JP2005344549A - Exhaust emission control device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make exhaust fine particle always left in filter member at a time of warming up request of a battery in an exhaust emission control device for an engine provided with a filter member collecting fine particle in exhaust gas in an exhaust gas passage. <P>SOLUTION: A control unit 50 for engine control controls regeneration of a filter 12 based on a value of collection quantity Q when the particulate collection quantity Q of a particulate filter 12 and other detection values detected by a filter upstream side pressure sensor 13 and a downstream side pressure sensor 14 are input and a regeneration condition of the filter 12 is established. At that time, regeneration is ended with remaining a predetermined amount of exhaust fine particle on the filter 12 to warm up the battery 80 whenever warming up request signal of the battery 80 is input from a control unit 50 for air flow control. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an engine exhaust gas purification apparatus, and more particularly to an engine exhaust gas purification apparatus that warms up a vehicle warm-up member using heat generated during regeneration of a filter member in which exhaust particulates are collected.

  Conventionally, in a diesel engine or the like, a filter member, a so-called particulate filter, is provided in the exhaust passage of the engine in order to prevent emission of exhaust particulates (particulates) such as carbon contained in the exhaust gas to the atmosphere. In this method, exhaust particulates in exhaust gas are collected. When such a filter is provided, when the amount of collected exhaust particulates approaches the filter's collectable limit value, the filter is heated and the collected exhaust particulates are burned to regenerate the filter function. Need to do.

  On the other hand, in recent years, hybrid vehicles that combine an engine and a motor and run by at least one of engine output and motor output have been put into practical use. However, although hybrid vehicles are superior in terms of fuel efficiency and exhaust purification performance in comparison with conventional vehicles that run with only engine output, whether they are parallel, series or hybrid, Exhaust gas emissions and exhaust particulate emissions associated with operation are inevitable. Therefore, for example, even in a hybrid vehicle equipped with a diesel engine and a motor as power sources, a particulate filter is disposed in the exhaust passage to suppress emission of exhaust particulates to the atmosphere.

  In Patent Document 1, when the particulate filter is regenerated, the charging time of the hybrid battery (battery) by the engine is extended, and hot exhaust gas flows into the particulate filter on the exhaust passage for a long time. Thus, a hybrid vehicle that sufficiently regenerates the filter is disclosed.

JP 2002-242721 A

  By the way, a hybrid battery (battery) used in a hybrid vehicle is composed of, for example, a secondary battery such as a nickel metal hydride battery or a lithium ion battery. When the temperature is 50 ° C. or higher, etc., the container size is large, so that the container may be damaged and the electrolyte solution may leak. On the other hand, if the temperature is too low (for example, the battery environment lower limit temperature minus 30 ° C. or less), the battery output becomes excessively low or unstable, and the drive control of the motor cannot be performed stably. Therefore, in general, the hybrid battery is disposed inside the vehicle body above the vehicle body floor so as not to be excessively cooled by outside air.

  However, it is not necessary to give an example of a cold region, and in winter and at night, the battery can be used below the proper operating temperature (for example, within a range of 10 ° C to 30 ° C). In addition, it is necessary to take measures for warm-up and warming. However, it is only necessary to newly install a dedicated device such as an electric heater for warming up / warming the battery, but this wastes both cost and energy. In addition, if heating is performed in the passenger compartment, it is possible to guide the warm air to the vicinity of the position where the battery is installed, but since it is not always heated, some warm air is appropriately applied. It is preferable if the battery can be supplied around the battery.

  Therefore, as a technique for warming up the battery without wasting excessive costs and energy, the applicant of the present application heated the filter during the regeneration of the particulate filter, and the exhaust particulates burned as a result. In respect of the invention for warming up the battery by guiding the warm air generated in the battery to the position where the battery is disposed, the present application has already been filed (Japanese Patent Application No. 2004-60575).

  However, in this method, every time the particulate filter is regenerated, the particulates collected in the filter are burned and removed, so that a sufficient amount of particulates is always collected in the filter to warm up the battery. However, when the battery needs to be warmed up, there is a possibility that the filter cannot be regenerated to warm up the battery, and there is room for improvement.

  Therefore, the present invention provides an engine exhaust purification device provided with a filter member that collects particulates in exhaust gas in an exhaust passage so that exhaust particulates always remain in the filter member when battery warm-up is required. The task is to do.

  In order to solve the above problems, the invention according to claim 1 of the present application is provided with a filter member that is provided in an exhaust passage and collects particulates in exhaust gas, and a parameter relating to the amount of particulates collected in the filter member. An exhaust emission control device for an engine comprising: a particulate amount detection means for detecting the amount of particulate matter; and a heating means for heating the filter member and burning and removing the particulates when the particulate amount detected by the detection means exceeds a predetermined upper limit value The warm air introduction means for introducing the air around the filter member to the position of the warm-up member required to warm up the warm-up member, and the temperature detection means for detecting a parameter relating to the temperature of the warm-up member. And when it is determined from the detection result of the temperature detection means that the warm-up member is required to be warmed up, the warm-up request means for requesting warm-up of the warm-up member required, and the warm-up request means The heating member causes the heating member to heat the filter member when the heating member causes the heating member to heat the filter member and the amount of fine particles detected by the fine particle amount detection unit exceeds a predetermined upper limit value. And heating control means for ending the heating of the filter member so that a predetermined amount of fine particles remain in the filter member.

  In the invention according to claim 2 of the present application, in the invention according to claim 1, when heating of the filter member is finished by leaving a predetermined amount of fine particles by the heating control means, the heating control means starts from the end of the heating. An engine rotation speed reduction restricting means for controlling the engine rotation speed is provided so that the engine rotation speed does not become a predetermined rotation speed or less during the time.

  According to a third aspect of the present invention, there is provided a filter member that is provided in the exhaust passage and collects fine particles in the exhaust gas, and a fine particle amount that detects a parameter relating to the fine particle amount collected in the filter member. An exhaust emission control device for an engine, comprising: a detection unit; and a heating unit that heats the filter member when the amount of particulates detected by the detection unit exceeds a predetermined upper limit to burn and remove the particulates. A plurality of filter members are provided, each of which is provided with the fine particle amount detection means, and a flow path switching means for selectively switching inflow of exhaust gas to the filter member, and using the flow path switching means, Among the plurality of filter members, a predetermined warm-up filter member preferentially collects fine particles, and when the collected amount exceeds a predetermined collected amount, the other filter members Collection switching means for switching to particle collection, warm air introduction means for introducing air around the warm-up filter member to the position of the warm-up member required to warm up the warm-up member, and warm-up required Temperature detecting means for detecting a parameter related to the temperature of the member, and when it is determined that the warming-up member needs to be warmed up based on the detection result of the temperature detecting means, the warming-up of the warming-up member is requested. The warming-up requesting means, and when there is a warming-up request by the warming-up requesting means, the heating means is caused to heat the filter member for warming up, and the collected amount of the other filter members has a predetermined upper limit value. And heating control means for heating the other filter member when exceeding.

  The invention according to claim 4 is the invention according to claim 3, wherein the plurality of filter members are arranged in parallel to each other.

  Further, the invention according to claim 5 is the invention according to claim 3, wherein the plurality of filter members are arranged in series in the exhaust passage, and the warm-up filter member is arranged upstream of the other filter members. It is characterized by.

  The invention according to claim 6 is the invention according to any one of claims 3 to 5, wherein the collection capacity of exhaust particulates of the warm-up filter member is the collection capacity of other filter members. It is characterized by being smaller than.

  According to the first aspect of the present invention, when heating of the filter member is started when the amount of particulates collected by the filter member exceeds a predetermined limit amount, a predetermined amount of particulates is present on the filter member. Since the heating is completed so that it remains, when the warm-up member such as a battery needs to be warmed up, the fine particles always remain in the filter member, and the warm air around the filter member generated when the fine particles are burned It is possible to reliably warm up the required warm-up member by effectively using, and as a result, for example, a dedicated warm-up / warming means will be newly installed to reduce the battery temperature and hence the battery output. And can be avoided efficiently without waste.

  According to the second aspect of the present invention, when heating is finished in a state in which a predetermined amount of fine particles remain, high-temperature fine particles remain in the filter member, and as a result, the filter member may be overheated and melted. Therefore, in order to cope with this problem, the filter member is cooled with a relatively large amount of exhaust gas by controlling the engine speed not to fall below the predetermined speed for a predetermined time. When the exhaust gas flow rate becomes small due to the low rotation idling state or when the engine is stopped and the exhaust gas flow rate becomes zero, it is possible to prevent the filter member from overheating and melting.

  According to the third aspect of the present invention, the particulate matter is preferentially collected by the predetermined filter member of the plurality of filter members, that is, the warm-up filter member. The warming-up filter member can always leave the particulates to be burned at the time of request. When there is a warm-up request, the warm-up member that is required is warmed up reliably by effectively using the warm air generated when the particulates are burned. be able to.

  That is, when the amount of particulates collected by the warm-up filter member exceeds a predetermined value, switching to particulate collection by another filter member is performed, and when there is a warm-up request for the warm-up member required, the warm-up is performed. When only the filter member for heating is heated while the collected amount of the fine particles of the other filter member exceeds a predetermined value, only the other filter member is heated. The filter collected in the above is used as a filter member dedicated to warming up the battery, and the other filter member is used as a filter member dedicated to collecting particulates. It is possible to ensure that separate work with collection is performed.

  According to the fourth aspect of the present invention, even if a plurality of filter members are provided in the exhaust passage, the filter members are arranged in parallel to each other, so that the exhaust does not have to pass through all of the filter members. An increase in exhaust resistance can be avoided, and an increase in pumping loss can be avoided.

  On the other hand, according to the invention described in claim 5, since the plurality of filter members are arranged in series in the exhaust passage, for example, compared with the case where they are arranged in parallel, the occupied space is small and the layout is excellent. Further, since the warm-up filter member is arranged upstream of the other filter members, when the upstream warm-up filter member is heated in response to the warm air requirement, the combustion heat flows into the other filter members downstream, As a result, the other filter member is also heated, and the other filter member is naturally regenerated (that is, the exhaust particulates are burned and removed). As a result, the other filter members on the downstream side are promoted for natural regeneration, and energy required for filter regeneration (for example, additional fuel injection, heater operation, etc.) can be reduced, and vehicle operating costs (fuel consumption and discharge amount). Contributes to the reduction of

  According to the sixth aspect of the present invention, the filter filter for warm-up has a smaller particulate collection capacity than the other filter members, so that the original function of the filter member, that is, the particulate collection function is impaired. Not reduced. Moreover, reducing the collection capacity of the warm-up filter member also leads to a reduction in vehicle weight.

Hereinafter, an exhaust emission control device for an engine according to an embodiment of the present invention will be described.
[First Embodiment]
FIG. 1 is an overall configuration diagram including the periphery of the engine 1 according to the present embodiment. The engine 1 is a four-cylinder diesel engine, to which an intake passage 2 and an exhaust passage 3 are connected. In the intake passage 2, from the upstream side toward the downstream side, an air cleaner 4, an air flow sensor 5, a blower 6a of a VGT turbocharger (variable geometry turbo) 6, an intercooler 7, an intake throttle valve 8, an intake air temperature sensor 9 and the intake pressure sensor 10 are arranged in this order. On the other hand, in the exhaust passage 3, from the upstream side toward the downstream side, the turbine 6b of the VGT turbocharger 6, the oxidation catalyst 11, and the particulate filter 12 for collecting exhaust particulates in the exhaust gas. Are arranged in this order. Exhaust pressure sensors (filter upstream pressure sensor and downstream pressure sensor) 13 and 14 are disposed upstream and downstream of the particulate filter 12, and the particulates are based on the differential pressure between the detected pressures of the sensors 13 and 14. The amount of exhaust particulate collected by the filter 12 can be estimated. The particulate filter 12 is provided with a temperature sensor 15. On the other hand, an exhaust gas recirculation passage 16 connecting the intake passage 2 and the exhaust passage 3 is provided. A negative pressure actuator type exhaust gas recirculation valve 17 and the exhaust gas are cooled by engine cooling water in the middle of the recirculation passage 16. An EGR cooler 18 is disposed.

  A fuel injection pump 19 provided in the engine 1 supplies fuel from a fuel tank (not shown) to a common rail 20 as pressure accumulation means. The common rail 20 is connected to a fuel injection valve 21 disposed in the combustion chamber 1a (only one is shown in the figure) of each cylinder. The common rail 20 is provided with a fuel injection pressure sensor 22 and a safety valve 23 that opens when the pressure of the fuel accumulated in the common rail 20 exceeds a predetermined allowable pressure and relieves the fuel to the fuel tank side. .

  As shown in FIG. 2, the engine control unit 50 provided in the engine 1 inputs at least detection signals from the filter upstream pressure sensor 13 and the filter downstream pressure sensor 14, and the engine speed. Detection signals from the engine speed sensor 24 for detecting the shift, the range position sensor 25 for detecting the shift range position of the automatic transmission, and the vehicle speed sensor 26 for detecting the vehicle speed, and manual regeneration of the particulate filter 12 is started. An on signal is input from the manual regeneration switch 27 that is manually turned on by the occupant. The control unit 50 determines the amount of exhaust particulates collected by the particulate filter 12 in addition to the intake throttle valve 8, the exhaust gas recirculation valve 17, and the fuel injection valve 21 based on various input signals. When the predetermined amount is exceeded, a control signal is output to the regeneration instruction lamp 28 that is lit to urge the passenger to manually regenerate the particulate filter 12. The manual regeneration switch 27 and the regeneration instruction lamp 28 are arranged side by side in the vicinity of the driver seat or passenger seat in the passenger compartment. The regeneration instruction lamp 28 is lit to urge the occupant to urge manual regeneration, and is switched from lighting to blinking to notify the occupant that manual regeneration is in progress during manual regeneration. It has become.

  The regeneration of the particulate filter 12 is achieved by fuel injection control via the fuel injection valve 21. More specifically, the particulate filter 12 is regenerated by the engine control control unit 50 automatically when a predetermined forced filter regeneration condition (I) is satisfied while the vehicle is running (non-idle). When the predetermined manual filter regeneration condition (II) is satisfied when the forced regeneration starts after determination and when the vehicle stops (when idling), the engine control unit 50 turns on the regeneration instruction lamp 28, and as a result There are two types of manual regeneration, in which the engine control unit 50 starts when the occupant turns on the manual regeneration switch 27.

  Here, the filter regeneration condition (I) for forced regeneration includes, for example, that the amount of exhaust particulate collected by the particulate filter 12 exceeds the first predetermined amount (A1), for example, engine rotation The number is in a predetermined medium speed range excluding a predetermined low speed range and a predetermined high speed range, the engine load is in a predetermined medium load range excluding a predetermined low load range and a predetermined high load range, and The vehicle speed is equal to or higher than a predetermined vehicle speed (for example, 30 km / h or higher). Then, when this regeneration condition (I) is satisfied, as illustrated in FIG. 3A, a predetermined amount of post-injection (in the expansion stroke after the main injection (a1) injected in the vicinity of the compression stroke top dead center ( b1) is added. As a result, the post-injected (b1) fuel is post-combusted in the oxidation catalyst 11, the temperature of the exhaust gas flowing into the particulate filter 12 rises, and the filter 12 is heated. As a result, the filter 12 The collected exhaust particulates are burned and removed, and the filter 12 is regenerated.

  On the other hand, the filter regeneration condition (II) for the manual regeneration includes a second predetermined amount (A2) in which the amount of exhaust particulate collected by the particulate filter 12 is greater than the first predetermined amount (A1). In addition to exceeding (forcibly regeneration takes precedence over manual regeneration according to this condition), for example, the vehicle is stopped and the manual regeneration switch 27 is turned on. When the regeneration condition (II) is satisfied, as illustrated in FIG. 3B, first, the injection amount of the main injection (a3) injected near the top dead center of the compression stroke is the main injection ( It is increased from the injection amount of a2). This increased amount is an amount necessary for increasing the engine speed to a predetermined manual regeneration speed (for example, 1250 to 1750 rpm) higher than the normal idling speed (for example, 750 rpm). In addition, a predetermined amount of post-injection (b2) is added in the expansion stroke after the main injection (a3). As a result, the exhaust gas flow rate increases as the main injection (a3) increases, and the post-injection (b2) fuel is post-combusted in the oxidation catalyst 11, and the exhaust gas is increased in temperature and heated by the particulate filter 12. Flows in and the filter 12 is heated. As a result, the exhaust particulates collected by the filter 12 are burned and removed, and the filter 12 is regenerated.

  When the filter 12 is regenerated according to the amount of collected fine particles regardless of the forced regeneration or manual regeneration, it is necessary to warm up the hybrid battery 80 as will be described later. The heating of the filter 12 is terminated at a timing when a predetermined amount of A3 particles remain in the filter 12 so that the filter 12 can be regenerated immediately.

  The engine 1 is mounted on a truck 100 shown in FIG. This truck 100 is a hybrid vehicle (HEV) (which may be a parallel type, a series type, or a hybrid type), and as shown in FIG. 5, a hybrid constituted by, for example, a nickel metal hydride battery or a lithium ion battery. A battery (battery) 80 is loaded. The battery 80 is disposed in a battery chamber 82 provided above the vehicle body floor 81 so as not to be excessively cooled by outside air. The battery compartment 82 is formed in the lower front part of the cargo compartment 83 so as to be isolated from the cargo compartment 83 by a heat insulating structure, and is also isolated from the passenger compartment 84 in front of the vehicle body.

  The first fluid passage 85 extends rearward from the battery chamber 82 and penetrates the vehicle body floor 81 and is disposed below the vehicle body floor 81 (denoted as “DPF” in the figure: engine 1 in the figure). Since it is a diesel engine, the particulate filter 12 reaches above the diesel particulate filter (ie, DPF) 12. An opening 85a above the particulate filter 12 in the fluid passage 85 is expanded so as to wrap the filter 12 around the filter 12, and has a function of an air inlet for taking in air around the filter 12. ing.

  A second fluid passage 86 extends forward from the battery chamber 82 to the passenger compartment 84. A branch passage 87 extending to the outside of the vehicle is provided in the middle of the fluid passage 86, and a three-way valve 88 for switching the communication state of the second fluid passage 86 is disposed on the branch point. In the battery chamber 82, an air supply fan 89 for switching the state of the air flowing through the second fluid passage 86 and the first fluid passage 85 is disposed in the vicinity of the second fluid passage 86. Is a battery ambient temperature sensor (in FIG. 2, “battery room temperature sensor”) for detecting a temperature around the battery 80 (a parameter related to the temperature of the hybrid battery 80). 90) is provided.

  As shown in FIG. 2, the engine 1 includes an air flow control unit 70 that controls the three-way valve 88 and the air supply fan 89. The control unit 70 is a signal during regeneration of the particulate filter 12 generated by the engine control control unit 50 (a signal indicating that the filter 12 is reproducing: Therefore, during the generation of this signal, forced regeneration or manual regeneration is performed. The particulate filter 12 is heated regardless of whether it is being regenerated, the exhaust particulates are combusted inside the filter 12, and the air around the filter 12 is hot). 26, and a detection signal from the battery room temperature sensor 90, and a heating ON signal from an air conditioner (air conditioner) 91 for heating and cooling the passenger compartment 84 are input. The control unit 70 outputs control signals to the three-way valve 88 and the air supply fan 89 based on the various signals that are input, and detects the engine control control unit 50 from the battery room temperature sensor 90. When it is determined that the battery 80 needs to be warmed up according to the result, a signal requesting warming up of the battery 80 (warmup request signal) is output.

  The three-way valve 88 is in a first state in which the passenger compartment 84 and the battery chamber 82 are communicated with each other as a communication state of the second fluid passage 86, and the passenger compartment 84 and the battery chamber 82 are blocked. Can be selectively switched to the second state communicating with each other via the branch passage 87. The air supply fan 89 is in a state of air flowing through the second fluid passage 86 and thus the first fluid passage 85, and the air flows from the second fluid passage 86 side (or from the three-way valve 88 side or the passenger compartment 84 side) to the battery chamber 82 side ( Alternatively, in contrast to the first state (the “positive” direction in FIG. 5) that flows to the first fluid passage side 85 or the particulate filter 12 side, air flows from the battery chamber 82 side to the second fluid passage 86 side. It is possible to selectively switch between two states ("reverse" direction in FIG. 5).

  Therefore, as a combination, the three-way valve 88 shown in FIG. 6 is in the first state and the fan 89 is in the first state, and the three-way valve 88 shown in FIG. 7 is in the first state and the fan 89 is in the second state. 8, the three-way valve 88 is in the second state and the fan 89 is in the first state, and the three-way valve 88 is in the second state and the fan 89 is in the second state shown in FIG. A pattern is obtained.

  Next, an example of a specific operation of the filter regeneration control performed by the engine control unit 50 will be described with reference to FIG. First, in step S1, the detection values of the sensors and switches illustrated in FIG. 2 are input, and in step S2, the exhaust particulate collection amount Q is calculated. As described above, this calculation is performed using a map or the like based on the differential pressure between the detected values of the upstream pressure sensor 13 and the downstream pressure sensor 14 sandwiching the particulate filter 12. Obviously, as the differential pressure increases, the exhaust particulate collection amount Q is calculated to a larger value.

  In step S3, an exhaust particulate amount A3 (for example, 50%) to be left at the end of regeneration of the filter 12 is set in preparation for the warm-up request of the battery 80 from the air flow control control unit 70.

  Next, in step S4, it is determined whether or not the exhaust particulate collection amount Q is larger than the first predetermined amount (A1: for example 80%) for forced regeneration described above. If it is larger (YES), it is determined in step S5. Further, it is determined whether or not the exhaust particulate collection amount Q is larger than the second predetermined amount (A2: for example, 90%, A2> A1) for manual regeneration described above. When the collection amount Q is not greater than A1 (NO), the process proceeds to step S24 to determine whether or not there is a request for warming up the battery 80. If the exhaust particulate collection amount Q is not greater than A2 in step S5 (NO), the process proceeds to step S6 (forced regeneration of the filter 12 is necessary), and if greater (YES), the process proceeds to step S12 (filter). 12 manual regenerations are required).

  In step S6, it is determined whether or not the above-described forced regeneration condition (I) is satisfied. As a result, when it is not established (NO), the process proceeds to step S11 to determine whether or not there is a request for warming up the battery 80. As a result, when there is no warm-up request from the battery 80, the process directly returns. In this case, although the exhaust particulate collection amount Q exceeds the first predetermined amount (A1) and the forced regeneration of the filter 12 is necessary, the forced regeneration condition (I) is not satisfied (for example, The start of forced regeneration of the filter 12 is postponed, and as a result, the exhaust particulate collection amount Q is reduced to a second predetermined amount (A2) thereafter. As a result, the determination in step S5 is YES.

  Here, as the forced regeneration condition (I), the reason that the engine speed is in the predetermined middle speed range is that when the engine speed is in the low speed range, the exhaust gas temperature is originally low and the post-injection This is because even if the burned fuel is post-combusted, the exhaust gas temperature does not rise effectively to a temperature that sufficiently heats the particulate filter 12. In addition, when the engine speed is in the high engine speed range, the exhaust gas temperature is originally high, and the exhaust gas temperature has already risen to a temperature that sufficiently heats the particulate filter 12 without post-injecting fuel. is there. Similarly, the reason why the engine load is in a predetermined medium load range and the vehicle speed is equal to or higher than the predetermined vehicle speed will be described.

  On the other hand, when the forced regeneration condition (I) is satisfied in step S6 (YES), the forced regeneration exemplified in FIG. 3A is executed in step S7. Next, in step S8, it is determined whether or not the exhaust particulate collection amount Q is smaller than a third predetermined amount (A3: A3 <A1) set to remain in the filter 12 at the end of the regeneration. If not (NO), the process returns to step S6 to determine whether or not the forced regeneration condition is satisfied. If it has already decreased (YES), the process proceeds to step S9 to terminate the forced regeneration. Then, the process proceeds to step S10, the idle speed is increased by a predetermined time for a predetermined time, the exhaust gas amount is increased, the filter 12 is cooled, and then the process returns. This is done when the engine speed drops to the idle speed at the end of playback).

  If there is a warm-up request for the battery 80 in step S11 (YES), the process proceeds to step S25, and forced regeneration is executed. As a result, in step S26, it is determined whether or not the exhaust particulate collection amount Q is less than a fourth predetermined amount (A4: for example, 25%, A4 <A3). Returns to step S24 to determine whether or not there is a request for warming up of the battery 80. If it is already low (YES), the process proceeds to step S27 to terminate the forced regeneration, and returns as it is.

  On the other hand, when the process proceeds from step S5 to step S12 (when manual regeneration of the filter 12 is necessary), it is first determined in step S12 whether or not the vehicle is stopped. For example, when the vehicle speed is substantially zero and the range position is in the P (parking) range, it is determined that the vehicle is stopped. As a result, when the vehicle is stopped (YES), the process proceeds to step S13, where it is determined whether or not manual regeneration is already in progress. When manual regeneration is not being performed (NO), the passenger's attention is drawn in step S14. Therefore, the regeneration instruction lamp 28 is turned on to prompt the occupant to perform manual regeneration. Next, in step S15, it is determined whether or not the manual regeneration switch 27 is turned on. When the manual regeneration switch 27 is turned on (YES), in step S16, the manual regeneration illustrated in FIG. If not (NO), the process returns as it is. In step S17, the regeneration instruction lamp 28 is switched from lighting to blinking to notify the occupant that manual regeneration is in progress.

  Next, in step S18, it is determined whether or not the exhaust particulate collection amount Q has become smaller than the third predetermined amount (A3). If not yet less (NO), the process returns to step S12, and the vehicle Is determined to be stopped or not (YES), when it is already low (YES), the process proceeds to step S19 to end the manual regeneration, and in step S20, the idle speed (the vehicle is stopped) for a predetermined time. After a predetermined number of revolutions is increased to increase the exhaust gas amount to cool the filter 12, the regeneration instruction lamp 28 is turned off and the process returns. Alternatively, even if the engine start key is turned off, the engine is continuously operated at a rotational speed that is larger than the idle rotational speed by a predetermined rotational speed, and the engine is stopped after a predetermined time has elapsed.

  Here, the third predetermined amount (A3) set in step S3 as the amount of exhaust particulates to be left for warming up the battery 80 when forced regeneration or manual regeneration is performed is as shown in FIG. It is set according to the outside air temperature outside the vehicle, and the value of the third predetermined amount A3 is set to a larger value as the outside air temperature is lower. Further, the fourth predetermined amount (A4) for determining the end of forced regeneration at the time of the warm-up request of the battery 80 in step S24 is based on the temperature of the battery 80 before the start of warm-up, as shown in FIG. It may be corrected, and is set to a smaller value as the temperature of the battery 80 is lower.

  On the other hand, when the manual regeneration switch 27 is not turned on at step S15 (NO), the process directly returns. Accordingly, in this case, the manual regeneration condition (II) is not satisfied even though the trapped amount Q of the exhaust gas exceeds the second predetermined amount (A2) and the manual regeneration of the filter 12 is necessary. The start of manual regeneration of the filter 12 is postponed.

  On the other hand, when the vehicle is not stopped in step S12 (NO), the process proceeds to step S21 to determine whether or not manual regeneration is already in progress. Proceeding to S6, it is determined whether or not the forced regeneration condition is satisfied. That is, in this case, the manual regeneration condition (II) is not satisfied even though the exhaust particulate collection amount Q exceeds the second predetermined amount (A2) and the filter 12 needs to be manually regenerated. (For example, the vehicle 12 is caught in a traffic jam and cannot be stopped safely), the start of manual regeneration of the filter 12 is postponed, and it is determined whether or not the condition for forced regeneration is satisfied instead.

  On the other hand, when the manual regeneration is being performed in step S21 (YES), the process proceeds to step S22 to end the manual regeneration, and in step S23, the regeneration instruction lamp 28 is turned off and the process returns. That is, in this case, since the vehicle starts during manual regeneration and the manual regeneration condition (II) is not satisfied, manual regeneration is forcibly terminated.

  Next, an example of a specific operation of air flow control performed by the air flow control control unit 70 will be described with reference to FIG. First, in step S31, the detection values of the sensors and switches illustrated in FIG. 2 are input, and in step S32, it is determined whether the particulate filter 12 is being regenerated. This determination is made based on the presence / absence of a regeneration signal (see FIG. 2) from the engine control unit 50 described above. The regeneration of the particulate filter 12 does not matter whether it is forced regeneration or manual regeneration.

  When the filter is not being regenerated (NO), at step S33, it is determined whether or not the battery room temperature is lower than a predetermined lower limit temperature. When the temperature is low (YES), the process proceeds to step S34, and a regeneration request for the filter 12 is made. A signal (that is, a warm-up request signal in FIG. 2) is output and the process returns. On the other hand, when it is not low in step S33 (NO), in step S35, the three-way valve 88 is set in the first state, and in step S36, the air supply fan 89 is rotated forward, that is, in the first state. As a result, as shown in FIG. 6, the second fluid passage 86 communicates with the passenger compartment 84 and the battery chamber 82, and the air is passed from the passenger compartment 84 side to the second fluid passage 86, the battery compartment 82, and It will be in the state which flows through the 1st fluid channel | path 85 to the particulate filter 12 side.

  On the other hand, when the filter is being regenerated in step S32 (YES), it is determined in step S37 whether or not the battery room temperature is lower than a predetermined upper limit temperature. S36 is executed to obtain the state shown in FIG.

  On the other hand, when the battery room temperature is lower than the predetermined upper limit temperature in step S37 (YES), it is determined in step S38 whether heating of the passenger compartment 84 is off. When heating is on (NO), it is determined at step S39 whether the vehicle speed is higher than a predetermined vehicle speed. When it is high (YES), the three-way valve 88 is set to the first state at step S40. In step S41, the air supply fan 89 is reversed, that is, in the second state. As a result, as shown in FIG. 7, the second fluid passage 86 communicates with the passenger compartment 84 and the battery chamber 82, and air flows from the particulate filter 12 side to the first fluid passage 85 and the battery chamber 82. And it will be in the state which flows through the 2nd fluid channel | path 86 to the passenger | crew chamber 84 side.

  On the other hand, when heating of the passenger compartment 84 is off in step S38 (YES), or when the vehicle speed is not higher than the predetermined vehicle speed in step S39 (NO), the three-way valve 88 is set to the second state in step S42. In step S43, the air supply fan 89 is reversed, that is, in the second state. As a result, as shown in FIG. 9, the second fluid passage 86 blocks the passenger compartment 84 and the battery chamber 82 and connects the battery chamber 82 and the outside of the vehicle via the branch passage 87. From the particulate filter 12 side, the first fluid passage 85, the battery chamber 82, the second fluid passage 86, and the branch passage 87 flow out of the vehicle.

  Here, the predetermined vehicle speed in step S39 is a vehicle speed at which the exhaust gas of the own vehicle or another vehicle can exist at a concentration higher than the predetermined concentration around the particulate filter 12 (the air inlet 85a of the first fluid passage 85). The maximum value, for example, about 35 km / h. Therefore, when the air around the particulate filter 12 is introduced from the battery chamber 82 to the passenger compartment 84 when the vehicle speed is lower than this in step S39, the outside air with a high exhaust gas concentration mixed with the warm air enters the passenger compartment 84. Then, the passenger in the passenger compartment 84 feels a strange odor / bad odor.

  With the above control, while the particulate filter 12 is being regenerated (when YES in step S32), the state of FIG. 7 or the diagram of FIG. 7 is excluded except when the battery room temperature is higher than the predetermined upper limit temperature (NO in step S37). Nine states are realized. Therefore, in any case, air around the filter 12 at the time of filter regeneration is introduced into the battery chamber 82 via the first fluid passage 85, and is heated at the time of filter regeneration, and exhaust particulates burn and become high temperature. Thus, the hybrid battery 80 in the battery chamber 82 can be warmed (warmed up / warmed) by effectively using the air around the filter 12. As a result, it is possible to efficiently and efficiently avoid a decrease in battery temperature and a decrease in battery output and instability without newly installing dedicated warm-up / warming means.

  In this case, even when the particulate filter 12 is being regenerated, when the battery room temperature is higher than the predetermined upper limit temperature (when NO in step S37), the state of FIG. 6 is realized. Therefore, since introduction of warm air around the filter 12 to the battery chamber 82 is suppressed, deterioration or failure of the battery 80 due to excessive warming / heating of the hybrid battery 80 (electrolyte leakage, etc.) Can be prevented.

  On the other hand, when the particulate filter 12 is being regenerated, when the passenger compartment 84 is turned off (YES in step S38), the state of FIG. 9 is realized. Therefore, the warm air around the filter 12 is introduced into the battery chamber 82 via the first fluid passage 85 but is not introduced into the passenger compartment 84, so that the passenger in the passenger compartment 84 may feel uncomfortable and warm. Avoided.

  Further, when the particulate filter 12 is being regenerated, if the vehicle speed is not higher than the predetermined vehicle speed (NO in step S39), the state of FIG. 9 is realized. Accordingly, it is possible to suppress the intrusion of exhaust gas outside the vehicle into the passenger compartment 84 via the first and second fluid passages 85, 86 that can occur when the vehicle speed is not high. Intrusion of outside air with a high exhaust gas concentration mixed with warm air is reduced, and it is avoided that the occupant in the passenger compartment 84 feels a strange odor or bad odor.

  On the other hand, when the particulate filter 12 is being regenerated, heating of the passenger compartment 84 is on (NO in step S38), and the vehicle speed is higher than the predetermined vehicle speed (when YES in step S39), The state of FIG. 7 is realized. Therefore, the warm air around the filter 12 is introduced into the battery chamber 82 via the first fluid passage 85 and then introduced into the passenger compartment 84 via the second fluid passage 86, but the passenger compartment 84 is being heated. Moreover, since the outside air having a high exhaust gas concentration mixed with warm air does not enter the passenger compartment 84, no problem occurs.

  On the other hand, when the particulate filter 12 is not being regenerated (in the case of NO in step S32) and the battery room temperature is not lower than the predetermined lower limit temperature (in the case of NO in step S33), the state of FIG. Realize. Therefore, the cool air around the filter 12 when the filter is not regenerated is not introduced into the battery chamber 82, and as a result, the hybrid battery 80 in the battery chamber 82 is prevented from being cooled by the outside air.

  However, in this case, if heating of the passenger compartment 84 is on, the heating battery can be used effectively to warm up / warm the hybrid battery 80 in the battery compartment 82. Therefore, by using the heat generated during heating in addition to the heat generated during filter regeneration, the hybrid battery 80 is warmed up and heated more frequently, resulting in a decrease in battery temperature and a decrease in battery output. -Destabilization can be reliably avoided without waste.

  When heating of the filter 12 is started by the above control because the amount Q of the particulates collected by the particulate filter 12 exceeds the predetermined limit amounts A1 and A2 (steps S7 and S16), the filter 12 When heating is completed so that a predetermined amount of A3 fine particles remain (steps S8 to S9, S18 to S19), the warming-up site 80 such as the battery 80 needs to be warmed up (steps S24 and S34). The particulates always remain in the filter 12, and the warming-up portion 80 that is required when the particulates are burned can be effectively warmed up by effectively using the warm air around the filter 12 (steps S40 to S40). S43) As a result, for example, a decrease in battery temperature and a decrease in battery output and instability can be avoided efficiently without waste without newly installing dedicated warm-up / heating means. Door can be.

  Further, when heating is finished in a state where the predetermined amount A3 remains, by controlling the engine speed not to be lower than the predetermined speed for a predetermined time (steps S10 and S20), the filter 12 has a relatively large amount. Since it is cooled by the exhaust gas, for example, when the exhaust gas flow rate becomes small due to the low rotation idle state immediately after the heating is completed, or when the engine 1 is stopped and the exhaust gas flow rate becomes zero, the filter It can be avoided that 12 is overheated and melted.

The present invention is preferably applicable not only to a diesel engine but also to a hybrid passenger car 200 equipped with a gasoline engine 1 as illustrated in FIG. Also in the gasoline engine 1, exhaust particulates such as carbon are contained in the exhaust gas. Therefore, a particulate filter (referred to as “PF” in the figure) 12 for collecting the particulates is disposed in the exhaust passage 3. . In the illustrated example, the battery chamber 82 is located behind the rear seat, and the second fluid passage 86 extends vertically to connect the battery chamber 82 and the passenger chamber 84. The branch passage 87 extends obliquely rearward and opens on the rear surface of the vehicle body. The air supply fan 89 is horizontally disposed right above the hybrid battery 80.
[Second Embodiment]
Next, a second embodiment of the present invention will be described. However, the description of the same or similar parts as in the first embodiment is omitted, only the characteristic parts are added, and the same reference numerals are used for the same or similar parts as in the first embodiment in the drawings and the following description.

  As shown in FIG. 15, the exhaust passage 3 is branched into two branch passages 3a and 3b downstream of the supercharger turbine 6b, and the oxidation catalysts 11a and 11b and the particulate filter 12a, 12b are arranged in this order. That is, in the second embodiment, a plurality (two) of oxidation catalysts 11a and 11b and filters 12a and 12b are arranged in parallel to each other. Exhaust pressure sensors (filter upstream pressure sensor and downstream pressure sensor) 13a, 14a and 13b, 14b are disposed upstream and downstream of the filters 12a, 12b, respectively. , 13b and 14b, the amount of exhaust particulates collected by the two filters 12a and 12b can be estimated based on the differential pressures of the detected pressures. The two filters 12a and 12b are provided with temperature sensors 15a and 15b, and a flow path switching valve 29 is provided at the upstream branch point of the two filters 12a and 12b. This switching valve 29 can selectively switch the inflow destination of the exhaust gas between the first filter 12a side on the first branch passage 3a and the second filter 12b side on the second branch passage 3b.

  As shown in FIG. 16, the control unit 50 for engine control provided in the engine 1 has detection signals from the first filter upstream pressure sensor 13a and the first filter downstream pressure sensor 14a on the first branch passage 3a. And a detection signal from the second filter upstream pressure sensor 13b and the second filter downstream pressure sensor 14b on the second branch passage 3b, and a control signal is output to the flow path switching valve 29.

  In that case, as shown in FIG. 17, only warm air around the first filter 12 a on the first branch passage 3 a can be introduced into the battery chamber 82.

  Next, an example of a specific operation of the filter regeneration control performed by the engine control unit 50 in the second embodiment will be described with reference to FIG. First, in step S51, the detection values of the sensors and switches exemplified in FIG. 16 are input, and then in step S52, it is determined whether or not there is a request for warming up the battery 80. When there is a request for warming up (YES), the process proceeds to step S69, where the flow path switching valve (denoted as DPF switching valve in the figure) 29 is set to the first filter 12a (denoted as DPF1) side, (NO), the process proceeds to step S53, where the trapped amount Q1 of the exhaust particulates collected by the DPF 1 is calculated, and the trapped amount Q1 is a first predetermined amount (warm up for the battery 80). B1) It is determined whether or not there is more. When the number is large (YES), the flow path switching valve 29 is set on the second filter 12b (hereinafter referred to as DPF2) side in step S54, and when the number is not large (NO), the switching valve 29 is set on the DPF1 side in step S73. Set to and return.

  Further, there is a request for warm-up from the battery 80, and after the flow path switching valve 29 is set to the DPF1 side in step S69, the process proceeds to step S70 to perform forced regeneration, and then proceeds to step S71, where it is collected in the DPF1. It is determined whether the collected amount Q1 of the exhaust particulates is less than the second predetermined amount (B2). As a result, when it is not small (NO), the process returns as it is, and when it is low (YES), the forced regeneration is terminated in step S72 and the process returns.

  In step S54, after the flow path switching valve 29 is set to the DPF2 side, it is determined whether or not the amount Q2 of particulates collected in the DPF2 in step S55 is larger than the first predetermined amount C1. As a result, when the number is not large (NO), the process returns to step S51 to input each detected value. When the number is large (YES), the process proceeds to step S56, and the exhaust particulate collection amount Q2 is the second predetermined amount for manual regeneration. (C2) It is determined whether or not there is more.

  In step S56, when the exhaust particulate collection amount Q2 is not greater than B2 (NO), the process proceeds to step S74 (forced regeneration of DPF2 is necessary), and when it is large (YES), the process proceeds to step S57 (in DPF2). Manual regeneration is required).

  In step S74, it is determined whether the above-described forced regeneration condition (I) is satisfied. As a result, when it is not established (NO), the process returns as it is. In this case, since the exhaust particulate collection amount Q2 exceeds the first predetermined amount (C1) and the forced regeneration of the DPF 2 is necessary, the forced regeneration condition (I) is not satisfied (for example, traffic jam) As a result, the start of forced regeneration of the DPF 2 is postponed, and as a result, the collected amount of exhaust particulates Q2 thereafter exceeds the second predetermined amount (C2). Thus, YES is determined in step S56.

  On the other hand, when the forced regeneration condition (I) is satisfied in step S74 (YES), forced regeneration is executed in step S75. Next, in step S76, it is determined whether or not the exhaust particulate collection amount Q2 has become smaller than the third predetermined amount (C3). If it has not yet decreased (NO), the process returns to step S74 to force regeneration. While it is determined whether or not the condition is satisfied, when the number has already decreased (YES), the process proceeds to step S77 to terminate the forced regeneration, and the process returns as it is.

  When the process proceeds from step S56 to step S57 (when manual regeneration of the DPF 2 is necessary), it is first determined in step S57 whether or not the vehicle is stopped. For example, when the vehicle speed is substantially zero and the range position is in the P (parking) range, it is determined that the vehicle is stopped. As a result, when the vehicle is stopped (YES), the process proceeds to step S58, where it is determined whether or not manual regeneration is already being performed. When manual regeneration is not being performed (NO), the passenger's attention is drawn in step S59. Therefore, the regeneration instruction lamp 28 is turned on to prompt the occupant to perform manual regeneration. Next, in step S60, it is determined whether or not the manual regeneration switch 27 is turned on. When it is turned on (YES), manual regeneration is executed in step S61, and when it is not turned on (NO), the process returns. To do. In step S62, the regeneration instruction lamp 28 is switched from lighting to blinking to notify the occupant that manual regeneration is in progress.

  Next, at step S63, it is determined whether or not the exhaust particulate collection amount Q2 of the DPF 2 has become smaller than the third predetermined amount (C3). If not yet less (NO), the process returns to step S57, While it is determined whether or not the vehicle is stopped, if it has already decreased (YES), the process proceeds to step S64 to end the manual regeneration, and the regeneration instruction lamp 28 is turned off and the process returns in step S65.

  On the other hand, when the vehicle is not stopped in step S57 (NO), the process proceeds to step S66, where it is determined whether manual regeneration is already in progress. Proceeding to S74, it is determined whether or not the forced regeneration condition is satisfied. That is, in this case, the manual regeneration condition (II) is not satisfied even though the exhaust particulate collection amount Q2 exceeds the second predetermined amount (C2) and the manual regeneration of the DPF 2 is necessary. The start of manual regeneration of the DPF 2 is postponed (for example, the vehicle cannot be safely stopped due to being caught in a traffic jam, for example), and it is determined whether conditions for performing forced regeneration are satisfied instead.

  On the other hand, when the manual regeneration is being performed in step S66 (YES), the process proceeds to step S67 to end the manual regeneration, and in step S68, the regeneration instruction lamp 28 is turned off and the process returns. That is, in this case, since the vehicle starts during manual regeneration and the manual regeneration condition (II) is not satisfied, manual regeneration is forcibly terminated. In addition, since the specific operation | movement of the airflow control which the airflow control control unit 70 performs in this 2nd Embodiment is the same as that of 1st Embodiment, description is abbreviate | omitted here.

  With the above control, the predetermined filter out of the two filters 12a and 12b, that is, the warm-up filter 12a preferentially collects fine particles (the determination in step S53 is more than the determination in S55 and S56). Because it has been performed first), the particulates to be burned when the battery 80 is requested to warm up can always be left in the warm-up filter 12a (step S73), and the particulates are combusted whenever there is a warm-up request. The battery 80 can be reliably warmed by effectively using the warm air that is sometimes generated (steps S69 to S72).

  That is, when the particulate collection amount Q1 of the warm-up filter 12a exceeds a predetermined value B1, switching to particulate collection by the second filter 12b (step S54), and when there is a warm-up request for the battery 80 While only the warm-up filter 12a is heated (step S70), only the second filter 12b is heated when the collected amount Q2 of the fine particles of the second filter 12b exceeds predetermined values C1 and C2. (Steps S61 and S75), the first filter 12a serves as a filter dedicated to warming up the battery 80, and the second filter 12b serves as a filter dedicated to collecting particulates. It is possible to cause the divided filters 12a and 12b to perform separate operations for warming up the battery 80 and collecting particulates, respectively.

  Further, since the warm-up filter 12a and the second filter 12b are arranged in parallel to each other, even if a plurality of particulate filters are provided in the exhaust passage 3, the exhaust of the engine 1 does not pass through all of the filters 12a and 12b. Therefore, an increase in exhaust resistance can be avoided and an increase in pumping loss can be avoided.

In this case, when the particulate collection capacity of the warm-up filter 12a is made smaller than the particulate collection capacity of the second filter 12b, the original function of the particulate filter, that is, the particulate collection function is There is no loss. Further, reducing the collection capacity of the warm-up filter 12a also reduces the size of the filter 12a, leading to a reduction in vehicle weight.
[Third Embodiment]
Next, a third embodiment of the present invention will be described. However, the description of the same or similar parts as those in the first and second embodiments is omitted, only the characteristic part is added, and the same or similar parts as those in the first and second embodiments are the same in the drawings and the following description. A sign is used.

  As shown in FIG. 19, in the third embodiment, the oxidation catalyst 11, the first filter 12a, and the second filter 12b are arranged in this order from the upstream side in the exhaust passage 3 (drawn in a meandering manner). They are arranged in series. A bypass passage 3c that bypasses the first filter 12a is provided between the oxidation catalyst 11 and the second filter 12b. A flow path switching valve 29 is provided at the upstream branch point of the bypass passage 3c.

  Also in the third embodiment, the flowchart of FIG. 18 in the second embodiment can be adopted. Further, the flowchart of FIG. 13 can also be employed. That is, of the two filters 12a and 12b, the filter 12a is a filter dedicated to warming up the battery 80, and the downstream filter 12b is a filter dedicated to collecting exhaust particulates. First, the flow path switching valve 29 is controlled so that exhaust gas is preferentially collected by the warm-up filter 12a without passing the exhaust gas through the bypass passage 3c (steps S53 and S73 in FIG. 18). When the battery 80 requests warm-up, the filter member 12a is regenerated (steps S52, S69, S70). On the other hand, when the trapped amount of the warm-up filter 12a exceeds the predetermined trapped amount B1, the flow path switching valve 29 is controlled to allow the exhaust gas to pass through the bypass passage 3c toward the second filter 12b. Exhaust particulates are collected (steps S53 and S54).

  With the configuration described above, as in the second embodiment, the two filter members 12a and 12b can reliably perform separate operations for warming up the battery 80 and collecting particulates, respectively. .

  Further, since the two filter members 12a and 12b are arranged in series, the occupied space is small as compared with the case where they are arranged in parallel, and the layout is excellent. Furthermore, one oxidation catalyst 11 can be shared by the two filter members 12a and 12b, and the number of members can be reduced, contributing to cost reduction.

  Since the warm-up filter 12a is disposed upstream of the other filter 12b, when the upstream warm-up filter 12a is heated in response to the warm-up request (step S70), the combustion heat is reduced to the other downstream filter 12b. Thus, the other filter 12b is also heated, and the other filter 12b is naturally regenerated (that is, exhaust particulates are burned and removed). As a result, the other filters 12b on the downstream side are promoted for natural regeneration, and energy required for filter regeneration (in this case, additional fuel injections b1 and b2) can be reduced, and the driving cost (that is, fuel consumption) of the vehicle can be reduced. Will contribute. In other words, the frequency at which YES is determined in step S55 in FIG. 18 is reduced.

  According to the present invention, it is possible to reliably warm up when it is necessary to warm up the hybrid battery by effectively using the heat generated during filter regeneration. The present invention has wide industrial applicability in the technical field of an engine having a filter member for collecting exhaust particulates in an exhaust passage and loaded with a hybrid battery.

It is a whole block diagram of the engine periphery which concerns on 1st Embodiment of this invention. FIG. 2 is a control system diagram around the engine. 3 is a time chart showing an example of fuel injection control executed as a method of heating the filter to regenerate the filter in the engine, wherein (a) is for forced regeneration, and (b) is for manual regeneration. belongs to. It is a side view of HEV truck which is a vehicle carrying the above-mentioned engine. FIG. 5 is a layout diagram around the battery compartment of the vehicle, showing a range surrounded by a dotted line in FIG. 4. FIG. 6 is a layout diagram similar to FIG. 5, showing a three-way valve in a first state and a fan in a first state. FIG. 6 is a layout diagram similar to FIG. 5, showing a three-way valve in a first state and a fan in a second state. FIG. 6 is a layout diagram similar to FIG. 5, with the three-way valve in the second state and the fan in the first state. FIG. 6 is a layout diagram similar to FIG. 5, with the three-way valve in the second state and the fan in the second state. It is a flowchart which shows an example of the specific operation | movement of filter regeneration control in the said engine. It is the figure showing the relationship between the quantity A3 of fine particles which should be left for warming up of a battery, and external temperature. It is a figure showing the relationship between the particulate collection amount A4 of the filter after warming up a battery, and the battery temperature before warming-up start. It is a flowchart which shows an example of the specific operation | movement of the airflow control in the said vehicle. It is a side view of HEV passenger car which is another example of vehicles carrying the above-mentioned engine, and also serves as a layout view around the battery compartment. It is a whole block diagram of the engine periphery which concerns on 2nd Embodiment of this invention. FIG. 2 is a control system diagram around the engine. FIG. 5 is a layout diagram around the battery compartment of the vehicle, and shows a range surrounded by a dotted line in FIG. 4. It is a flowchart which shows an example of the specific operation | movement of filter regeneration control in the said engine. It is a block diagram of the filter periphery which concerns on 3rd Embodiment of this invention.

Explanation of symbols

1 Engine 3 Exhaust passage 11, 11a, 11b Oxidation catalyst (heating means)
12, 12a, 12b Particulate filter (filter member)
13, 13a, 13b Filter upstream pressure sensor (particulate amount detection means)
14, 14a, 14b Filter downstream pressure sensor (particulate amount detection means)
21 Fuel injection valve (heating means)
26 Vehicle speed sensor 29, 29a Flow path switching valve (flow path switching means, collection switching means)
50 Engine control control unit (heating control means, heating end control means, engine speed reduction regulating means)
70 Air flow control control unit (warm-up request means)
80 Hybrid battery 81 Body floor 82 Battery compartment 84 Crew compartment 85, 86 Fluid passage (warm air introduction means)
85a Air inlet (warm air introduction means)
87 Branch passage 88 Three-way valve 89 Air supply fan 90 Battery atmosphere temperature sensor (temperature detection means)
91 Air conditioner 100, 200 Hybrid vehicle

Claims (6)

  A filter member that is provided in the exhaust passage and collects particulates in the exhaust gas, a particulate amount detection unit that detects a parameter relating to the amount of particulates collected by the filter member, and an amount of particulates detected by the detection unit An exhaust purification device for an engine having heating means for heating and removing the fine particles by heating the filter member when the air pressure exceeds a predetermined upper limit value. Preferably, the warm air introduction means for introducing into the position of the required warm-up member, the temperature detection means for detecting the parameter relating to the temperature of the required warm-up member, and the warm-up of the required warm-up member from the detection result of the temperature detection means. When the warming-up requesting means for requesting warming-up of the required warming-up member is required, and when the warming-up request is requested by the warming-up requesting means, When the heating means starts heating the filter member because the amount of fine particles detected by the fine particle amount detection means exceeds a predetermined upper limit value, a predetermined amount of fine particles remain on the filter member. An engine exhaust purification device comprising heating control means for terminating heating of the filter member as described above.   When heating of the filter member is finished by leaving a predetermined amount of fine particles by the heating control means, the engine speed is controlled so that the engine speed does not fall below the predetermined speed for a predetermined time from the end of the heating. 2. The engine exhaust gas purification apparatus according to claim 1, further comprising engine speed reduction regulation means.   A filter member that is provided in the exhaust passage and collects particulates in the exhaust gas, a particulate amount detection unit that detects a parameter relating to the amount of particulates collected by the filter member, and an amount of particulates detected by the detection unit And a heating means for heating and removing the particulates by heating the filter member when a predetermined upper limit value is exceeded, comprising a plurality of the filter members, each of which detects the amount of particulates Means for selectively switching the inflow of exhaust gas to the filter member, and using the flow path switching means, a predetermined warm-up of the plurality of filter members is provided. Collection switching means for preferentially collecting fine particles in the filter member and switching to collecting fine particles by another filter member when the collected amount exceeds a predetermined collection amount A warm air introduction means for introducing the air around the warm-up filter member to the position of the warm-up member required to warm up the warm-up member, and a temperature detection means for detecting a parameter relating to the temperature of the warm-up member And when it is determined from the detection result of the temperature detection means that the warming-up member needs to be warmed up, the warming-up requesting means for requesting the warming up of the warming-up member required, and the warming-up requesting means When the warming-up request is received, the heating means causes the heating filter member to be heated, and when the collected amount of the other filter member exceeds a predetermined upper limit value, the other filter member is heated. An engine exhaust purification device comprising a heating control means.   The engine exhaust purification device according to claim 3, wherein the plurality of filter members are arranged in parallel to each other.   The engine exhaust purification device according to claim 3, wherein the plurality of filter members are arranged in series in the exhaust passage, and the warm-up filter member is arranged upstream of the other filter members.   The engine exhaust gas purification apparatus according to any one of claims 3 to 5, wherein a collection capacity of exhaust particulate matter of the filter member for warm-up is smaller than a collection capacity of other filter members.

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