JP2002106327A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce resistance applied to exhaust emission by scavenged particulate by supplying nitrogen dioxide according to the quantity of particulate in using nitrogen dioxide to burn the particulate. SOLUTION: This control device of an internal combustion engine is provided with an oxidation catalyst means for oxidizing nitrogen monoxide in exhaust emission to generate nitrogen dioxide, a scavenging means for scavenging particulate in the exhaust emission and burning the scavenged particulate by nitrogen dioxide, a determining means for determining the time for forcedly regenerating a particulate scavenging function of the scavenging means when the particulate scavenged by the scavenging means exceeds a designated quantity, and a regenerating means for controlling the quantity of nitrogen dioxide flowing into the scavenging means when the determining means determines the forced regenerating time, to decrease the particulate scavenged by the scavenging means and regenerate the particulate scavenging function of the scavenging means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for an internal combustion engine.

[0002]

2. Description of the Related Art As an apparatus for removing fine particles (particulates) discharged from an engine, for example, there is an exhaust gas purification apparatus as disclosed in Japanese Patent No. 3012249. This exhaust purification device is an oxidation catalyst that converts nitrogen monoxide exhausted from an engine into nitrogen dioxide, and is located downstream of the catalyst, and collects fine particles and burns the collected fine particles with nitrogen dioxide. Even in an operating state having a trap and a low exhaust gas temperature at which combustion by oxygen is not performed, the trapping function of the trap can be regenerated.

[0003]

However, in such an exhaust gas purifying apparatus, when the exhaust gas temperature decreases, the conversion rate of nitrogen monoxide to nitrogen dioxide by the oxidation catalyst decreases, and the carbon dioxide flowing into the trap is reduced. Since the amount of nitrogen decreases, the amount of combustion of the fine particles trapped in the trap decreases.

[0004] Therefore, if the amount of fine particles flowing into the exhaust gas purification device and collected is larger than the amount of combustion of the fine particles,
Due to the fine particles deposited in the trap, the resistance of the exhaust gas flowing through the exhaust gas purification device increases,
There is a problem that fuel economy deteriorates.

[0005]

SUMMARY OF THE INVENTION Accordingly, the present invention is directed to an oxidation catalyst means for oxidizing nitrogen monoxide in inflowing exhaust gas to generate nitrogen dioxide, and to trap fine particles in the exhaust gas. At the same time, a collecting means for burning the collected fine particles with nitrogen dioxide, and forcibly regenerating the fine particle collecting function of the collecting means when the fine particles collected by the collecting means exceed a predetermined amount. Determining means for determining the forced regeneration time, and controlling the amount of nitrogen dioxide flowing into the collecting means when the determining means determines the forced regeneration time, whereby the fine particles collected by the collecting means And a regenerating means for regenerating the fine particle collecting function of the collecting means. By controlling the amount of nitrogen dioxide flowing into the trapping means during the forced regeneration time, the particulate trapping function of the trapping means is forcibly regenerated, and the amount of particulates collected and deposited by the trapping means is reduced. Is reduced when passing through the collecting means.

According to a second aspect of the present invention, in the first aspect, the determining means determines a forced regeneration time of the collecting means based on a pressure difference between an inlet and an outlet of the collecting means. It is characterized by: When the amount of fine particles deposited on the collecting means increases, the resistance of the exhaust gas when passing through the collecting means increases, and the pressure difference between the entrance and the exit of the collecting means increases. Thereby, the amount of the fine particles deposited on the collection means can be estimated.

According to a third aspect of the present invention, in the first or second aspect of the invention, the regenerating means flows into the collecting means according to the amount of fine particles collected by the collecting means. It is characterized by controlling the amount of nitrogen dioxide generated.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the regenerating means includes a nitrogen dioxide flowing into the collecting means in accordance with an amount of fine particles in the exhaust gas. Is characterized by controlling the amount of

According to a fifth aspect of the present invention, in the first aspect of the present invention, the regenerating means includes a carbon dioxide which flows into the collecting means according to an amount of exhaust gas flowing through an exhaust passage. It is characterized by controlling the amount of nitrogen. Thereby, an appropriate amount of nitrogen dioxide is supplied to the trapping means according to the change in the displacement.

According to a sixth aspect of the present invention, in the invention according to any one of the first to fifth aspects, the regenerating means includes a nitrogen dioxide flowing into the collecting means according to a temperature of the collecting means. Is characterized by controlling the amount of This prevents excessive supply of nitrogen dioxide due to a delay in the temperature rise of the trapping means.

According to a seventh aspect of the present invention, in the invention according to any one of the first to sixth aspects, the regenerating means includes a nitrogen dioxide flowing into the collecting means according to a temperature of the oxidation catalyst means. Is characterized by controlling the amount of Since the conversion rate of nitrogen monoxide to nitrogen dioxide in the oxidation catalyst means can be ascertained from the temperature of the oxidation catalyst means, the amount of nitrogen dioxide supplied to the collection means can be accurately controlled.

According to an eighth aspect of the present invention, in the first aspect of the invention, there is provided an exhaust gas recirculation means for recirculating a part of the exhaust gas flowing through the exhaust passage to the intake passage,
The regenerating means controls the amount of nitrogen dioxide flowing into the trapping means by adjusting the amount of exhaust gas recirculated by the exhaust gas recirculating means. This regenerates the particulate collecting function of the collecting means with the particulates discharged from the engine reduced.

According to a ninth aspect of the present invention, in the invention according to any one of the first to eighth aspects, the regenerating means reduces the combustion temperature of the engine in accordance with the operating conditions of the engine, and the heat generation pattern is reduced. It is characterized in that the amount of nitrogen dioxide flowing into the trapping means is controlled at the time of low-temperature premixed combustion in which the ignition delay period is greatly lengthened so as to form single-stage combustion. This reduces particulate matter emitted from the engine.

[0014]

According to the first aspect of the present invention, an amount of nitrogen dioxide necessary for burning fine particles deposited on the collecting means is provided.
Since it is possible to supply the NOx to the collection means, it is possible to prevent NOx from being exhausted outside the vehicle without being consumed by the collection means. In addition, when the fine particle collecting function of the collecting means is forcibly regenerated, the amount of fine particles collected and accumulated by the collecting means is reduced, and the resistance of the exhaust gas when passing through the collecting means is reduced. In addition, it is possible to prevent the fuel efficiency from deteriorating.

Further, by estimating the amount of fine particles deposited on the collecting means as in the second aspect of the present invention, it is possible to accurately determine the forced regeneration time of the collecting means.

According to the third aspect of the present invention, it is possible to supply an appropriate amount of nitrogen dioxide to the collecting means according to the remaining amount of the fine particles collected by the collecting means. NOx emission during regeneration of the particulate collection function can be suppressed.

According to the fourth aspect of the invention, it is possible to efficiently burn both the fine particles trapped by the trapping means and the fine particles in the exhaust gas while suppressing the amount of NOx emission.

According to the fifth aspect of the present invention, an appropriate amount of nitrogen dioxide is supplied to the trapping means according to a change in the displacement.
It is possible to regenerate the particulate collection function of the collection unit while suppressing the amount of NOx emission in a wide operation range.

According to the sixth aspect of the present invention, the excessive supply of nitrogen dioxide due to the delay in the temperature rise of the trapping means is prevented, so that the emission of NOx can be effectively suppressed.

According to the seventh aspect of the present invention, the amount of nitrogen dioxide supplied to the trapping means can be accurately controlled, so that the amount of NOx emission can be effectively suppressed.

According to the eighth aspect of the present invention, since the fine particle collecting function of the collecting means is regenerated in a state where the fine particles discharged from the engine are reduced, the amount of the fine particles on the downstream side of the collecting means can be further reduced. The emission amount of NOx can be reduced while reducing the amount.

According to the ninth aspect of the present invention, since the amount of fine particles discharged from the engine is reduced, the amount of fine particles downstream of the collecting means is further reduced. Also, the heat generated when the carbon monoxide emitted from the engine is oxidized by the oxidation catalyst means,
Since the collecting means can be heated, a small amount of intake throttle for raising the exhaust gas temperature is required, and deterioration of fuel efficiency can be suppressed.

[0023]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows the overall configuration of a diesel engine provided with a control device according to the present invention.

The engine 1 is provided with a fuel injection device 18 for each cylinder, which independently controls a fuel injection amount and an injection timing for each cylinder according to a control signal from an ECU (engine control device) 14.

An intake passage 2 connected to the engine 1
Is provided with an intake throttle valve 4 driven to be opened and closed by a step motor 19. The driving of the step motor 19 is controlled by a control signal from the ECU 14.

An EGR passage 12 for recirculating exhaust gas is connected to the exhaust passage 5 of the engine 1 downstream of the intake throttle valve 4. An EGR valve 13 that is opened and closed by a step motor 20 is interposed in the EGR passage 12. The drive of this step motor 20 is performed by EC
It is controlled by a control signal from U14.

Further, an EGR passage 12 is provided in the exhaust passage 5.
An exhaust gas purification device 21 is interposed downstream of the position where is connected.

The exhaust gas purifying apparatus 21 oxidizes carbon monoxide in the exhaust gas and oxidizes nitrogen monoxide in the exhaust gas to nitrogen dioxide. A trap 9 is provided as a collecting means for collecting the fine particles, and the oxidation catalyst 8 is located on the upstream side of the trap 9.

The ECU 14 supplies a cooling water sensor 17 for measuring a cooling water temperature of the engine 1, an engine rotation sensor 15 for detecting the number of revolutions of the engine 1, and an intake air amount of the intake pipe 2 upstream of the intake throttle valve 4. An intake air amount sensor 3 to detect, an oxygen concentration sensor 6 to detect an oxygen concentration in the exhaust pipe 5 upstream of the exhaust gas purification device 21, an exhaust pressure sensor 7 to detect an exhaust pressure upstream of the exhaust gas purification device 21, an oxidation catalyst 8, an oxidation catalyst temperature sensor 10 for detecting the temperature of the trap 8, a trap temperature sensor 11 for detecting the temperature in the trap 9, and an accelerator opening sensor 16 for detecting the accelerator opening operated by the driver
Are input.

The amount of the fine particles trapped in the exhaust gas purification device 21 is estimated based on the differential pressure between the upstream side and the downstream side of the exhaust gas purification device, but usually, the downstream side of the exhaust gas purification device can be regarded as the atmospheric pressure. Therefore, by detecting the exhaust pressure on the upstream side of the exhaust gas purification device, it is possible to detect the amount of fine particles collected and accumulated in the trap 9 in the exhaust gas purification device.

That is, in the present embodiment, when the amount of fine particles trapped in the trap 9 exceeds a predetermined amount, the determination means for determining the forced regeneration time for forcibly regenerating the particulate collection function of the trap 9 is used. , The output value of the exhaust pressure sensor 7 is used.

In this embodiment, the amount of nitrogen dioxide flowing into the trap 9 is controlled to reduce the amount of fine particles trapped in the trap 9 and to regenerate the fine particle collecting function of the trap 9. The ECU 14 controls the opening degree of the intake throttle valve 4 and the EGR valve 13.

Hereinafter, the control flow of this embodiment will be described with reference to the flowchart shown in FIG. This control is repeatedly performed, for example, at regular intervals.

In step 10, the engine speed Ne,
The accelerator opening Acc and the exhaust pressure (exhaust pressure) Pexh are read.

In step 11, the fuel injection amount Q is calculated from the map shown in FIG. 3 corresponding to the engine speed Ne and the accelerator opening Acc.

In step 12, an intake throttle valve opening degree step Sth is calculated from a map shown in FIG. 4 corresponding to the engine speed Ne and the fuel injection amount Q.

In step 13, E is calculated from the map shown in FIG. 5 corresponding to the engine speed Ne and the fuel injection amount Q.
The GR valve opening step Segr is calculated.

In step 14, it is determined whether the exhaust pressure Pexh is higher than a predetermined pressure. That is, the accumulation amount of the fine particles trapped in the trap 9 is detected from the exhaust pressure Pexh on the upstream side of the trap 9, and when the exhaust pressure Pexh is higher than the predetermined pressure, it is determined that the accumulation amount of the fine particles exceeds the predetermined amount. The process proceeds to step 15 to determine a correction coefficient for forced regeneration used for control when regenerating the trapping function of the trap 9. If the pressure is equal to or lower than the predetermined pressure, the process proceeds to step 17.

In step 15, from the map shown in FIG. 6 corresponding to the engine speed Ne and the fuel injection amount Q,
An intake throttle valve opening correction step ΔSth is calculated.

In step 16, the EGR valve opening correction amount Δ
Segr is calculated (details will be described later).

In step 17, since it is not necessary to perform the forced regeneration of the trap 9, the intake throttle valve opening correction step Δ
Sth is set to 0.

In step 18, since it is not necessary to perform forced regeneration of the trap 9, the EGR valve opening correction step ΔS
egr is set to 0.

In step 19, the intake throttle valve opening step Sth and the EGR valve opening step Segr are converted into an intake throttle valve opening correction step ΔSth and an EGR valve opening correction amount ΔS
Calculated based on egr. More specifically, a new intake throttle valve opening step Sth is obtained by adding the intake throttle valve opening correction step ΔSth to the current intake throttle valve opening step Sth, and the current EGR valve opening step Segr is added.
Is added to the EGR valve opening correction amount ΔSegr to obtain a new EG.
The R-valve opening degree Segr is used for controlling the intake throttle valve 4 and the EGR valve 13 until the next correction.

In step 20, based on the intake throttle valve opening step Sth and the EGR valve opening step Segr newly calculated in step 19, the intake throttle valve opening and E
The GR valve opening is controlled.

Next, at step 16 described above, the EG
The calculation of the R valve opening correction amount ΔSegr will be described with reference to the flowcharts shown in FIGS. 7 and 8.

In step 21, the intake air amount Win by the intake air amount sensor 3, the exhaust oxygen concentration Do 2 _out by the oxygen concentration sensor 6, the water temperature Tw by the water temperature sensor 17,
The oxidation catalyst temperature Tcat is determined by the oxidation catalyst temperature sensor 10.
From the trap temperature Ttr by the trap temperature sensor 11.
ap is detected.

In steps 22 and 23, Ko2 (a conversion coefficient between oxygen volume concentration and weight concentration), φth (the theoretical equivalence ratio of light oil), Do2_air (oxygen in the atmosphere) stored in the ECU 14 in advance. ) And the working gas oxygen concentration Do2 are calculated according to the following equations (1) and (2), respectively.

[0049]

Λ = (Win * Do2_out * Ko2 * + φth * Q) / Q (1)

[0050]

Do2 = Do2_out + φth * Q * Do2_air / Ko2 (2) In step 24, NO (NO on the engine outlet side) is obtained from the map shown in FIG. 9 corresponding to the engine speed Ne and the accelerator opening Acc. ) Calculate the concentration Dno1.

Since the NO concentration Dno1 is affected by the excess air ratio λ and the working gas oxygen concentration Do2, in step 25, the map shown in FIG. 10 corresponding to the excess air ratio λ and the working gas oxygen concentration Do2. From NO concentration Dn
The correction coefficient Kno of o1 is calculated.

Further, since the NO concentration Dno1 is also affected by the water temperature, in step 26, the NO concentration Dno1 based on the water temperature corresponding to the water temperature Tw is determined using the map shown in FIG.
Is calculated.

In step 27, Kn is set to Kn.
The NO (nitrogen monoxide) concentration Dno at the engine outlet is calculated by multiplying o_w by Dno1.

In step 28, the NO concentration Dno is multiplied by the intake air amount Win to calculate the NO (nitrogen monoxide) flow rate Wno at the engine outlet.

In step 29, the NO2 (nitrogen dioxide) flow rate Wno at the oxidation catalyst outlet is obtained from the map shown in FIG. 12 corresponding to the NO flow rate Wno and the oxidation catalyst temperature Tcat.
2 is calculated.

In step 30, the deposition amount Wpm_trap of the fine particles deposited on the trap 9 is calculated from the exhaust pressure Pexh using the map shown in FIG.

Next, at step 31, the engine speed N
The particulate matter concentration Dpm1 in the exhaust gas is calculated from the map shown in FIG. 14 corresponding to e and the accelerator opening Acc.

The fine particle concentration Dpm1 is determined by the excess air ratio λ
And the working gas oxygen concentration Do2, the flow proceeds to step 32 where the excess air ratio λ and the working gas oxygen concentration Do2
The correction coefficient Kpm for the fine particle concentration Dpm1 is calculated from the map shown in FIG.

Since the particle concentration Dpm1 is also affected by the water temperature, in step 33, the map shown in FIG. 16 is used to determine the particle concentration Dp1 based on the water temperature corresponding to the water temperature Tw.
The correction coefficient Kpm_w of m1 is calculated.

Then, in step 34, Kp is set to Kpm.
The particle concentration Dpm at the engine outlet is calculated by multiplying m_w by Dpm1.

In step 35, the particulate matter concentration Dpm is multiplied by the intake air amount Win to obtain the particulate matter flow rate Wpm_ at the engine outlet.
Calculate air.

In step 36, Ttrap and Wpm_
The NO2 (nitrogen dioxide) flow rate Wno2_r1 required to burn the fine particles deposited on the trap 9 is calculated from the map shown in FIG. 17 corresponding to the trap.

In step 37, Ttrap and Wpm_
The NO2 (nitrogen dioxide) flow rate Wno2_r2 required to burn the particulates in the exhaust gas flowing into the trap 9 is calculated from the map shown in FIG. 18 corresponding to the air.

In step 38, Wno2_r1 and Wn2
o2_r2, the trap 9
Calculate the N02 (nitrogen dioxide) flow rate Wno2_r required to regenerate the fine particle collection function.

In step 39, the correction value from the current EGR valve opening is obtained by multiplying the correction value of the EGR rate, that is, the value obtained by subtracting Wno2_r from Wno2 by a preset correction coefficient Ks. ΔSegr, which is the number of steps of the step motor, is calculated, and the EGR valve opening is changed based on this ΔSegr.

Here, if (Wno2-Wno2_r) is a positive value, the EGR valve 13 is controlled in the valve opening direction, and the engine 1
NOx emission amount is reduced. Also, (Wn
o2-Wno2_r) is a negative value, the EGR valve 13
Is controlled in the valve closing direction, and the EGR amount decreases, but the NOx discharged from the engine 1 increases. That is, the nitrogen dioxide supplied to the trap 9 relatively increases regardless of the conversion rate of nitrogen monoxide to nitrogen dioxide in the oxidation catalyst 8.

Each of the maps shown in FIGS.
It is stored in the CU 14 in advance.

As described above, according to the present embodiment, the supply amount of nitrogen dioxide to the trap 9 is maintained at a flow rate necessary for burning fine particles. Further, as in the present embodiment, if the change amount of the EGR valve opening is determined in accordance with the supply amount of nitrogen dioxide necessary for the regeneration of the trapping function of the trap 9, the regeneration can be performed by changing the EGR amount. Is supplied to the trap 9 promptly.

Further, if the above-described regenerating operation is performed in the state of low-temperature premixed combustion, the amount of fine particles discharged from the engine 1 is reduced, so that the amount of fine particles after passing through the trap 9 can be further reduced.

The heat generated when the carbon monoxide discharged from the engine 1 is oxidized by the oxidation catalyst 8 is
Since the trap 9 can be heated, the amount of intake throttle for raising the exhaust gas temperature can be reduced, and deterioration of fuel efficiency can be effectively suppressed.

In this embodiment, the intake throttle valve 4
The intake air supplied to the engine 1 is throttled, the temperature of exhaust gas discharged from the engine 1 is increased, and the conversion rate of nitrogen monoxide to nitrogen dioxide in the oxidation catalyst 8 is increased, so that the air is supplied to the trap 9. Although the amount of nitrogen dioxide is increasing,
By decreasing the EGR rate and increasing the amount of nitric oxide exhausted from the engine 1, the amount of nitric oxide supplied to the oxidation catalyst increases. The amount of nitrogen dioxide supplied can also be increased.

The exhaust gas purifying apparatus 21 in the above-described embodiment has a configuration in which an oxidation catalyst and a trap are arranged in series. However, the trapping function for trapping fine particles and the conversion of nitrogen monoxide to nitrogen dioxide are performed. It is also possible to use a catalyst-equipped filter having an oxidation catalyst function to oxidize as a substitute for the exhaust gas purification device 21.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram of the overall configuration of a diesel engine including a control device for an internal combustion engine according to the present invention.

FIG. 2 is a main flowchart showing a control flow in the embodiment.

FIG. 3 is a map used for calculating a fuel injection amount.

FIG. 4 is a map used to calculate an intake throttle valve opening degree step Sth.

FIG. 5 is a map used for calculating an EGR valve opening degree step Segr.

FIG. 6 is a map used for calculating an intake throttle valve opening correction step ΔSth.

FIG. 7 is a flowchart showing the flow of control in step 16 in FIG. 2;

FIG. 8 is a flowchart showing the flow of control in step 16 in FIG. 2;

FIG. 9 is a map used for calculating a NO concentration Dno1.

FIG. 10 is a map used for calculating a correction coefficient Kno.

FIG. 11 is a map used for calculating a correction coefficient Kno_w.

FIG. 12 is a map used to calculate the NO2 flow rate Wno2 at the oxidation catalyst outlet.

FIG. 13 is a diagram illustrating a deposition amount Wpm_ of fine particles deposited on a trap.
Map used to calculate trap.

FIG. 14 is a map used for calculating a particulate concentration Dpm1 in exhaust gas.

FIG. 15 is a map used to calculate a correction coefficient Kpm.

FIG. 16 is a map used for calculating a correction coefficient Kpm_w.

FIG. 17 is a map used to calculate a NO2 (nitrogen dioxide) flow rate Wno2_r1 required for burning fine particles deposited on a trap.

FIG. 18 shows N necessary for burning fine particles in exhaust gas.
The map used for calculating O2 (nitrogen dioxide) flow rate Wno2_r2.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 3 ... Intake amount sensor 4 ... Intake throttle valve 6 ... Oxygen concentration sensor 7 ... Exhaust pressure sensor 8 ... Oxidation catalyst 9 ... Trap 10 ... Oxidation catalyst temperature sensor 11 ... Trap temperature sensor 13 ... EGR valve 14 ... ECU (engine) Control device) 15 Engine rotation sensor 16 Accelerator opening sensor 17 Water temperature sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B01D 53/94 F01N 3/18 B 4D048 F01N 3/18 3/24 E 4D058 3/24 SR F02D 21 / 08 301H F02D 21/08 301 301Z 43/00 301N 43/00 301 301T 301K 45/00 314Z 45/00 314 F02M 25/07 A F02M 25/07 ZABB ZAB 570J 570 B01D 53/36 103B F term (reference) 3G062 AA01 BA05 BA06 DA01 DA02 EA11 EB15 FA03 GA01 GA04 GA06 GA08 GA09 GA15 GA17 GA21 3G084 AA01 BA00 BA05 BA20 BA24 CA00 DA02 DA04 DA10 FA00 FA07 FA10 FA20 FA29 FA33 3G090 AA01 BA01 CA01 CA02 DA03 DA09 DA10 DA11 DA13 DA02 DA20 AA11 AA18 AA28 AB02 AB13 BA00 BA19 BA38 CA13 CB02 CB07 CB08 DA01 DA02 DB10 DB13 EA00 EA01 EA05 EA07 EA16 EA18 EA32. SA08

Claims (9)

[Claims] 1. Oxidation catalyst means for oxidizing nitrogen monoxide in the exhaust gas flowing in to generate nitrogen dioxide, and collecting means for collecting fine particles in the exhaust gas and burning the collected fine particles with nitrogen dioxide. When the amount of fine particles collected by the collecting means exceeds a predetermined amount, determining means for determining a forced regeneration time for forcibly regenerating the fine particle collecting function of the collecting means; and By controlling the amount of nitrogen dioxide flowing into the trapping means when it is determined that the regenerating time is reached, the amount of fine particles trapped by the trapping means is reduced, and the trapping function of the trapping means is reproduced. A control device for an internal combustion engine, comprising: a regeneration unit. 2. The control device for an internal combustion engine according to claim 1, wherein said determining means determines a forced regeneration time of said collecting means based on a pressure difference between an inlet and an outlet of said collecting means. . 3. The apparatus according to claim 1, wherein the regenerating means controls an amount of nitrogen dioxide flowing into the collecting means according to an amount of the fine particles collected by the collecting means. 3. The control device for an internal combustion engine according to claim 1. 4. The apparatus according to claim 1, wherein said regenerating means controls the amount of nitrogen dioxide flowing into said trapping means in accordance with the amount of fine particles in the exhaust gas. Control device for internal combustion engine. 5. The apparatus according to claim 1, wherein the regeneration unit controls an amount of nitrogen dioxide flowing into the collection unit according to an amount of exhaust gas flowing through an exhaust passage. Internal combustion engine control device. 6. The apparatus according to claim 1, wherein the regenerating unit controls an amount of nitrogen dioxide flowing into the collecting unit according to a temperature of the collecting unit. Control device for internal combustion engine. 7. The method according to claim 1, wherein the regenerating means controls an amount of nitrogen dioxide flowing into the trapping means according to a temperature of the oxidation catalyst means. Control device for internal combustion engine. 8. An exhaust gas recirculation means for recirculating a part of exhaust gas flowing through the exhaust passage to an intake passage, wherein the regeneration means comprises:
By adjusting the exhaust gas recirculation amount of the exhaust gas recirculation means,
The control device for an internal combustion engine according to any one of claims 1 to 7, wherein the amount of nitrogen dioxide flowing into the trapping means is controlled. 9. The low-temperature premixed combustion which lowers the combustion temperature of the engine in accordance with the operating conditions of the engine and greatly prolongs the ignition delay period so that the heat generation pattern becomes a single-stage combustion. 9. The method according to claim 1, wherein the amount of nitrogen dioxide flowing into said trapping means is controlled.
The control device for an internal combustion engine according to any one of the above.