JP2005048663A - Engine exhaust emission control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To regenerate DPF 17 in a short time without fusing the DPF 17 and worsening the rate of fuel consumption. <P>SOLUTION: When the amount of particulates accumulated on the DPF 17 is a preset value or larger, subsidiary injection control for injecting fuel in an expansion stroke after main injection of the fuel is executed to supply unburnt fuel to an oxidation catalyst 16 so that the temperature of exhaust gas flowing into the DPF 17 is increased by the oxidizing reaction to burn and remove the particulates. At first, a subsidiary injection amount is controlled depending on the operated condition of an engine, and after the temperature of the DPF 17 is increased, the subsidiary injection amount is feedback controlled so that the temperature of the DPF 17 gets to a target temperature. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an exhaust emission control device for an engine provided with a filter for collecting particulates in exhaust gas in an exhaust passage.

  When the filter is provided in the exhaust passage of the diesel engine, it is necessary to regenerate the filter by burning and removing the fine particles when the accumulated amount of fine particles exceeds a predetermined value. Regarding the regeneration of this filter, when the particulate accumulation amount exceeds a predetermined value, the intake throttle amount or the compression stroke is near the top dead center so that the exhaust gas temperature near the filter becomes a target temperature suitable for filter regeneration. It is known to perform feedback control on the amount of retardation of the fuel injection timing (see Patent Document 1). That is, the exhaust gas temperature exhausted from the cylinder of the engine is raised by the retarded intake throttle or injection timing, thereby raising the filter temperature and regenerating the intake throttle or the retarded injection timing. The feedback control is adopted.

Also, in the same document 1, when the exhaust gas temperature exhausted from the cylinder rises due to the change in the engine operating condition during the feedback control, the feedback control condition is changed, or the intake throttle amount or the injection is changed. It is described that feed-forward control of the time is performed. Thereby, the excessive rise of exhaust gas temperature is prevented.
JP-A-4-308309

  However, even if the feedback control is performed when the amount of particulates deposited on the filter exceeds a predetermined value, the overshoot increases when the exhaust gas temperature near the filter is low. Therefore, there is a problem that the filter is excessively heated and is damaged or destroyed.

  Even if such a problem does not occur, the convergence of the filter temperature to the target temperature is deteriorated, and the filter cannot be regenerated in a short time. That is, in an automobile, it is necessary to change the engine output every moment according to the change in the running state. However, in the case of the intake throttle, the control time becomes long, and the engine output cannot be changed appropriately, and the fuel Even when the injection timing is retarded, it is difficult to appropriately control the engine output, and the fuel consumption rate is deteriorated.

  In addition, it is difficult to change the feedback control condition according to a change in the engine operating condition during the filter temperature feedback control or to shift to the feedforward control. That is, the heat capacity of the filter is large, and after the particulates collected in the filter start ignition and combustion, the combustion heat greatly affects the exhaust gas temperature near the filter. It is difficult to control. In that case, if the feedback control condition is changed or the shift to the feedforward control is performed, it becomes more difficult to control the temperature in the vicinity of the filter to an appropriate temperature, resulting in prolonged filter regeneration control.

  Therefore, an object of the present invention is to quickly raise the temperature of a filter to a temperature suitable for the regeneration and to efficiently perform the regeneration without adversely affecting the filter.

  The present invention addresses such a problem by disposing an oxidation catalyst in the exhaust passage upstream of the filter and supplying unburned fuel to the oxidation catalyst, thereby making it possible to control the filter temperature using the heat of catalytic reaction. In order to increase the temperature of the filter, the supply of unburned fuel is initially set to open control, and then the filter temperature is increased, and then the control is shifted to feedback control.

That is, the present invention provides a filter that is provided in an exhaust passage of an engine and collects particulates in exhaust gas of the engine;
Fine particle amount related value detection means for detecting a parameter value related to the amount of accumulated fine particles collected by the filter;
An oxidation catalyst provided in the exhaust passage upstream of the filter;
Based on the parameter value detected by the particulate matter related value detection means, when it is determined that the amount of particulates deposited is greater than or equal to a predetermined value, the combustion chamber in the cylinder has a compression stroke near top dead center. In the expansion stroke or the exhaust stroke after the main injection in which the fuel is injected, the sub-injection control for injecting the fuel with the injection amount corresponding to the operating state of the engine is performed, thereby supplying the unburned fuel to the oxidation catalyst. In an exhaust emission control device for an engine, comprising regeneration means for regenerating the filter by raising the temperature of exhaust gas flowing into the filter by the catalytic reaction heat and burning the particulates collected in the filter ,
Temperature-related value detection means for detecting a parameter value related to the temperature of the filter;
Feedback control means for feedback-controlling the sub-injection amount so that the parameter value detected by the temperature-related value detection means becomes a target value for the filter regeneration;
It is determined whether or not a predetermined condition for shifting from the sub-injection control by the regeneration unit to the sub-injection control by the feedback control unit is satisfied, and the transition is executed when the transition condition is satisfied And a control mode changing means.

  Accordingly, when the particulate accumulation amount of the filter becomes a predetermined value or more, first, sub-injection control according to the engine operating state is executed by the regeneration means, whereby unburned fuel is supplied to the oxidation catalyst, and the catalyst reaction heat causes The temperature of the exhaust gas flowing into the filter increases, and the filter temperature rises quickly. Thereafter, when the condition for shifting to the feedback control is satisfied, the sub-injection control by the regeneration means is shifted to the feedback control. At this time, since the filter temperature has been raised by the sub-injection control by the previous regeneration means, the filter temperature-related parameter value is quickly converged to the target value by the feedback control, and the filter regeneration efficiency is improved. Become. Therefore, a large overshoot can be prevented, and the filter can be regenerated in a short time without causing the filter to melt or deteriorate the fuel consumption rate.

  The transition condition may be that a predetermined time has elapsed from the start of the sub-injection control by the regeneration means. As a result, it is possible to easily determine whether the transition condition is satisfied, and it is possible to shift to the feedback control after waiting until the filter temperature is stabilized to some extent by the sub-injection control by the regeneration means. This is advantageous in improving the convergence of the.

  The transition condition may be that the rate of change in the temperature increase direction of the parameter value detected by the temperature detection means has decreased to a predetermined value or less. That is, at the beginning of the sub-injection control by the regeneration means, the filter temperature rises relatively abruptly due to the generation of reaction heat in the oxidation catalyst, but thereafter the rate of increase in the filter temperature decreases. Therefore, if the transition condition is that the rate of change of the parameter value is reduced to a predetermined value or less, it is possible to shift to the feedback control while the filter temperature is stabilized to some extent, and to improve the convergence to the target value. Will be advantageous.

  More preferably, after the shift to the sub-injection control by the feedback control means, the state where the parameter value detected by the temperature detection means does not reach the target value or the state where the feedback control amount is not less than the predetermined value is the predetermined time. It is provided with a deterioration determination means for determining that the oxidation catalyst has deteriorated when the above is continued.

  Further, it is preferable to issue an alarm when it is determined that the oxidation catalyst is deteriorated, and to prohibit the regeneration control and feedback control of the filter.

  As a result, the deterioration value of the oxidation catalyst can be determined using the input value and the control amount of the feedback control, which is advantageous for cost reduction and the filter cannot be regenerated although it cannot be regenerated. It is possible to prevent problems such as deterioration in fuel consumption rate and exhaust emission due to continued regeneration control, and engine back pressure remaining high.

  As described above, according to the present invention, when the particulate accumulation amount of the filter becomes a predetermined value or more, the unburnt fuel is supplied to the oxidation catalyst by the sub-injection control according to the operating state of the engine, and the catalytic reaction heat And a feedback control means for feedback-controlling the sub-injection amount so that the filter temperature-related parameter value becomes a target value for filter regeneration, and the sub-injection by the regeneration means is provided. After the control is started, when the predetermined transition condition is satisfied, the control shifts to the feedback control. Therefore, the filter temperature can be quickly raised by the regeneration means, and the parameter by the feedback control can be increased. The value converges to the target value quickly, improving the regeneration efficiency of the filter and preventing the filter from being damaged. , Also it is advantageous in preventing deterioration of the fuel consumption rate.

  If the transition condition is that a predetermined time has elapsed from the start of the sub-injection control by the regeneration means, or that the rate of change in the temperature increase direction of the parameter value has decreased below a predetermined value, the filter temperature is stabilized to some extent. In this state, it is possible to shift to the feedback control, which is advantageous in increasing the filter regeneration efficiency.

  Further, after the shift to the sub-injection control by the feedback control means, the oxidation catalyst deteriorates when the parameter value does not reach the target value or the state where the feedback control amount is not less than a predetermined value continues for a predetermined time or longer. By providing the deterioration determining means for determining that the catalyst is in the process, it is possible to easily determine the deterioration of the oxidation catalyst, which is advantageous for cost reduction, and the filter cannot be regenerated even though it cannot be regenerated. Problems such as deterioration of fuel consumption rate and exhaust emission due to continued control can be avoided.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  In the engine control apparatus shown in FIG. 1, 1 is a multi-cylinder diesel engine of an automobile (only one cylinder is shown in FIG. 1), 2 is its intake passage, and 3 is its exhaust passage. A deep dish combustion chamber 5 is formed on the top surface of the piston 4 of the engine 1. The cylinder head of the engine 1 is provided with a fuel injection valve 7 so that fuel can be directly injected and supplied to the in-cylinder combustion chamber 5, and the intake air is warmed when the engine is cold to improve the ignitability of the fuel. A glow plug 8 is provided for raising.

  In the intake passage 2, the air cleaner 9, the air flow sensor 10, the blower 11 a of the turbocharger 11, the intercooler 12, the intake throttle valve 13, the intake temperature sensor 14, and the intake pressure are sequentially arranged from the upstream side to the downstream side. A sensor 15 is provided. In the exhaust passage 3, a turbine 11 b of the turbocharger 11, an oxidation catalyst 16, and a DPF (diesel particulate filter) 17 that collects particulates in the exhaust gas are arranged in order from the upstream side to the downstream side. ing.

  Exhaust pressure sensors 18 and 19 as fine particle amount related value detection means for detecting a parameter value related to the amount of fine particles collected in the DPF 17 are disposed on the upstream side and the downstream side of the DPF 17. Both the exhaust pressure sensors 18 and 19 constitute fine particle accumulation amount detecting means. That is, the amount of fine particles accumulated in the DPF 17 is detected based on the differential pressure between the exhaust pressures detected by both the sensors 18 and 19, and the larger the differential pressure, the larger the accumulated amount is determined. be able to.

  Further, a portion of the exhaust passage 3 upstream of the turbine 11b and a portion of the intake passage 2 downstream of the intake pressure sensor 15 are provided by an exhaust gas recirculation passage 21 for returning a part of the exhaust gas to the intake system. It is connected. In the middle of the exhaust gas recirculation passage 21, a negative pressure actuator type exhaust gas recirculation amount control valve 22 and a cooler 23 for cooling the exhaust gas with engine coolant are disposed.

  Fuel is supplied to the fuel injection valve 7 by a fuel supply pipe 25 from a fuel injection pump (not shown) through a common rail (not shown) as pressure accumulating means, and returned to a fuel tank (not shown) by a fuel return pipe 24. It is. 26 is a water temperature sensor that detects the engine water temperature, 27 is a crank angle sensor that detects the engine speed, 28 is a first exhaust gas temperature sensor that detects the exhaust gas temperature flowing into the oxidation catalyst 16, and 29 is the exhaust gas temperature that flows into the DPF 17. A second exhaust gas temperature sensor 30 for detection, and a third exhaust gas temperature sensor 30 for detecting the exhaust gas temperature flowing out from the DPF 17. The second exhaust gas temperature sensor 29 is a temperature-related value detection unit that detects a parameter value related to the temperature of the DPF 17.

  Thus, the fuel injection valve 7, the turbocharger 11 and the EGR valve 22 are controlled by an ECU (Engine Control Unit) 35 using a microcomputer shown in FIG.

  The fuel injection control using the fuel injection valve 7 by the ECU 35 includes main injection control for injecting fuel near the top dead center of the compression stroke to generate engine output, and sub-injection control for regeneration of the DPF 17. .

  The main injection control is basically performed based on the engine speed and the engine load, and further corrected based on the engine water temperature, the intake air temperature, and the like. Regarding the engine load, a detection signal is given to the ECU 35 from an accelerator opening sensor 32 that detects an accelerator opening (a depression amount of an accelerator pedal).

  Sub-injection control, that is, DPF regeneration control is performed based on the exhaust pressure sensors 18 and 19, the crank angle sensor 27, the exhaust gas temperature sensors 28 to 29, the accelerator opening sensor 32, and the like. For the DPF regeneration control, the ECU 35 is provided with a regeneration means 36, a feedback control means 37, and a control mode changing means 38.

  The regenerating means 36 operates the fuel injection valve 7 to inject fuel so that unburned fuel is supplied to the oxidation catalyst 16 when the amount of accumulated particulate matter in the DPF 17 exceeds the first predetermined value α. Sub-injection control is executed. This sub-injection is performed by setting the sub-injection amount and the injection timing according to the operating state of the engine.

  Based on the DPF 17 inlet exhaust gas temperature T detected by the exhaust gas temperature sensor 29, the feedback control unit 37 feedback-controls the sub injection amount so that the exhaust gas temperature T becomes the target temperature t for regeneration of the DPF 17. .

  The control mode changing unit 38 is responsible for changing the control mode for DPF regeneration, and determines whether or not a predetermined transition condition is satisfied, and when the transition condition is satisfied, the regeneration unit The shift from the sub injection control by 36 to the sub injection control by the feedback control means 37 is executed. In the present embodiment, the transition condition is that a predetermined time has elapsed since the start of the sub-injection control by the regeneration means 36.

  Further, the ECU 35 is provided with a deterioration determination means 39 for determining whether or not the oxidation catalyst 16 is deteriorated during the control by the feedback control means 37.

<DPF regeneration control>
Hereinafter, the regeneration control of the DPF 17 will be specifically described.

  FIG. 3 shows a flow of DPF regeneration control. In steps S1 to S3 after the start, the engine speed N is read from the crank angle sensor 27 (S1), the engine load Q is read from the accelerator opening sensor 321 (S2), and the DPF inlet exhaust gas from the exhaust gas temperature sensor 29 is read. The temperature T is read (S3), and in the subsequent step S4, the differential pressure ΔP is read based on the pressure detected by the exhaust pressure sensors 18 and 19 before and after the DPF 17, and the particulate deposition is performed based on the differential pressure ΔP in step S5. The amount M is calculated.

  In a succeeding step S6, it is determined whether or not the fine particle accumulation amount M is equal to or less than a second predetermined value β (for example, 1 g per 1 DPF). When the particle deposition amount M is not equal to or less than the second predetermined value β, the process proceeds to step S7, and it is determined whether or not the particle deposition amount M is equal to or greater than the first predetermined value α (for example, 10 g per DPF 1L). When the particulate deposition amount M is equal to or greater than the first predetermined value α, the process proceeds to step S8 to set a regeneration flag indicating that regeneration control of the DPF 17 is being performed (F = 1), and further in step S9. A target temperature t of exhaust gas at the DPF inlet is set. The target temperature t may be set as appropriate within a temperature range of, for example, 600 ° C. or more and 660 ° C. or less, and preferably the target temperature t is set to a temperature around 640 ° C.

  That is, FIG. 4 shows that when the engine speed is 1750 rpm and the engine torque is 30 Nm, the sub-injection amount is adjusted to control the exhaust gas temperature T at the DPF inlet to around 585 ° C. (A), and when controlled to around 625 ° C. (B ), The time-dependent change of the differential pressure ΔP before and after the DPF in each of (C) when controlled at around 650 ° C. is shown. FIG. 5 shows the regeneration time required until 87.5% of the amount of fine particles deposited on the DPF 17 is burned and removed in A, B, and C.

  From the figure, it can be seen that the DPF 17 can be regenerated in a short time if the target temperature t is set to 600 ° C. or higher. However, as the exhaust gas temperature T increases, the regeneration time shortening rate tends to decrease as the temperature rises, and since there is a concern about the problem of thermal destruction of the DPF 17 at high temperatures, the upper limit of the target temperature t Is preferably about 660 ° C.

  Further, the regeneration control of the DPF 17 starts the exhaust gas flowing into the oxidation catalyst 16 based on the output of the exhaust gas temperature sensor 28 in addition to the condition that the particulate accumulation amount M is not less than the first predetermined value α. It is also preferable that the temperature be equal to or higher than a predetermined value (temperature at which the oxidation catalyst 16 exhibits a predetermined activity).

  In step S10 following step S9, the sub injection amount Qp and the sub injection timing Ip for DPF regeneration are set based on the engine speed N and the engine load Q. This setting is made with reference to the map. FIG. 6 shows an example of the auxiliary injection amount map. The numerical value given to each area in the figure represents the fuel injection amount per one cylinder (one expansion stroke). In this map, basically, the sub-injection amount is set to increase as the engine load decreases and as the engine speed decreases. This is because the lower the engine load and the lower the engine speed, the lower the exhaust gas temperature due to main injection and the smaller the amount of exhaust gas.

  FIG. 7 shows an example of the auxiliary injection timing map. The value given to each region in the figure represents the crank angle of ATDC (after the top dead center of the compression stroke). With respect to this sub-injection timing, the engine load increases in the range of ATDC 50 ° CA to 120 ° CA so that the injected fuel is slightly pyrolyzed and discharged so as to be easily burned by the oxidation catalyst 17, and the engine speed is also increased. The higher the number, the slower.

  In the subsequent step S11, it is determined whether or not a predetermined F / B condition, that is, a condition for shifting from the sub-injection control by the regeneration unit 36 to the sub-injection control by the feedback control unit 37 is established. When the F / B condition is not satisfied, the process proceeds to step S12, and the sub-injection control, that is, the sub-injection control by the regeneration means 36 is executed based on Ip and Qp set in step S10. When the F / B condition is satisfied, the routine proceeds to step S13, where the sub-injection amount Qp is corrected so that the DPF inlet exhaust gas temperature T becomes the target temperature t, and further proceeds to step S12, where the corrected Qp and Sub-injection control based on Ip set in step S10, that is, sub-injection control by the feedback control means 37 is executed.

  In the present embodiment, the F / B condition (transition condition) is that a predetermined time has elapsed since the sub-injection control by the regeneration unit 36 is started. What is necessary is just to set suitably as this predetermined time in the range of about 1 minute-1 minute and a half, for example. That is, as shown in FIG. 4 with time, the DPF inlet exhaust gas temperature T in three cases A to C having different sub-injection amounts, the rate of increase of the temperature T from just before 1 minute has elapsed since the start of sub-injection. Starts to decrease, the temperature T becomes stable to some extent when 1 minute elapses, and the rate of increase becomes substantially zero when 2 minutes elapses.

  Therefore, when the predetermined time is about 1 minute to 1 and a half minutes, when the DPF inlet exhaust gas temperature T starts to stabilize, the sub-injection control by the regeneration means 36 shifts to the sub-injection control by the feedback control means 37. Become. For this reason, it is avoided that the feedback control amount becomes excessive and an overshoot is avoided, and the convergence property of the DPF inlet exhaust gas temperature T to the target temperature t is improved.

  If it is determined in step S6 that the particulate deposition amount M is equal to or smaller than the second predetermined value β, the process proceeds to step S14 where the regeneration flag is set to F = 0 (end of regeneration control). On the other hand, if it is determined in step S7 that the particulate deposit amount M is not less than the first predetermined value α when the particulate deposit amount M is not less than or equal to the second predetermined value β, the process proceeds to step S15 and the regeneration flag is set. It is determined whether or not F = 1. When F = 1, it is determined that the DPF 17 is being reproduced, and the process proceeds to the reproduction control after step S9.

  As described above, according to the present embodiment, when the particulate accumulation amount M of the DPF 17 becomes equal to or greater than the first predetermined value α, the fuel is first supplied to the cylinder in the range of ATDC 50 ° CA to 120 ° CA by the sub-injection control by the regeneration means 36. It is injected into the inner combustion chamber. Therefore, the sub-injected fuel is discharged from the cylinder without being sufficiently combusted and supplied to the oxidation catalyst 16 as unburned fuel. By causing an oxidation reaction of unburned fuel in the oxidation catalyst 16, the exhaust gas temperature discharged from the oxidation catalyst 16 and supplied to the DPF 17 rises. As a result, the temperature of the DPF 17 rises.

  Since the sub-injection control by the regeneration means 36 is an open control that sets the injection amount based on the operating state of the engine, a relatively large amount of unburned fuel is supplied to the oxidation catalyst 16 from the beginning of the regeneration control. It will be. Therefore, the temperature of the DPF 17 rises more quickly than in the case where the regeneration of the DPF 17 is performed by feedback control from the beginning.

  When the F / B condition is satisfied after a lapse of a predetermined time (1 minute to 1 and a half minutes) from the start of the sub injection control by the regenerating unit 36, the control shifts to the sub injection control by the feedback control unit 37. At this time, the DPF inlet exhaust gas temperature T has risen to near the target temperature t by the sub-injection control by the regeneration means 36, so the feedback correction amount of the sub-injection amount does not become excessive, and the above Since the rise in the exhaust gas temperature T becomes moderate and is in a stable state to some extent, the exhaust gas temperature T quickly converges to the target temperature t without overshooting.

  Accordingly, the DPF 17 is brought into a temperature state in which the regeneration efficiency is high in a short time, the regeneration time is shortened, and the DPF 17 is prevented from being melted or deteriorating the fuel consumption rate. In addition, since the sub-injection amount is controlled in the present embodiment, unlike the feedback control of the retard amount of the main injection timing, the engine output is not adversely affected and unburned fuel is not added to the oxidation catalyst 16. Can be reliably supplied, and the temperature of the DPF 17 can be quickly raised.

  FIG. 8 shows a case where the change rate of the DPF inlet exhaust gas temperature T, which rises due to the sub-injection control by the regenerating unit 36, has decreased to a predetermined value or less, and shifts to the sub-injection control by the feedback control unit 37 on the F / B condition. It is explanatory drawing.

  That is, as shown in the figure, at the beginning of the sub-injection control by the regeneration means 36, the rate of change in the exhaust gas temperature T is small. For this reason, if it is determined immediately after the start of the control whether the rate of change in the increase is equal to or less than a predetermined value, the sub-injection control by the feedback control means 37 is started immediately after the start of the control, and the above-described melting damage In addition, the effect of regeneration cannot be obtained in a short time without causing deterioration of the fuel consumption rate.

  Therefore, in this case, after the exhaust gas temperature T becomes equal to or higher than the predetermined temperature To or after a predetermined time (an erroneous determination period, for example, several tens of seconds) has elapsed since the start of the sub-injection control by the regeneration means 36, the exhaust gas It is preferable to determine whether or not the transition is possible based on the rate of increase in temperature T.

<Degradation judging means>
The deterioration determination means 39 determines the deterioration of the oxidation catalyst 16 based on the DPF inlet exhaust gas temperature T after the sub-injection control by the regeneration means 36 shifts to the sub-injection control by the feedback control means 37. The alarm means 40 is actuated to notify the deterioration.

  Specifically, after shifting to the sub-injection control by the feedback control means 37, when the exhaust gas temperature T is below the predetermined oxidation catalyst deterioration determination reference temperature shown in FIG. It is determined that the oxidation catalyst 16 has deteriorated. This determination reference temperature is set to a value lower than the temperature range set as the target temperature t.

  When the difference between the exhaust gas temperature T and the target temperature t after the shift to the sub-injection control by the feedback control means 37 is a predetermined value (for example, 50 ° C.) or more continues for a predetermined time or longer, the oxidation catalyst 16 It may be determined that is deteriorated.

  Alternatively, it may be determined that the oxidation catalyst 16 has deteriorated when the state where the feedback control amount (the correction amount in step S13) is equal to or greater than a predetermined value continues for a predetermined time or longer.

1 is an overall configuration diagram of an exhaust emission control device for an engine according to an embodiment of the present invention. It is a control block diagram of the apparatus. It is a flowchart of DPF regeneration control of the same device. It is a graph which shows a time-dependent change of DPF inlet_port | entrance exhaust gas temperature and DPF front-back differential pressure | voltage. It is a graph which shows the relationship between DPF inlet_port | entrance exhaust gas temperature and DPF regeneration time. The control map figure of the sub injection amount in DPF regeneration control. The control map figure of the sub injection timing in the regeneration control. It is a graph which shows the time-dependent change of the exhaust gas temperature T after the reproduction | regeneration start of DPF.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Intake passage 3 Exhaust passage 5 In-cylinder combustion chamber 7 Fuel injection valve 16 Oxidation catalyst 17 DPF (filter)
18, 19 Exhaust pressure sensor 35 ECU
36 playback means 37 feedback control means 38 control mode change means 39 deterioration determination means

Claims (3)

A filter provided in an exhaust passage of the engine for collecting particulates in the exhaust gas of the engine;
Fine particle amount related value detection means for detecting a parameter value related to the amount of accumulated fine particles collected by the filter;
An oxidation catalyst provided in the exhaust passage upstream of the filter;
Based on the parameter value detected by the particulate matter related value detection means, when it is determined that the amount of particulates deposited is greater than or equal to a predetermined value, the combustion chamber in the cylinder has a compression stroke near top dead center. In the expansion stroke or the exhaust stroke after the main injection in which the fuel is injected, the sub-injection control for injecting the fuel with the injection amount corresponding to the operating state of the engine is performed, thereby supplying the unburned fuel to the oxidation catalyst. In an exhaust emission control device for an engine, comprising regeneration means for regenerating the filter by raising the temperature of exhaust gas flowing into the filter by the catalytic reaction heat and burning the particulates collected in the filter ,
Temperature-related value detection means for detecting a parameter value related to the temperature of the filter;
Feedback control means for feedback-controlling the sub-injection amount so that the parameter value detected by the temperature-related value detection means becomes a target value for the filter regeneration;
It is determined whether or not a predetermined condition for shifting from the sub-injection control by the regeneration unit to the sub-injection control by the feedback control unit is satisfied, and the transition is executed when the transition condition is satisfied An engine exhaust purification apparatus comprising: a control mode changing means for causing the engine to exhaust. In claim 1,
The transition condition is that a predetermined time has elapsed from the start of the sub-injection control by the regeneration unit, or that the rate of change in the temperature increase direction of the parameter value detected by the temperature detection unit has decreased to a predetermined value or less. An engine exhaust purification system. In claim 1 or claim 2,
Furthermore, after shifting to the sub-injection control by the feedback control means, the state where the parameter value detected by the temperature detection means does not reach the target value or the state where the feedback control amount is greater than or equal to a predetermined value continues for a predetermined time or longer. Further, the engine exhaust gas purification apparatus further comprises a deterioration determining means for determining that the oxidation catalyst has deteriorated.

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