JP2005155576A - Particulate filter regeneration method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To securely determine the completion of the regeneration of a filter. <P>SOLUTION: A particulate filter regeneration device comprises a particulate filter 13 incorporated in the exhaust pipe 11 of a diesel engine 1, a temperature sensor 15 measuring a temperature near the particulate filter 13, and a control device 20 performing fuel-post injection at a timing when a fuel after the main injection of the fuel is not ignited. The control device 20 comprises a function for obtaining particulate combustion regenerative amount by temperature signals 15a from a temperature sensor 15, holding it only when the combustion regenerative amount obtained by a time when an ignition switch is turned off after turned on exceeds a set value, adding it to a next combustion regenerated amount after the ignition switch is turned on again for the combustion regenerative amount, and determining the completion of the regeneration of the filter based on the integrated value of the combustion regenerative amount. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a particulate filter regeneration method.

  Diesel engine exhaust (gas oil combustion gas) contains carbonaceous soot and SOF (Soluble Organic Fraction) consisting of high-boiling hydrocarbon components as the main components, and a much smaller amount of sulfate (mist). Particulate Matter (particulate matter) with a composition to which (sulfuric acid component) is added.

  As a measure for suppressing the diffusion of particulates into the atmosphere, a filter for collecting particulates has been incorporated into the exhaust system of a diesel engine for vehicles.

  As the particulate filter, there is a filter in which a honeycomb core is formed of ceramics such as cordierite, and exhaust gas from the engine is circulated through a number of flow paths divided by a porous thin wall of the honeycomb core.

  In the above particulate filter, every other one end portion of many flow paths arranged in parallel is sealed, and exhaust is led from the engine to the unblocked one end portion of the flow path adjacent to this, and the exhaust gas from the engine is exhausted. The other end portion of the flow path into which the gas flows is sealed, and the other end portion of the flow path adjacent to the flow path is connected to a muffler or the like to open to the atmosphere.

  That is, the particulates contained in the engine exhaust are collected by the porous thin wall, and only the exhaust that permeates the porous thin wall is released into the atmosphere.

  In order to prevent the exhaust resistance from increasing, it is necessary to regenerate the particulate filter by removing the particulate deposited on the porous thin wall by combustion. However, when the diesel engine is in normal operation, the particulate filter There is little opportunity for the exhaust temperature to rise to such an extent that can spontaneously ignite.

  Therefore, a catalyst regeneration type particulate filter in which an oxidation catalyst in which a rare earth element such as cerium is added to alumina supporting platinum is supported on a particulate filter is being put to practical use. Thus, the oxidation reaction of the particulates is promoted to lower the ignition temperature, and the particulates can be burned and removed even at an exhaust temperature that does not lead to spontaneous ignition.

  The above oxidation catalyst has an active temperature range, and if the exhaust gas temperature does not reach the lower activation limit temperature (generally, a low load temperature region extends to a light load operation region), the oxidation catalyst An event occurs in which the particulates are not successfully burned off due to not being activated.

  As a solution to this problem, post-injection to add fuel to the exhaust is performed at a time when the fuel after the main fuel injection does not ignite near the compression top dead center (top dead center of the piston compression stroke), and the fuel is oxidized by the catalyst. There is an exhaust purification device in which the catalyst bed temperature is raised by the reaction heat of the above and the particulate filter is forcibly regenerated.

In addition, when regenerating the particulate filter by adding fuel to the exhaust by means such as post-injection, the filter temperature is detected, and the amount of particulate combustion regenerated per unit time set for each temperature zone is calculated. It has been proposed to perform integration and to determine that filter regeneration has been completed according to the integrated value (see, for example, Patent Document 1).
JP 2003-214145 A

  In vehicles used for collection and delivery operations, the driver often stops the vehicle and turns off the ignition switch, which may interrupt the forced regeneration of the filter.

  However, Patent Document 1 does not consider how to handle the combustion regeneration amount of the particulates when the ignition switch is turned off during the forced regeneration of the filter by post injection.

  For this reason, if the thing of a patent document is applied to the vehicle where an ignition switch is frequently turned on and off, it cannot be judged reliably whether regeneration of a filter was completed, and fuel addition to exhaust gas is not performed effectively. A case is assumed.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to make it possible to reliably determine completion of filter regeneration.

  In order to achieve the above object, the invention described in claim 1 is based on the reaction heat of the fuel that is added to the exhaust gas upstream of the catalyst regeneration type particulate filter incorporated in the engine exhaust system and oxidized by the catalyst. When the amount of combustion regeneration of particulates is calculated based on the temperature near the filter after adding fuel to the exhaust gas, and the amount of combustion regeneration from turning on the ignition switch to turning it off exceeds the set value Only when the ignition switch is turned on again for the combustion regeneration amount, the filter regeneration completion determination is made based on the integrated value of the combustion regeneration amount in addition to the next combustion regeneration amount obtained after the ignition switch is turned on again.

  According to the second aspect of the present invention, when the fuel is added to the exhaust upstream of the catalyst regeneration type particulate filter incorporated in the engine exhaust system, and the particulates are burned by the reaction heat of the fuel oxidized by the catalyst, Obtain the particulate combustion regeneration amount based on the filter temperature after adding fuel to the fuel.If the amount of combustion regeneration from turning on the ignition switch to turning it off is lower than the set value, turn the ignition switch on before turning it on. Returning to the obtained combustion regeneration amount, the filter regeneration completion is determined based on the integrated value of the combustion regeneration amount in addition to the next combustion regeneration amount obtained after the ignition switch is turned on again with respect to the combustion regeneration amount.

  According to the first aspect of the present invention, the combustion regeneration amount of the particulates due to the addition of the fuel executed from when the ignition switch is turned on to when it is turned off is retained and only obtained when the cumulative value exceeds the set value. In addition to the combustion regeneration amount, the integrated value of the particulate combustion regeneration amount is continuously grasped to determine completion of filter regeneration.

  According to the second aspect of the present invention, when the cumulative value of the particulate combustion regeneration amount falls below the set value, the combustion regeneration amount is returned to the value obtained before the ignition switch is turned on, and the combustion regeneration amount obtained next is obtained. In addition, the filter regeneration completion is determined by continuously grasping the integrated value of the particulate combustion regeneration amount.

  (1) In the first aspect of the invention, the combustion regeneration amount of the particulates until the ignition switch is turned off is held only when the cumulative value exceeds the set value, and the combustion regeneration obtained next Since it is added to the amount, the accumulated value of the combustion regeneration amount can be continuously grasped while eliminating the error requirement, and it is possible to reliably determine the completion of the filter regeneration even if the ignition switch is frequently turned on and off. .

  (2) In the invention described in claim 2, when the cumulative value of the combustion regeneration amount of the particulate falls below the set value, the combustion regeneration amount obtained before turning on the ignition switch is returned to the next value. Since it is added to the combustion regeneration amount, the accumulated value of the combustion regeneration amount can be continuously grasped while eliminating the error requirement, and it is possible to reliably determine the completion of filter regeneration even if the ignition switch is frequently turned on and off. become.

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

  1 and 2 show an example of an embodiment of the particulate filter regeneration method of the present invention, and FIGS. 3 to 5 show an exhaust purification apparatus to which the present invention is applied.

  The diesel engine 1 is equipped with a turbocharger 2. The intake air 4 introduced from the air cleaner 3 is supplied to the compressor 2 a of the turbocharger 2 through the intake pipe 5, and the pressurized intake air 4 is cooled by the intercooler 6. Then, the fuel is distributed to each cylinder 8 (6 in-line cylinders in FIG. 3) of the diesel engine 1 through the intake manifold 7.

  Further, the exhaust 9 discharged from the cylinder 8 of the diesel engine 1 is supplied to the turbine 2b of the turbocharger 2 through the exhaust manifold 10, and after being driven, the exhaust 9 is discharged into the atmosphere through the exhaust pipe 11. The

  A filter case 12 is incorporated in the exhaust pipe 11, and a catalyst regeneration type particulate filter 13 that integrally carries an oxidation catalyst is accommodated in a rear stage portion in the filter case 12.

  The particulate filter 13 forms a honeycomb core with ceramics, blocks every other one end portion of a large number of parallel flow paths 13a divided by the porous thin wall 13b of the honeycomb core, and is adjacent thereto. Exhaust gas 9 is guided from the diesel engine 1 to an unblocked one end portion of the flow path 13a and the other end portion of the flow path 13a is blocked (see FIG. 4).

  That is, the particulates contained in the exhaust 9 are collected by the porous thin wall 13b, and only the exhaust 9 that has permeated the porous thin wall 13b proceeds downstream and is released into the atmosphere.

  A flow-through type oxidation catalyst 14 having a honeycomb structure is accommodated in a front stage portion in the filter case 12 (see FIG. 5).

  Since the exhaust gas 9 raised in temperature by the reaction heat of the fuel oxidized by the oxidation catalyst 14 is introduced into the particulate filter 13, forced regeneration of the particulate filter 13 can be realized from a lower exhaust temperature. .

  Further, a temperature sensor that measures an ambient temperature between the oxidation catalyst 14 and the particulate filter 13 (specifically, the temperature of the exhaust gas 9, which is a substitute value for the catalyst bed temperature) is provided in the middle portion of the filter case 12. 15 is provided, and a temperature signal 15a from the temperature sensor 15 is transmitted to a control device 20 constituting an engine control computer (ECU: Electronic Control Unit).

  The control device 20 is responsible for fuel injection control, and an opening signal 16a of the accelerator sensor 16 (load sensor) that detects the opening of the accelerator as a load of the diesel engine 1 and a rotation speed signal of the rotation sensor 17 that detects the engine rotation speed. An injection signal 18 a is transmitted to the fuel injection device 18 based on 17 a and the temperature signal 15 a of the temperature sensor 15.

  The fuel injection device 18 has an injector 19 provided for each cylinder 8 of the diesel engine 1, and electromagnetic valves of these injectors 19 are opened according to the injection signal 18 a, and the fuel injection timing and the injection amount (valve opening) Time).

The control device 20
A. In accordance with the engine load calculated from the opening signal 16a and the engine speed calculated from the rotational speed signal 17a, the normal mode injection signal 18a is transmitted to the fuel injector 18 so that the main injection is performed near the compression top dead center. Function to
B. A function of transmitting an injection signal 18a in the forced regeneration mode to the fuel injection device 18 so that post-injection is performed when the fuel after main injection does not ignite,
C. Prior to the start of post-injection, in accordance with the catalyst bed temperature calculated from the temperature signal 15a, the fuel injection device 18 sends an injection signal 18a in the temperature raising mode so that after-injection is performed when the fuel after main injection can be ignited. The ability to send to
D. A function for obtaining the amount of combustion regeneration of particulates per unit time based on the temperature signal 15a after the start of post-injection (see FIG. 2);
E. Each time the ignition switch is turned on (OFF) and turned off (OFF), the cumulative values of combustion regeneration Σ1, Σ2 are obtained, and when the cumulative value Σ1 exceeds the set value S (Σ1 ≧ S), the cumulative value Σ1 is held. In addition to the next combustion regeneration amount obtained after the ignition switch is turned on again, and when the cumulative value Σ2 falls below the set value S (Σ2 <S), the cumulative value Σ2 is deleted, and then the ignition switch is turned on again. A function of adding the next combustion regeneration amount obtained after the addition to the combustion regeneration amount immediately before obtaining the cumulative value Σ2 (see FIG. 1);
F. When the integrated value of the combustion regeneration amount reaches a predetermined value, it is determined that the filter regeneration has been completed, and an injection signal 18a for returning from the forced regeneration mode to the normal mode is sent to the fuel injection device 18. The ability to send,
Etc.

  The reason why the cumulative values Σ1 and Σ2 are selected in comparison with the set value S by the function of the E term is to avoid an increase in error due to the continuous accumulation of minute combustion regeneration amounts.

  During normal operation of the vehicle, switching from the normal mode in which post-injection and after-injection are not performed by the functions of the A term, B term, and C term to the forced regeneration mode in which particulates are removed by combustion at appropriate intervals. Is determined for a predetermined time, and it is determined whether or not a temperature raising mode for raising the exhaust gas temperature by the after injection is interposed.

  Further, the control device 20 holds the combustion regeneration amount until the ignition switch is turned off only when the cumulative value Σ1 exceeds the set value S and adds it to the next combustion regeneration amount to be obtained, and the cumulative value Σ2 is set to the set value S. If it falls below the value, the combustion regeneration amount is returned to the value before the ignition switch was turned on and added to the next combustion regeneration amount, so the accumulated value of the incineration regeneration amount can be continuously grasped while eliminating the increase in error. Even in a vehicle in which the ignition switch is frequently turned on and off, the completion of filter regeneration can be reliably determined, and the fuel efficiency is improved.

  It should be noted that the particulate filter regeneration method of the present invention is not limited to the above-described embodiment, and it goes without saying that changes can be made without departing from the scope of the present invention.

  The particulate filter regeneration method of the present invention can be applied to various vehicle types.

It is a diagram which shows the relationship between the on / off of an example of embodiment of the particulate filter regeneration method of this invention, and the integrated value of the combustion regeneration amount of a particulate. It is a diagram which shows the relationship between the temperature of the filter vicinity relevant to FIG. 1, and the combustion regeneration amount of the particulate matter per unit time. It is a conceptual diagram of the exhaust gas purification apparatus to which the particulate regeneration method of the present invention is applied. It is sectional drawing of the particulate filter relevant to FIG. FIG. 4 is a partially cut perspective view of the oxidation catalyst related to FIG. 3.

Explanation of symbols

1 Diesel engine 11 Exhaust pipe (engine exhaust system)
13 Particulate filter 15 Temperature sensor

Claims (2)

  In the vicinity of the filter after adding fuel to the exhaust when adding fuel to the exhaust upstream of the catalyst regeneration type particulate filter incorporated in the engine exhaust system and burning the particulate with the reaction heat of the fuel oxidized by the catalyst The amount of particulate combustion regeneration is calculated based on the temperature of the engine, and is retained only when the amount of combustion regeneration from when the ignition switch is turned on until it is turned off exceeds the set value. A particulate filter regeneration method characterized by determining whether or not the filter regeneration is complete based on an integrated value of the combustion regeneration amount in addition to the next combustion regeneration amount obtained after being put in.   Filter temperature after fuel is added to exhaust when fuel is added to exhaust on the upstream side of the catalyst regeneration type particulate filter incorporated in the engine exhaust system and the particulate is burned by the reaction heat of the fuel oxidized by the catalyst If the combustion regeneration amount from turning on the ignition switch to turning it off is lower than the set value, return it to the combustion regeneration amount obtained before turning on the ignition switch. A particulate filter regeneration method, characterized in that a filter regeneration completion determination is made based on an integrated value of a combustion regeneration amount in addition to a next combustion regeneration amount obtained after the ignition switch is turned on again with respect to the combustion regeneration amount.

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