687 B1 EP 3153687B1
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EP
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Prior art keywords
stopping time
temperature
amount
controller
time
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English (en)
French (fr)
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EP3153687A1 (de
Inventor
Daisuke Tsuda
Akira Matsumoto
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0285—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a SOx trap or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0848—Circuits or control means specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0806—NOx storage amount, i.e. amount of NOx stored on NOx trap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0814—Oxygen storage amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0818—SOx storage amount, e.g. for SOx trap or NOx trap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start

Definitions

  • the present invention relates to a controller for an internal combustion engine including a filter and a trap catalyst (hereinafter collectively referred to as "processors”) that processes or treats substances contained in exhaust gas by trapping and storing the substance.
  • processors a trap catalyst
  • a conventional internal combustion engine for including processors of a filter that traps particulate matters (hereinafter referred to as "PMs") contained in exhaust gas and a trap catalyst that stores nitrogen oxides (NOx) and sulfur components (S) in the exhaust gas.
  • processors carry out control (hereinafter referred to as “regeneration control”) that removes substances such as PMs and NOx temporarily contained in the processors through combustion, desorption, and reduction.
  • regeneration control controls
  • the processors are heated to a temperature that allows the substances temporarily contained in the processors to be combusted, desorbed, and reduced.
  • Some vehicles with an engine has the idling stop function, which automatically halts and restarts the engine in accordance with a stop and start of the vehicle.
  • Such a vehicle has an advantage of reducing the fuel consumption by means of idling stop, but has a disadvantage that in a case where idling stop is carried out during regeneration control, the regeneration control is interrupted and the temperature of the processors may be lowered.
  • DE 10 2007 009870 A1 describes a controller for controlling a start-stop function of an internal combustion engine, wherein the stopping time is set to zero if a particle filter is regenerated.
  • DE 10 2005 037466 A1 describes a controller for controlling a start-stop function of an internal combustion engine, wherein the stopping time is set to zero if a particle filter is regenerated.
  • US 2004/260452 A1 describes an estimation of accumulated particles trapped by a particle filter and control of a regeneration based on the estimated value.
  • the object of the present invention is to provide an engine controller that is capable of inhibiting the temperature of the processor from excessively rising, while improving fuel consumption using a technique of idling stop.
  • FIG. 1 is a diagram schematically illustrating an engine 10 and a controller 1 that controls the engine 10.
  • the engine 10 of this embodiment is a diesel engine (compression ignition internal combustion engine) serving as a driving source of the vehicle and is mounted on, for example, an engine vehicle or a hybrid vehicle.
  • the engine 10 has functions of idling stop, which automatically stops and restarts the engine 10 in line with the stopping and starting (departure) of the vehicle.
  • the cylinder head of the engine 10 includes an injector 11 that injects fuel into the cylinder.
  • An exhaust gas purification device 14 is disposed on an exhaust passage 13 of the engine 10.
  • the exhaust gas purification device 14 is a system that purifies exhaust gas by removing noxious substances contained in the exhaust gas, and for this purpose, includes an oxidizing catalyst 14A, a filter 14B, and a trap catalyst 14C.
  • the oxidizing catalyst 14A is a processor that can oxidize components in exhaust gas and is formed of a honeycomb carrier supporting a catalyst material.
  • the oxidizing catalyst 14A has a function of purifying exhaust gas by trapping and oxidizing components exemplified by nitrogen monoxide (NO), hydrocarbon (HC), and carbon monoxide (CO) and a function of raising the exhaust gas temperature using the oxidization heat generated through the oxidization.
  • NO nitrogen monoxide
  • HC hydrocarbon
  • CO carbon monoxide
  • the filter 14B is a porous filter (processor) that traps PMs contained in exhaust gas and purifies the exhaust gas by filtering and trapping PMs contained in the exhaust gas passing inside the filter 14B.
  • the filter 14B is also referred to as a Diesel Particulate Filter (DPF). PMs trapped and deposited (accumulated) in the filter 14B is combusted and removed while the vehicle is normally running and is combusted and removed also by forcibly raising the temperature of the filter 14B.
  • DPF Diesel Particulate Filter
  • the former removal of PMs is a method in which PMs are combusted on the filter 14B by mainly causing nitrogen dioxide (NO 2 ) contained in exhaust gas to act as an oxidizing agent (continuous regeneration method), whereas the latter removal of PMs is a method in which PMs are combusted on the filter 14B by mainly causing oxygen (O 2 ) to act as an oxidizing agent (forced regeneration method).
  • filter regeneration control control of combusting PMs in the latter method
  • an amount (trapped amount) of PMs deposited in the filter 14B is referred to as "PM deposit amount A".
  • PM combustion amount B An amount (removed amount) of PMs removed (combusted) since the filter regeneration control has started is referred to as a "PM combustion amount B", and a PM deposit amount A at the start of the filter regeneration control is referred to as an "initial deposit amount A START ".
  • the PM deposit amount A gradually increases.
  • the filter regeneration control is being carried out, the PM deposit amount A gradually decreases from the initial deposit amount A START .
  • the PM combustion amount B gradually increases from zero.
  • the PM deposit amount A during the filter regeneration control corresponds to a value obtained by subtracting the PM combustion amount B from the initial deposit amount A START -
  • the initial deposit amount A START does not necessarily be a constant value.
  • the initial deposit amount A START is a variable value that varies in accordance with the operating state of the engine 10.
  • the trap catalyst 14C is a processor that purifies exhaust gas by trapping nitrogen oxide (NOx) contained in the exhaust gas, and is formed of a reduction catalyst whose surface supports occlusion material.
  • the occlusion material has a function to store (occlude) NOx, being in the form of nitride, in exhaust gas under the oxidization atmosphere and release stored NOx (nitride) under the reduction atmosphere.
  • NOx released from the trap catalyst 14C is reduced to give nitrogen (N 2 ) or ammonia (NH 3 ) by the reduction catalyst.
  • NOx purge control a control that releases NOx from the trap catalyst 14C and reduces the NOx to give N 2 is referred to as "NOx purge control".
  • sulfur components (S) contained in exhaust gas sometimes accumulates on the occlusion material of the trap catalyst 14C. Since only a small amount of the accumulating sulfur components (sulfur components in accumulating sulfur compound) is released during the NOx purge control, the amount of accumulating sulfur components gradually increases, thereby degrading the primary function (NOx trapping function) of the trap catalyst 14C. For the above, if a large amount of sulfur components accumulates, a control to release the accumulating sulfur components from the trap catalyst 14C is carried out.
  • the control is referred to as "sulfur purge control" and an amount (trapped amount) of sulfur components accumulating on the trap catalyst 14C is referred to as a "sulfur accumulation amount E".
  • the removed amount of sulfur components removed since the sulfur purge control has started is referred to as a "sulfur removed amount R".
  • the above filter regeneration control and the sulfur purge control are collectively referred to as "regeneration control”.
  • an intake air temperature sensor 20 that measures (detects) the temperature (intake air temperature T IN ) of intake air passing through the intake air passage 12 is disposed.
  • Three exhaust gas temperature sensors 21, 22, 23, an air-fuel ratio sensor 24, and a differential pressure sensor 25 are disposed on the exhaust passage 13.
  • the exhaust gas temperature sensors 21, 22 and 23 measure the temperature of exhaust gas.
  • the air-fuel ratio sensor 24 measures an air-fuel ratio of exhaust gas.
  • the differential pressure sensor 25 measures the differential pressure P between pressures on upstream and downstream of the filter 14B.
  • the exhaust gas temperature sensor 21 disposed between the oxidizing catalyst 14A and the filter 14B and measures the temperature (hereinafter "upstream temperature T F ") at the upstream side of the filter 14B.
  • the exhaust gas temperature sensor 22 is disposed immediately downstream of the filter 14B and measures the temperature (hereinafter “downstream temperature T R ”) at the downstream side of the filter 14B.
  • the exhaust gas temperature sensor 23 is disposed immediately upstream of the trap catalyst 14C and measures the temperature (hereinafter “most downstream temperature T C ”) at the upstream side of the trap catalyst 14C. Pieces of information measured by the sensors 20-25 are sent to the controller 1.
  • the controller 1 is a computer that controls the entirety of the engine 10 and is connected to a communication line of the on-board network.
  • the controller 1 is an electronic device (Electronic Control Unit; ECU) integrating, for example, a microprocessor such as a Central Processing Unit (CPU) and a Micro Processing Unit (MPU), a Read Only Memory (ROM), a Random Access Memory (RAM), and a non-volatile memory.
  • a processor here includes therein, for example, a control unit (control circuit), a calculation unit (calculation circuit), and a cache memory (register).
  • a ROM, a RAM, and a non-volatile memory are memory devices in which programs and data being processed are stored.
  • the contents of control to be carried out by the controller 1 is stored, being in the form of the firmware and application programs, in the ROM, the RAM, the non-volatile memory, or a removable medium.
  • the contents of the program is expanded in the memory space of the RAM and is carried out by the processor.
  • the controller 1 has a function (idling stop control function) that controls automatic stopping and restarting of the engine 10. Specifically, the controller 1 stops, when a predetermined idling stop condition is satisfied, fuel injection from the injector 11 to automatically stop the engine 10, and restarts, when a predetermined restarting condition is satisfied, the engine 10.
  • the controller 1 has a function to carry out the above filter regeneration control and the sulfur purge control, both of which aim at recovering the purification performance of the exhaust gas purification device 14.
  • the NOx purge control also aims at recovering the purification performance of the exhaust gas purification device 14, but is excluded from the "regeneration control" of this embodiment.
  • the filter regeneration control a predetermined amount of fuel is post-injected from the injector 11 to raise the temperature of the filter 14B to a temperature equal to or higher than the combustion temperature of the PMs.
  • a predetermined amount of fuel is post-injected from the injector 11 to make the ambient atmosphere of the trap catalyst 14C to a reduction atmosphere and raise the temperature of the trap catalyst 14C to a temperature equal to or higher than a temperature at which the trap catalyst 14C releases sulfur components.
  • the controller 1 includes an estimator 2, a regeneration controller 3, an idling stop controller 4, and a setter 5. These elements are part of the functions of the program to be carried out by the controller 1 and assumed by means of software. Alternatively, part or the entire of each functions may be achieved by hardware (electronic control circuit) or in combination of software and hardware.
  • the estimator 2 estimates the PM deposit amount A, the PM combustion amount B, the sulfur accumulation amount E, and the sulfur removed amount R.
  • the PM deposit amount A may be estimated by periodically estimating an amount of PMs exhausted from the engine 10 on the basis of the engine speed, the engine load of the engine 10, etc. and accumulating the estimated amounts from the end of the previous filter regeneration control.
  • the PM deposit amount A may also be estimated on the basis of the differential pressure between pressures on upstream and downstream of the filter 14B.
  • the PM combustion amount B may be estimated on the basis of an executing time of the filter regeneration control, a temperature of the exhaust gas (upstream temperature T F , downstream temperature T R ), and/or a flow amount of the exhaust gas, or on the basis of a change in the differential pressure between pressures on upstream and downstream of the filter 14B.
  • the estimator 2 estimates the PM combustion amount B using a parameter different from a parameter used to estimate the PM deposit amount A.
  • the estimator 2 of this embodiment estimates the PM deposit amount A on the basis of the differential pressure P detected by the differential pressure sensor 25 while the engine 10 is operating. While the engine 10 is operating and the filter regeneration control is also being carried out, the estimator 2 estimates the PM combustion amount B on the basis of a parameter other than the differential pressure P. This means that the PM combustion amount B is not estimated (calculated) on the basis of the PM deposit amount A, but these PM amounts A and B are independently (separately) estimated.
  • a value (A START-B ) obtained by subtracting the PM combustion amount B estimated at a predetermined time point from the PM deposit amount A (i.e., the initial deposit amount A START ) estimated at the start of the filter regeneration control does not always match the PM deposit amount A estimated at the same time point.
  • the sulfur accumulation amount E is estimated by accumulating an amount of fuel used from the end of the previous sulfur purge control and multiplying the accumulated amount of used fuel by a coefficient according to the kind of fuel.
  • the estimator 2 estimates the sulfur accumulation amount E using these parameters while the engine 10 is operating. When the sulfur purge control is not being carried out, the sulfur accumulation amount E increases with an amount of used fuel. On the other hand, while the sulfur purge control is being carried out, the sulfur accumulation amount E is gradually reduced because sulfur components accumulated on the trap catalyst 14C is desorbed and reduced. Therefore, the sulfur removed amount R that is an amount of sulfur components released during the sulfur purge control is estimated on the basis of, for example, the sulfur accumulated amount E, the air-fuel ratio, the temperature, or the flow amount of exhaust gas.
  • the estimator 2 transmits the regeneration controller 3 of the results of the estimation.
  • the regeneration controller 3 carries out the regeneration control of the exhaust gas purification device 14 (i.e., the filter regeneration control and the sulfur purge control) when a predetermined regeneration condition is satisfied.
  • a predetermined regeneration condition is one satisfied when the PM deposit amount A and/or the sulfur accumulation amount E of the filter 14B need to be forcibly removed.
  • the regeneration controls have respective starting conditions and finishing conditions, which are independently of each other determined, and are independently of each other carried out. The starting conditions and the finishing conditions are appropriately set on the basis of, for example, the degree of pressure drop of the filter 14B, the erosion risk of the filter 14B due to excessive deposition of PMs, and/or the degree of degrading the function of the trap catalyst 14C due to accumulation of sulfur components.
  • the PM deposition amount A and the sulfur accumulation amount E estimated by the estimator 2 may be included in the starting condition, and the PM deposition amount A, the PM combustion amount B, the sulfur accumulation amount E and the sulfur removed amount R estimated by the estimator 2 may be included in the finishing condition.
  • These two regeneration controls can be carried out in parallel with each other (simultaneously).
  • the idling stop controller 4 controls the idling stop of the engine 10.
  • the idling stop controller 4 carries out a control that automatically stops (stops idling) the engine 10 when an idling stop condition is satisfied while the engine 10 is operating.
  • the idling stop condition is satisfied when the engine 10 can be stopped from the viewpoint of reducing the fuel consumption and is exemplified by the vehicle being stopped and the brake being on.
  • the idling stop controller 4 carries out a control that restarts the engine 10.
  • An example of the restarting condition is the brake being off.
  • the idling stop controller 4 carries out a control that restarts the engine 10 when a stopping time ts has expired after the satisfaction of the idling stop condition. This restarting of the engine 10 is carried out even if the restarting condition is not satisfied.
  • the stopping time ts is set to be in the range of equal to or more than zero second.
  • This execution time of the idling stop during the regeneration control is set to be shorter than that in a case where the regeneration control is not carried out. In other words, if the regeneration control is being carried out at the start of the idling stop, the execution time of the idling stop is at least shortened, and occasionally, the idling stop is prohibited. This suppresses temperature decline of the filter 14B and the trap catalyst 14C and also suppresses excessive temperature rise of the filter 14B and the trap catalyst 14C due to the post-injection after restarting the engine 10.
  • the idling stop controller 4 When determining that "the idling stop condition is satisfied", the idling stop controller 4 transmits the setter 5 of the result of the determination. When determining that "the restarting condition is satisfied", the idling stop controller 4 transmits the setter 5 of the result of the determination. These conditions are appropriately set.
  • the setter 5 sets the stopping time ts of the engine 10 on the basis of a trapped amount (the PM deposit amount A and the sulfur accumulation amount E) estimated by the estimator 2 at the time point when the idling stop condition is satisfied.
  • the stopping time ts set by the setter 5 corresponds to the longest time (idling stop time) during which the idling stop state can be maintained. In other words, if the engine 10 is being automatically stopped at the time point when the stopping time ts has expired after the satisfaction of the idling stop condition, the engine 10 is restarted even if the restarting condition is not satisfied yet.
  • all regeneration controls are interrupted.
  • the setter 5 sets the stopping time ts using a parameter according to the type of regeneration control being carried out at a time point when the idling stop condition is satisfied and transmits the idling stop controller 4 of the set stopping time ts. For example, when the filter regeneration control is being carried out, the setter 5 sets the stopping time ts on the basis of the PM deposit amount A and/or the PM combustion amount B; when the sulfur purge control is being carried out, the setter 5 sets the stopping time ts on the basis of the sulfur accumulation amount E and/or the sulfur removed amount R.
  • the first setting method sets the stopping time ts based only on the PM deposit amount A.
  • the second setting method sets the stopping time ts based on both the PM deposit amount A and PM combustion amount B.
  • the third setting method sets the stopping time ts using the first or second setting method and then corrects the set stopping time ts using the exhaust gas temperature in the vicinity of the filter 14B.
  • the stopping time ts can be set in any one of the first to third setting method
  • the second setting method is adopted when the filter regeneration control is started due to the PM deposit amount A (e.g., because the PM deposit amount A is large), and the third setting method is adopted when the filter regeneration control is started regardless of the PM deposit amount A (e.g. under the state where the PM deposit amount A is small) in this embodiment.
  • the stopping time ts is set to be longer as the PM deposit amount A when the idling stop condition is satisfied is smaller. This aims at improving fuel consumption by setting the stopping time ts to be longer because a smaller PM deposit amount A has a lower possibility of excessively raising the temperature of the filter 14B after restarting the engine 10 regaining from automatically stop.
  • the setter 5 sets the stopping time ts using, for example, a map or a calculation expression that defines the relationship between the PM deposit amount A and the stopping time ts.
  • the map or calculation expression is stored in the controller 1 in advance.
  • the setter 5 sets the stopping time ts to zero; and when the PM deposit amount A is equal to or less than the first threshold A1, the setter 5 sets the stopping time ts to be in the range equal to or more than a minimum time tso.
  • the first threshold A1 is a value previously set in consideration of the relationship between the amount of PMs deposited on the filter 14B and the possibility of excessively raising the temperature of the filter 14B.
  • the setter 5 sets the stopping time ts to zero by giving avoiding excessively raising the temperature a higher priority than improving the fuel consumption. In this case, the engine 10 is not automatically stopped even if the idling stop condition is satisfied (i.e., the engine 10 is kept to operating).
  • the minimum time tso is previously set to be a value (e.g., about 10 seconds) that does not make the passenger feel uncomfortable due to idling stop.
  • the engine 10 restarts without an operation by the passenger if the engine 10 does not restart until the stopping time ts since the automatic stop of the engine 10 expires. For this reason, the passenger may feel uncomfortable if a time (i.e., stopping time ts) between automatic stopping and restarting of the engine 10 is too short.
  • a time i.e., stopping time ts
  • the setter 5 of this embodiment sets the stopping time ts to be equal to or longer than the minimum time tso when the PM deposit amount A is equal to or less than the first threshold A1, this setting less makes the passenger feel uncomfortable.
  • FIG. 2A is an example of a map used by the setter 5.
  • This map defines the relationship between the PM deposit amount A and the stopping time ts and includes a solid-line graph and a one-dotted-line graph.
  • the two graphs are different in deviation manner of the stopping time ts when the PM deposit amount A is smaller than the first threshold A1.
  • the solid-line graph is set such that the stopping time ts comes to be stepwisely longer as the PM deposit amount A is smaller while the one-dotted-line graph is set such that the stopping time ts comes to be longer gradually (at a constant gradient) as the PM deposit amount A is smaller.
  • Both graphs set the stopping time ts to zero when the PM deposit amount A is larger than the first threshold A1 and to be the minimum time ts 0 when the PM deposit amount A is equal to the first threshold A1.
  • the stopping time ts is set to be longer as the PM deposit amount A when the idling stop condition is satisfied is smaller and also the PM combustion amount B when the idling stop condition is satisfied is larger. Since the PM deposit amount A and the PM combustion amount B are estimated on the basis of respective different parameters, setting the stopping time ts using the two PM amounts A and B further inhibits excessive rise of the temperature of the filter 14B. Accordingly, even if two PM amounts A and B each have an error between the estimated value and the actual value, it is possible to inhibit excessive rise of the temperature after the restarting by, for example, weighing the two PM amounts A and B or by preferentially using one of the two PM amounts A and B that can reduce the possibility of excessively raising the temperature.
  • preliminary storing a three-dimensional map or a calculation expression that defines the relationship among the PM deposit amount A, the PM combustion amount B, and the stopping time ts in the memory devices can be exemplified.
  • a map defining the relationship between the PM combustion amount B and the stopping time (second stopping time ts B ) in addition to the map of FIG. 2A may be preliminary stored in the memory devices.
  • An example of this alternative map is denoted in FIG. 2B .
  • the map of FIG. 2B defines the relationship between the PM combustion amount B and the stopping time (second stopping time ts B ) and includes a solid-line graph and a one-dotted-line graph.
  • the two graphs are different in deviation manner of the second stopping time ts B when the PM combustion amount B is in the range equal to or more than a second threshold B1.
  • the solid-line graph is set such that the second stopping time ts B comes to be stepwisely longer as the PM combustion amount B is larger while the one-dotted-line graph is set such that the second stopping time ts B comes to be longer gradually (at a constant gradient) as the PM combustion amount B is larger.
  • Both graphs set the second stopping time ts B to zero when the PM combustion amount B is smaller than the second threshold B1 and to be the minimum time tso when the PM combustion amount B is equal to the second threshold B1.
  • the setter 5 uses the value obtained from the map of FIG. 2A on the basis of the PM deposit amount A and the value obtained from the map of FIG. 2B on the basis of the PM combustion amount B as a first stopping time ts A and the second stopping time ts B , respectively. Then the setter 5 sets a safer stopping time (having a lower possibility of excessively raising the temperature) by selecting a shorter one of the first stopping time ts A and the second stopping time ts B as the stopping time ts, so that the protectability of the filter 14B can be enhanced.
  • the stopping time ts is set in the first or second setting method as the reference, and then the set stopping time ts is corrected to a smaller value as the exhaust gas temperature in the vicinity of the filter 14B is lower.
  • the setter 5 corrects the set stopping time ts on the basis of the exhaust gas temperature. In this case, the setter 5 sets the corrected stopping time ts' as a new stopping time ts and transmits the idling stop controller 4 of the new stopping time ts.
  • the setter 5 may use both the upstream temperature T F and the downstream temperature T R to correct the stopping time ts. Specifically, the setter 5 obtains two coefficients K1 and K2 from maps denoted in FIGs. 3A and 3B and corrects the stopping time ts using the following expression 1.
  • FIG. 3A is an example of a map defining the relationship between the upstream temperature T F and the first coefficient K1
  • FIG. 3B is an example of a map defining the relationship between the downstream temperature T R and the second coefficient K2.
  • the first coefficient K1 is set to one when the upstream temperature T F is equal to or higher than a first upstream temperature T F1 (first temperature) and is set to zero when the upstream temperature T F is equal to or lower than a second upstream temperature T F2 (second temperature).
  • first coefficient K1 is set so as to increase at a constant gradient.
  • the second coefficient K2 is set to one when the downstream temperature T R is equal to or higher than a first downstream temperature T R1 (first temperature) and is set to zero when the downstream temperature T R is equal to or lower than a second downstream temperature T R2 (second temperature).
  • first temperature first temperature
  • second downstream temperature T R2 second temperature
  • the second coefficient K2 is set so as to increase at a constant gradient.
  • the first upstream temperature T F1 and the first downstream temperature T R1 are set to be temperatures at which the PMs on the filter 14B starts combusting, for example.
  • the second upstream temperature T F2 and the second downstream temperature T R2 are lower than the first upstream temperature T F1 and the first downstream temperature T R1 , respectively, and are set to be sufficiently lower than the temperatures at which the PMs on the filter 14B starts combusting, for example.
  • the two first temperatures T F1 and T R1 may be set to be the same as each other or different from each other; and likewise the two second temperatures T F2 and T R2 may be set to be the same as each other or different from each other.
  • the first temperatures may be set to be T F1 >T R1 so that the stopping time ts can be easily corrected.
  • the setter 5 corrects the stopping time ts to be more shortened as the exhaust gas temperatures T F and T R are lower.
  • the setter 5 corrects the stopping time ts to zero. This prohibits idling stop, and therefore the temperatures of the filter 14B and the trap catalyst 14C rapidly rise.
  • the set stopping time ts is not changed because the coefficients K1 and K2 are both one.
  • the exhaust gas temperatures T F and T R are naturally higher than the first temperatures T F1 and T R1 , respectively, and therefore the coefficients K1 and K2 are both one, so that the correction on the stopping time ts based on the exhaust gas temperatures T F and T R is not substantially carried out.
  • the filter regeneration control is started under a state where the PM deposit amount A is equal to or larger than the first threshold A1, the stopping time ts is set to zero.
  • the stopping time ts is zero. This means that when the filter regeneration control is started under a state where the PM deposit amount A is equal to or larger than the first threshold A1 or the PMs are already combusting, the stopping time ts is kept to be the value set on the basis of, for example, the PM deposit amount A, not being affected by the correction using the exhaust gas temperatures T F and T R .
  • the setter 5 corrects the stopping time ts in accordance with the exhaust gas temperatures T F and T R at least when the filter regeneration control is started under a state where the PM deposit amount A is smaller than the first threshold A1.
  • FIG. 5 is a flow chart illustrating an example of a control procedure of the filter regeneration control. This flow chart of steps is repeatedly carried out at a predetermined calculation period under a state, for example, where the ignition key switch (main switch) of the vehicle is on.
  • the estimation of the amounts such as the PM deposit amount A by the estimator 2 is assumed as being carried out independently of this flow chart.
  • step Y1 various pieces of information to be used for determination as to whether the filter regeneration control is to be carried out are obtained (step Y1).
  • the information obtained in this step includes the PM deposit amount A estimated by the estimator 2.
  • FIG. 6 is a flow chart illustrating an example of a procedure of controlling automatic stopping and restarting of the engine 10 (i.e., idling stop control)."
  • This flow chart of steps is repeatedly carried out at a predetermined calculation period under a state, for example, where the ignition key switch (main switch) of the vehicle is on.
  • This flow chart is carried out in parallel with the flow chart of FIG. 5 and uses the information of the flag F set in the course of the flow chart of FIG. 5 .
  • the estimation of the amounts such as the PM deposit amount A by the estimator 2 is assumed as being carried out independently of this flow chart.
  • step Z1 various pieces of information to be used for determination as to whether the idling stop control is to be carried out are obtained (step Z1).
  • the illustrated example adopts the second setting method, but may alternatively adopt the first setting method.
  • the first coefficient K1 and the second coefficient K2 are obtained on the basis of the upstream temperature T F and the downstream temperature T R (step Z10), the stopping time ts set in step Z8 is corrected, and a new stopping time ts is set (steps Z11 and Z12, third setting method).
  • the timer counts the automatic stopping time.
  • step Z16 a determination is made as to whether the restarting condition is satisfied, and if the restarting condition is satisfied, the engine 10 is restarted (step Z19). In contrast, if the restarting condition is not satisfied, a determination is further made as to whether the value counted by the timer is equal to or longer than the stopping time ts set in step Z12 (step Z17).
  • the filter regeneration control is started at the time t 0 , and if the idling stop condition is satisfied at the time t 1 , the first stopping time ts A and the second stopping time ts B are obtained on the basis of the PM deposit amount A and the PM combustion amount B at the time t 1 , respectively.
  • idling stop is prohibited at the time t 1 and a predetermined idling engine speed Neo is maintained.
  • the engine 10 is automatically stopped at the time t 3 and is kept to be in the state of idling stop until the stopping time ts since the time t 3 expires. This reduces the fuel consumption amount. If the restarting condition is not satisfied during the stopping time ts since the time t 3 , the engine 10 is restarted at the time t 4 when the stopping time ts expires. This suppresses the amount of lowering the filter temperature during the automatic stopping and consequently reduces the amount of post-injection required after the restarting, so that the temperature of the filter 14B after the restarting is prevented from excessively rising.
  • the stopping time ts set at the time t 6 is relatively long.
  • the engine 10 is automatically stopped at the time t 6 and, for example, if the restarting condition is satisfied at the time t 7 before the stopping time ts expires, the engine 10 is restarted at the time t 7 . This can enjoy the benefit of fuel consumption saving from idling stop.
  • the filter regeneration control is started at the time t 10 when the PM deposit amount A is less than the first threshold A1.
  • the stopping time ts is set on the basis of the PM deposit amount A at the time t 11 and the coefficients K1 and K2 are obtained on the basis of the upstream temperature T F and the downstream temperature T R. , respectively.
  • the exhaust gas temperatures T F and T R rise from the upstream side.
  • the second coefficient K2 is set to zero; hence the set stopping time ts is corrected to zero. Therefore, as shown in FIG. 8B , the idling stop is prohibited at the time t 11 and the predetermined idling engine speed Neo is maintained.
  • the stopping time ts is set on the basis of the PM deposit amount A at the time t 13 . Since PMs do not start combusting yet at the time t 13 , the stopping time ts is set to be the same as the one set at the time t 11 .
  • the upstream temperature T F is higher than the first upstream temperature T F1 at the time t 13
  • the first coefficient K1 is set to one
  • the downstream temperature T R is higher than the second downstream temperature T R2
  • the second coefficient K2 is set to a value larger than zero. This means that the corrected stopping time ts' is not zero but is smaller by the second coefficient K2 than the stopping time ts set at the time t 11 , and is consequently set to be the new stopping time ts.
  • the engine 10 is automatically stopped at the time t 13 and is kept to be in the state of idling stop until the stopping time ts expires since the time t 13 .
  • the both coefficients K1 and K2 are one at the time t 16 , so that the stopping time ts set on the basis of the PM deposit amount A is maintained without being corrected. Accordingly, the engine 10 is automatically stopped at the time t 16 , and if the restarting condition is satisfied at the time t 17 before the stopping time ts expires, the engine 10 is restarted at the time t 17 . This can enjoy the benefit of fuel consumption saving from idling stop.
  • the upstream temperature T F and the downstream temperature T R of the filter 14B are used as the exhaust gas temperature and the coefficients K1 and K2 corresponding to the respective temperatures T F and T R are obtained. Using these obtained coefficients K1 and K2, the stopping time ts is corrected. Since the filter 14B is a device having a relatively large heat capacity, the downstream temperature T R rises slower than the upstream temperature T F . This means the characteristics that the upstream temperature T F is easily varied (responsiveness of the variation is higher) in response to the operating state of the engine 10 while the downstream temperature T R is not easily deviated in response to the operating state of the engine 10. Correcting the stopping time ts using two exhaust gas temperatures T F and T R having different characteristics from each other makes it possible to set a more appropriate stopping time ts.
  • the regeneration control is assumed to be the filter regeneration control.
  • the setter 5 may set the stopping time ts on the basis of the sulfur accumulation amount E and the sulfur removed amount R estimated by the estimator 2 when the idling stop controller 4 determines that "the idling stop condition is satisfied" during the regeneration controller 3 is executing the sulfur purge control.
  • the stopping time ts may be set on the basis of the map of FIG. 2A that defines the relationship between the sulfur accumulation amount E and the stopping time (third stopping time ts E ) and/or the map of FIG. 2D that defines the relationship between the sulfur removed amount R and the stopping time (fourth stopping time ts R ) according to a method similar to any one of the first to third setting methods described above.
  • FIG. 2A that defines the relationship between the sulfur accumulation amount E and the stopping time (third stopping time ts E ) and/or the map of FIG. 2D that defines the relationship between the sulfur removed amount R and the stopping time (fourth stopping time ts R ) according to a method similar to any one of the first to third setting methods described above.
  • the stopping time ts set to be shorter as the sulfur accumulation amount E is larger, and if the sulfur accumulation amount E is larger than a first threshold E1, the stopping time ts is set to zero while if the sulfur accumulation amount E is equal to the first threshold E1, the stopping time ts is set to be the minimum time ts 1 .
  • the stopping time ts is set to be shorter as the sulfur removed amount R is smaller, and if the sulfur removed amount R is smaller than a second threshold R1, the stopping time ts is set to zero while if the sulfur removed amount R is equal to the second threshold R1, the stopping time ts is set to be the minimum time ts 1 .
  • the minimum time ts 1 is set to be a value that does not make the passenger to feel uncomfortable due to idling stop and may be the same as or different from the above minimum time tso.
  • the first threshold E1 and the second threshold R1 are different from the above first threshold A1 and the second threshold B1, respectively.
  • the setter 5 may set the stopping time ts to zero irrespective of the sulfur accumulation amount E and the sulfur removed amount R. This is because, since the sulfur purge control requires higher temperature than the filter regeneration control and the NOx purge control, it is sometimes preferred that, even if the idling stop condition is satisfied, the engine 10 is not stopped and the high-temperature state of the engine 10 is maintained until the sulfur purge control is finished, depending on other conditions of, for example, the temperature of trap catalyst 14C. This prevents the sulfur purge control from taking a longer time and therefore an amount of fuel consumed by the sulfur purge control can be reduced.
  • the regeneration controller 3 carries out the sulfur purge control immediately after the end of the filter regeneration control as the above, the high-temperature state of the filter regeneration can be taken over by the sulfur purge control, so that the amount of temperature rise can be suppressed to be low.
  • the stopping time ts which is set to zero at the initial phase of the filter regeneration control, may be prolonged as the control proceeds and reset to zero at the start of the sulfur purge control after the end of the filter regeneration control.
  • idling of the engine 10 may be stopped before the start of the sulfur purge control (i.e., the final phase of the filter regeneration control) but idling of the engine 10 may not be stopped after the transition to the sulfur purge control, and consequently, this may make the passenger feel uncomfortable.
  • the setter 5 sets the stopping time ts to be the minimum time tso. Namely, even if the sulfur purge control is being carried out but if this sulfur purge control is carried out in succession to the filter regeneration control, the stopping time ts is not set straightly to zero but is set only once to the minimum time ts 0 . This makes the passenger less feel uncomfortable and an amount of temperature decline of the trap catalyst 14C during the automatic stop of the engine 10 can be minimized.
  • the stopping time ts is corrected using both the upstream temperature T F and the downstream temperature T R .
  • the setter 5 may correct the stopping time ts to decrease more as the intake air temperature T IN is lower.
  • one of the solutions to the above may cause the setter 5 to obtain a coefficient K3 to correct the stopping time ts by applying an intake air temperature T IN to the map of FIG. 4 and then add a term of multiplying the obtained coefficient K3 to the right side of the above expression 1.
  • the setter 5 may correct the stopping time ts on the basis of one of the upstream temperature T F and the downstream temperature T R or may omit the correction based on the upstream temperature T F and the downstream temperature T R .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (8)

  1. Regler (1), der einen Verbrennungsmotor (10) regelt, aufweisend eine Behandlungseinrichtung (14B, 14C), die eine im Abgas enthaltene vorgegebene Substanz einfängt und die Substanz behandelt, wobei der Regler (1) aufweist:
    einen Schätzer (2), der eine von der Behandlungseinrichtung (14B, 14C) eingefangene Einfangmenge (A, E) der Substanz schätzt;
    einen Regenerationsregler (3), der, wenn eine vorgegebene Regenrationsbedingung erfüllt ist, eine Regenerationsregelung durchführt, die die Substanz aus der Behandlungseinrichtung (14B; 14C) entfernt;
    einen Setzer (5), der, wenn während der Durchführung der Regenerationsregelung eine vorgegebene Leerlaufstoppbedingung erfüllt wird, eine Stoppzeit (ts) des Verbrennungsmotors (10) setzt, wobei die Stoppzeit (ts) auf der Einfangmenge (A, E) basiert; und
    einen Leerlaufstoppregler (4), der, wenn die Stoppzeit (ts) gesetzt ist, den Verbrennungsmotor (10) ab dem Zeitpunkt, an dem die vorgegebene Leerlaufstoppbedingung erfüllt ist, für die Dauer der Stoppzeit (ts) stoppt,
    wobei der Setzer (5) die Stoppzeit (ts) auf null setzt, wenn die Einfangmenge (A, E) einen ersten Schwellenwert (A1, E1) überschreitet, und
    der Setzer (5) die Stoppzeit (ts) auf gleich oder größer als eine Minimalzeit (ts0, ts1) setzt, wenn die Einfangmenge (A, E) gleich oder kleiner als der erste Schwellenwert (A1, E1) ist, wobei die Minimalzeit (ts0, ts1) länger als null ist.
  2. Regler (1) nach Anspruch 1, wobei der Setzer (5) die Stoppzeit (ts) länger setzt, wenn die Einfangmenge (A, E) kleiner ist.
  3. Regler (1) nach einem der Ansprüche 1 bis 2, wobei der Schätzer (2) eine entfernte Menge (B, R) der Substanz schätzt, die seit Starten der Regenerationsregelung aus der Behandlungseinrichtung (14B, 14C) entfernt worden ist; und
    der Setzer (5) zwei der Stoppzeiten (tsA, tsB; tsE, tsR) gewinnt, die jeweils auf der Einfangmenge (A; E) bzw. der entfernten Menge (B; R) basieren, und die kürzere der zwei gewonnenen Stoppzeiten (tsA, tsB; tsE, tsR) als die Stoppzeit (ts) setzt.
  4. Regler (1) nach Anspruch 3, wobei der Schätzer (2) die entfernte Menge (B, R) unter Verwendung eines Parameters schätzt, der sich von dem zur Schätzung der Einfangmenge (A, E) verwendeten Parameter unterscheidet.
  5. Regler (1) nach einem der Ansprüche 1 bis 4, ferner aufweisend einen Abgastemperatursensor (21, 22, 23), der eine Abgastemperatur stromaufwärtsseitig und/oder stromabwärtsseitig der Behandlungseinrichtung (14B, 14C) misst,
    wobei, wenn die Abgastemperatur gleich oder niedriger als eine erste Temperatur ist, der Setzer (5) die Stoppzeit (ts) auf einen kleineren Wert korrigiert, wenn die Abgastemperatur niedriger ist.
  6. Regler (1) nach Anspruch 5, wobei der Setzer (5) die Stoppzeit (ts) auf null korrigiert, wenn die Abgastemperatur gleich oder niedriger als eine zweite Temperatur ist, die niedriger als die erste Temperatur ist.
  7. Regler (1) nach Anspruch 5 oder 6, ferner aufweisend:
    einen Einlasslufttemperatursensor (20), der eine Einlasslufttemperatur misst,
    wobei, wenn die Abgastemperatur gleich oder niedriger als die erste Temperatur ist, der Setzer (5) die Stoppzeit (ts) auf einen kleineren Wert korrigiert, wenn die Einlasslufttemperatur niedriger ist.
  8. Regler (1) nach einem der Ansprüche 1 bis 7, wobei die Behandlungseinrichtung (14B, 14C) einen Einfangkatalysator (14C) aufweist, der fähig ist, eine Schwefelkomponente im Abgas zu okkludieren;
    der Regenerationsregler (3) Schwefelreinigungsregelung durchführt, die die Schwefelkomponente aus dem Einfangkatalysator (14C) entfernt; und
    wenn während der Durchführung der Schwefelreinigungsregelung die Leerlaufstoppbedingung erfüllt wird, der Setzer (5) die Stoppzeit (ts) auf null setzt.
EP16192257.0A 2015-10-08 2016-10-04 Regler für einen verbrennungsmotor Active EP3153687B1 (de)

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