JP2007112331A - Exhaust emission control method and device for diesel engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust emission control method for a diesel engine, capable of supplying drive force having small delay to rapid increase requirement of the drive force of a vehicle, regenerating a filter while suppressing fuel economy deterioration in the hybrid vehicle by power regeneration even when a requirement load for shifting to a non-intake throttling area from an intake throttling area inside a power regeneration area in time of regeneration processing of the filter increases. <P>SOLUTION: This exhaust emission control device has: the intake throttling area that is an area on a low load side inside the power regeneration area, wherein intake throttling is performed such that an excess air ratio decreases according to decrease of a load; and the non-intake throttling area that is an area on a high load side inside the power regeneration area, wherein the intake throttling is not performed. An engine controller 31 includes: a processing procedure for performing a fuel injection such that the excess air ratio does not become a prescribed minimum excess air ratio or less when response delay of intake air is present in time of the increase of the requirement load such that it at least passes through the intake throttling area inside the power regeneration area in time of the regeneration processing of the filter; and a processing procedure for performing reduction correction of a power regeneration amount by a power generator 52 in a response delay section of the intake air. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an exhaust gas purification method and an exhaust gas purification device for processing exhaust particulates of a diesel engine, and particularly to an engine mounted on a hybrid vehicle that is a diesel engine.

  In order to process the particulates discharged from the diesel engine, a filter that collects particulates is arranged in the exhaust system, and when a predetermined amount of particulates is deposited on the filter, the filter temperature is raised and deposited on the filter. It is necessary to perform so-called filter regeneration processing that burns and removes particulates that are burned out, but filter regeneration processing must also be performed when a hybrid vehicle drive device is configured with this diesel engine and motor generator. I must.

  In this case, the power regeneration region is determined in advance, and in this power regeneration region during the filter regeneration process, fuel is increased to the engine while performing power regeneration by the motor generator that rotates with the diesel engine. There is one in which filter regeneration processing is performed while suppressing the deterioration of the image (see Patent Document 1).

  Here, regeneration by the motor generator that is performed during the filter regeneration process is performed while supplying fuel during steady operation or when the vehicle is accelerated during the filter regeneration process. In particular, the term “power regeneration” is used to distinguish from general regeneration performed in a state where the fuel is cut. An operation region in which power regeneration is performed during filter regeneration processing is referred to as a “power regeneration region”.

When power is generated by the motor generator (power regeneration) in the power regeneration region during the regeneration process of the filter (load is applied to the engine), the engine output decreases. If the fuel injection amount is increased so as to compensate for this decrease in engine output, the increase in engine output due to this increase in fuel compensates for the decrease in engine output that accompanies power regeneration. Same as before). When the exhaust gas temperature rises at this time and the exhaust gas temperature reaches the post-processing required temperature, the particulates accumulated in the filter are ignited and burned, and the filter is regenerated. Such regeneration in which the fuel consumption deterioration due to the fuel increase during the filter regeneration process is recovered as electric power by the power regeneration by the motor generator and reused, that is, the power regeneration during the filter regeneration process is effective in preventing deterioration of the fuel consumption of the vehicle. .
JP 2004-285908 A

  By the way, when the power regeneration is performed at the time of the regeneration process of the filter, the exhaust gas temperature is raised, so that the combustion does not change with the excess air.

  For this reason, an area where the intake air is throttled so that the excess air ratio decreases as the load decreases (intake air throttle area) in the low load side area in the power regeneration area during the regeneration process of the filter. There may be provided a high load side region in the power regeneration region during the regeneration process and a non-intake throttle region where the intake throttle is not performed. For example, a normally-open throttle valve is provided in the intake passage, and this throttle valve is held in the fully open position in the non-intake throttle region in the power regeneration region during the filter regeneration process. When the intake throttle area in the power regeneration area is reached, the throttle valve is closed to a predetermined degree of opening to obtain an excess air ratio with little excess air. The limit of the excess air ratio at this time is determined by smoke, and the lowest excess air ratio is a value near the smoke limit air excess ratio or a value near the smoke limit air excess ratio. Here, the smoke excess air excess rate is the limit air excess rate that no more smoke should be discharged.

  When there is an increase (acceleration) in the required load that shifts from the intake throttle region to the non-intake throttle region in the power regeneration region during the filter regeneration process, the engine output is increased with good response to the increase in the required load. Therefore, it is necessary to generate the driving force of the vehicle without delay.

  However, when the required load increases (acceleration), the throttle valve that is closed to the limit opening in the intake throttle area in the power regeneration area during the regeneration process of the filter can be responded when the required load increases (acceleration). Even if it opens well, there is a response delay of the intake air, so the amount of air entering the cylinder does not increase immediately. Therefore, the engine output does not increase immediately with good response, and the driving force of the vehicle is generated only with a delay. In other words, it is not possible to generate a driving force according to an increase in required load that shifts from the intake throttle area to the non-intake throttle area in the power regeneration area during the filter regeneration process, and the acceleration feeling desired by the driver is obtained. It will not be.

  Therefore, when there is an increase in the required load that shifts from the intake throttle region to the non-intake throttle region in the power regeneration region during the filter regeneration process, the driving force of the vehicle is generated to meet the increase in the required load. In preparation for a delay in the increase in intake air, the throttle valve opening is limited to a value that provides a larger excess air ratio than the lowest excess air ratio in the intake throttle area in the power regeneration area during the filter regeneration process. It is possible. However, with such measures, the throttle valve cannot be closed to the above limit opening (the intake throttling cannot be performed to the limit), and during steady operation in the intake throttling region within the power regeneration region during filter regeneration processing. The exhaust air temperature does not rise sufficiently by the amount that the excess air ratio is larger than the minimum excess air ratio. Therefore, the filter is efficiently regenerated during steady operation in the intake throttle area in the power regeneration area during the filter regeneration process. It will not be possible to make it.

  In view of the above, the present invention can improve the fuel efficiency of the hybrid vehicle by power regeneration even when there is a response delay of intake air when the required load that shifts from the intake throttle region to the non-intake throttle region in the power regeneration region during the filter regeneration process increases. While regenerating the filter while suppressing deterioration, it is delayed with respect to the rapid increase in driving force of the vehicle when the required load increases from the intake throttle area to the non-intake throttle area in the power regeneration area during the filter regeneration process. An object of the present invention is to provide an exhaust gas purification method and an exhaust gas purification device for a diesel engine capable of realizing a low driving force supply.

  The present invention relates to an exhaust aftertreatment method for a diesel engine having a filter that collects particulates in the exhaust of the diesel engine and a generator that generates electric power by the driving force of the diesel engine, and particulates in the exhaust of the diesel engine. In an exhaust aftertreatment device for a diesel engine having a filter to be collected and a generator for generating electric power by the driving force of the diesel engine, as an operation region at the time of regeneration processing of the filter, the engine is recovered by power regeneration by the generator. An intake throttle region that is a low load side in the power regeneration region that increases the load and performs intake throttling so that the excess air ratio decreases as the load decreases, and also on the high load side in the power regeneration region A non-intake throttle area that does not perform the intake throttling, and during the regeneration process of the filter When there is a response delay of the intake air when the required load increases so as to pass at least the intake throttle area in the power regeneration area, fuel injection is performed so that the excess air ratio does not fall below the predetermined minimum excess air ratio, The power regeneration amount by the generator is corrected to decrease in the response delay section of the intake air.

  According to the present invention, when there is a response delay of intake air when the required load increases from the intake throttle region to the non-intake throttle region in the power regeneration region during the regeneration process of the filter, the response delay interval of the intake air By correcting the reduction of the power regeneration amount by the generator (correction to reduce the load applied to the engine and restore it to the original value), it is possible to relatively increase the driving force of the vehicle, and therefore within the power regeneration area during filter regeneration processing Thus, it is possible to supply a driving force with little delay with respect to a sudden increase in driving force when the required load increases from the intake throttle region to the non-intake throttle region.

  Further, in preparation for the delay in the increase in intake air when the required load increases so as to pass at least the intake throttle area in the power regeneration area during the filter regeneration process, the power in the power regeneration area during the filter regeneration process is preliminarily prepared. Keeping the throttle valve opening at which the excess air ratio is greater than the lowest excess air ratio in the intake throttle area prevents the throttle valve from closing to the limit opening, and the intake throttle during the filter regeneration process The exhaust temperature does not rise sufficiently during steady operation in the region, and the filter cannot be regenerated efficiently. According to the present invention, the power regeneration amount by the generator is reduced and corrected. Therefore, it is possible to reduce the excess air ratio to the predetermined minimum excess air ratio in the intake throttle area in the power regeneration area during the filter regeneration process. Becomes possible, it is possible to perform regeneration of the filter effectively increases the exhaust gas temperature during steady operation of the intake throttle area of the power regeneration region during filter regeneration process.

  As described above, according to the present invention, even when there is a response delay of intake air when the required load increases from the intake throttle region to the non-intake throttle region in the power regeneration region during the filter regeneration process, While regenerating the filter while suppressing fuel consumption deterioration in the hybrid vehicle due to regeneration, a rapid increase in driving force when the required load increases from the intake throttle area to the non-intake throttle area in the power regeneration area during filter regeneration processing The driving force supply with little delay can be realized.

  Embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows a schematic configuration diagram of a hybrid vehicle equipped with a diesel engine exhaust gas purification device that is directly used for carrying out a diesel engine exhaust gas purification method.

  As shown in FIG. 1, the hybrid vehicle includes an engine 1, a first motor generator 52 that functions mainly as a starter and functions as a generator, a second motor generator 53 that functions mainly as a drive motor (electric motor), and a toe. When the national damper 54, the second motor generator 53 functions as a drive motor, the reduction gear 55 that transmits the rotational speed of the drive motor at a reduced speed, and the drive force output from the engine 1 and the second motor generator 53 are appropriately selected. A continuously variable transmission 56 for shifting and transmitting, a final gear 58, and drive wheels 59A and 59B connected to the left and right drive shafts are provided.

  A diesel engine is used as the engine 1, and the rotation speed and output of the engine 1 are controlled by an engine controller 31. Further, when the vehicle is stopped, the engine 1 is stopped to perform idle stop.

  The second motor generator 53 is switched between the motor operating state and the generator operating state by the motor controller 71, and when the motor is operating (when the motor controller 71 determines to function as a motor), the electric power from the battery 61 is used. Rotates and outputs driving force. When the generator is activated (when the motor controller 71 decides to function as a generator), it receives rotational force from the drive shaft 57 side and rotates to generate power (regeneration). The battery 61 is charged via the inverter 60 by the generated power. That is, the motor controller 71 determines whether the second motor generator 53 is to be operated when the motor is operated or when the generator is operated according to traveling conditions such as the accelerator opening and the vehicle speed.

  The torsional damper 54 has a clutch function. When the engine output assistance is not required in view of the torque required for the vehicle, the two controllers 31 and 71 cooperate to stop the operation of the engine 1 and this clutch. And the output shaft of the engine 1 is separated from the drive shaft 57. That is, in this hybrid vehicle drive device, (1) when the driving force of only the engine 1 is transmitted to the drive shaft 57, (2) the combined driving force of the engine 1 and the second motor generator 53 is transmitted to the drive shaft 57. In this case, (3) three driving force transmission patterns for transmitting the driving force of only the second motor generator 53 to the driving shaft 57 are provided.

  The first motor generator 52 receives the electric power from the battery 61 when the engine 1 is started and cranks the engine 1 via the torsional damper 54, and is driven by the engine 1 to generate electric power (regeneration) during operation of the engine 1. To do.

  The continuously variable transmission 56 includes a belt type continuously variable transmission including a primary pulley 56A, a secondary pulley 56B, and belts (not shown) wound around the primary pulley 56A and the secondary pulley 56B. The primary pulley 56A and the secondary pulley 56B include fixed sheaves 56a and 56b and movable sheaves 56c and 56d, respectively. For example, the effective diameter of the primary pulley 56A and the secondary pulley 56B can be adjusted by adjusting the belt clamping force applied to the movable sheaves 56c, 56d by hydraulic pressure, and the ratio of the rotational speeds of the primary pulley 56A and the secondary pulley 56B can be controlled. It is like that.

  FIG. 2 shows a schematic configuration diagram of the diesel engine. In FIG. 2, reference numeral 1 denotes a diesel engine. A diaphragm type EGR valve 6 that responds to a control pressure from a pressure control valve (not shown) is connected to an EGR passage 4 that connects the exhaust passage 2 and the collector portion 3 a of the intake passage 3. I have. The pressure control valve is driven by a duty control signal from the engine controller 31 and thereby obtains a predetermined EGR rate corresponding to the operating conditions.

  The engine 1 includes a common rail fuel injection device 10. The fuel injection device 10 mainly includes a fuel tank (not shown), a supply pump 14, a common rail (pressure accumulation chamber) 16, and a nozzle 17 provided for each cylinder. The fuel pressurized by the supply pump 14 is accumulated in the pressure accumulation chamber 16. And the high pressure fuel in the pressure accumulating chamber 16 is distributed to the nozzles 17 corresponding to the number of cylinders.

  The nozzle 17 (fuel injection valve) includes a needle valve, a nozzle chamber, a fuel supply passage to the nozzle chamber, a retainer, a hydraulic piston, a return spring, and the like, and a three-way valve (not shown) is interposed in the fuel supply passage to the hydraulic piston. It is disguised. When the three-way valve (solenoid valve) is OFF, the needle valve is seated, but when the three-way valve is turned ON, the needle valve rises and fuel is injected from the nozzle hole at the tip of the nozzle. That is, the fuel injection start timing is adjusted by the switching timing of the three-way valve from OFF to ON, and the fuel injection amount is adjusted by the ON time. If the pressure in the pressure accumulating chamber 16 is the same, the fuel injection amount increases as the ON time increases. Become.

  The exhaust passage 2 downstream of the opening of the EGR passage 4 is provided with a variable capacity turbocharger 21 in which a turbine 22 that converts heat energy of exhaust gas into rotational energy and a compressor 23 that compresses intake air are connected coaxially. A variable nozzle 24 driven by an actuator 25 is provided at the scroll inlet of the turbine 22. The engine controller 31 allows the variable nozzle 24 to obtain a predetermined supercharging pressure from a low rotational speed range on the low rotational speed side. The nozzle opening degree (tilting state) for increasing the flow rate of the exhaust gas introduced into the turbine 22 is controlled to the nozzle opening degree (fully open state) by introducing the exhaust gas into the turbine 22 without resistance on the high rotational speed side.

  The actuator 25 includes a diaphragm actuator 26 that drives the variable nozzle 26 in response to the control pressure, and a pressure control valve 27 that adjusts the control pressure to the diaphragm actuator 26. A duty control signal is generated so as to achieve the target nozzle opening, and this duty control signal is output to the pressure control valve 27.

  A throttle valve 42 driven by an actuator 43 is provided at the collector 3a inlet. The actuator 43 includes a diaphragm actuator 44 that drives the throttle valve 42 in response to the control pressure, and a pressure control valve 45 that adjusts the control pressure to the diaphragm actuator 44. A duty control signal is generated so as to be closed, and this duty control signal is output to the pressure control valve 45.

  In the engine controller 31 to which signals from the accelerator sensor 32, the sensor 33 for detecting the engine speed and the crank angle, the water temperature sensor 34, and the air flow meter 35 are inputted, the target EGR rate and the target supercharging pressure are determined based on these signals. EGR control and supercharging pressure control are performed in a coordinated manner.

  A filter 41 that collects particulates in the exhaust is installed in the exhaust passage 2. When the particulate accumulation amount of the filter 41 reaches a predetermined value (threshold value), the regeneration process of the filter is started, and the particulate accumulated on the filter 41 is burned and removed.

  In order to detect the pressure loss of the filter 41 (the pressure difference between the upstream and downstream of the filter 41), a differential pressure sensor 36 is provided in the differential pressure detection passage that bypasses the filter 41.

  The pressure loss ΔP of the filter 41 detected by the differential pressure sensor 36 is sent to the engine controller 31 together with the filter inlet temperature T1 from the temperature sensor 37 and the filter outlet temperature T2 from the temperature sensor 38, and is mainly composed of a microprocessor. The engine controller 31 that is to perform the regeneration processing of the filter 41 based on these.

  Now, when the diesel engine is provided in the hybrid vehicle, the fuel increase is performed while the power regeneration is performed by the first motor generator 52 in the power regeneration region during the regeneration process of the filter 41, thereby suppressing the deterioration of the fuel consumption in the hybrid vehicle. However, the regeneration process of the filter 41 can be performed. The reason is as follows. That is, when power is generated (power regeneration) by the first motor generator 52 (a load is applied to the engine 1), the engine output decreases. If the amount of fuel is increased so as to compensate for the decrease in the engine output, the engine output increases due to the increase in fuel, and the engine output becomes the same as before power generation by the first motor generator 52 (before power regeneration). This is because if the exhaust gas temperature rises due to the increase in fuel at this time and reaches the post-processing required temperature, the particulates accumulated in the filter 41 are self-ignited and burned, and the filter 41 is regenerated.

  However, even if the fuel increase is performed in the power regeneration region during the regeneration process of the filter 41, the excess air ratio has a limit from smoke. Therefore, as shown in FIG. If it is 1, the excess air ratio cannot be reduced beyond the value near the smoke excess air excess ratio (here, 1.2) in the power regeneration region during the regeneration process of the filter 41. At this time, a particular problem arises when the required load from the intake throttle region to the non-intake throttle region in the power regeneration region during the regeneration process of the filter 41 (that is, when the required load increases so as to pass at least through the intake throttle region). ).

  This will be described next.

  Here, the method of raising the temperature for the filter 41 regeneration process during the regeneration process of the filter 41 is different for each operation region as shown in FIG. In FIG. 4, in the operation region rA located on the highest rotational speed side or the high load side, the exhaust gas temperature exceeds the post-treatment required temperature (for example, a temperature near 550 °). Even if nothing is done during the regeneration process, the particulates accumulated on the filter 41 are removed by combustion. That is, the driving region rA is a region where natural regeneration is performed, and this driving region rA is outside the scope of the present invention.

  Four operation regions rB, rC, rD, rE on the lower load side or the lower rotation speed side than the operation region rA are power regeneration regions in which power regeneration is performed by the first motor generator 52 during the regeneration process of the filter 41. .

  Among the four operation regions, the operation region rB on the highest load side or the high rotation speed side is an operation region that easily reaches the post-processing required temperature as long as the load is increased. In the operation region rB, it is necessary to set an upper limit on the power regeneration amount to prevent the battery 61 from being overcharged.

  A region rC adjacent to the low load side or the low rotational speed side from the operation region rB is an operation region in which a portion exceeding the upper limit of the power regeneration amount during the filter 41 regeneration process is covered by throttling.

  The power regeneration in the operation region rC will be further described with reference to FIG. 5. In FIG. 5, the horizontal axis represents the engine rotation speed and the vertical axis represents the engine torque (net shaft torque). Even during the regeneration process of the filter 41 that performs power regeneration, it is necessary to obtain the same engine torque as that during the non-regeneration process (normal time) of the filter 41 in order to ensure drivability.

  Assuming that the throttle valve 42 is fully open and the normal deceleration torque at the time of fuel cut is a solid line, the throttle valve 42 is closed (throttling) by a predetermined amount during the filter regeneration process (see a). The pump loss is reduced and the engine torque is lowered to the lower broken line position. In order to compensate for the decrease in engine torque from the solid line, the fuel injection amount is increased so that the excess air ratio becomes a predetermined value (a value in the vicinity of the excess air ratio at the smoke limit) while the throttle valve opening remains unchanged. See), and the engine torque increases to the upper broken line position. Since this increased engine torque is larger than the torque shown by the solid line, energy reduction (power regeneration) is performed for the torque difference from the solid line (see c) to obtain a deceleration torque equivalent to the torque shown by the solid line. be able to. In this manner, in the operation region rC, the excess air ratio is driven to a predetermined value (a value near the excess air ratio at the smoke limit) by increasing the fuel injection amount by power regeneration and decreasing the working gas amount by throttling. And the regeneration of the filter 41 can be performed efficiently.

  The operation region rD is adjacent to the low load side or the low rotation speed side of the operation region rC, and the operation region rE is adjacent to the low load side or the low rotation speed side of the operation region rD. In the operation region rD, even if the excess air ratio is controlled to a predetermined value (a value near the smoke excess air excess ratio), the exhaust temperature does not reach the post-processing required exhaust temperature. This is an operating region in which the temperature rises using an oxidation reaction in the aftertreatment device (filter 41) due to an increase in exhaust gas temperature and an increase in HC in the exhaust gas. The operation region rE is an operation region in which post injection is combined in order to more actively increase the temperature due to the HC reaction.

  In the following, in order to distinguish the above four operation regions rB, rC, rD, rE, the operation region rB is the non-intake throttle region of the power regeneration region, the operation region rC is the intake throttle region in the power regeneration region, and the operation region rD is the power. The injection timing retard region and the operation region rE in the regeneration region are referred to as a post injection region in the power regeneration region.

  In the intake throttle region rC in the power regeneration region during the regeneration process of the filter 41, in order to increase the exhaust temperature, the excess air ratio is set to a predetermined value (a value in the vicinity of the excess air ratio at the smoke limit), that is, the throttle valve 42. By closing, the combustion is made with little excess air. Accordingly, in order to perform acceleration until the accelerator 41 is depressed in the intake throttle region rC in the power regeneration region and reaches the non-intake throttle region rB in the power regeneration region during the regeneration process of the filter 41, the throttle valve 42 is fully opened. The fuel injection amount is increased according to the depression amount of the accelerator pedal. In this case, due to the response delay of the intake air and the turbo lag, the response is shifted between the amount of air flowing into the cylinder and the amount of fuel injected from the nozzle 17 into the cylinder, and this deviation causes the actual excess air ratio to be the smoke limit. When it becomes smaller than the excess air ratio, exhaust performance (ie, smoke) deteriorates.

  On the other hand, in order to ensure acceleration performance when the accelerator pedal is depressed in the intake throttle region rC in the power regeneration region during the regeneration process of the filter 41 and acceleration is performed until the non-intake throttle region rB in the power regeneration region is performed. Furthermore, in the intake throttle region rC in the power regeneration region during the regeneration process of the filter 41, combustion was performed with an excess air secured to some extent as an excess air ratio that was larger than the smoke limit air excess rate. During the regeneration process of the filter 41, the exhaust temperature decreases during steady operation in the intake throttle region rC in the power regeneration region, and the regeneration efficiency of the filter 41 deteriorates.

  As described above, the problem particularly occurs at the time of acceleration (when the required load increases) from the intake throttle region to the non-intake throttle region in the power regeneration region during the regeneration process of the filter 41.

  Therefore, in the present embodiment, when there is a response delay of the intake air during acceleration from the intake throttle region in the power regeneration region to the non-intake throttle region (when the required load increases) during the regeneration process of the filter 41, the excess air ratio Is injected so that it does not become less than the value (1.2) near the smoke excess air excess ratio, and the power regeneration amount by the first motor generator 52 is decreased and corrected in the response delay section of the intake air.

  This will be further explained with reference to FIGS. 6, 7 and 8. First, FIGS. 6 and 7 show that in the power regeneration region during the regeneration process of the filter 41, the operating point in the intake throttle region rC is higher than that in the non-intake throttle region rB. When accelerating to the operating point (see the operating region diagrams in the upper left of FIG. 6 and the upper left of FIG. 7), the driving force (driving load) of the vehicle, the power regeneration amount (power generation load) by the first motor generator 52, The model shows how the amount of air flowing into the cylinder (hereinafter referred to as “cylinder air amount”) and how the fuel injection amount changes. 6 and FIG. 7, the driving force that is the plain portion is added to the power regeneration amount that is the hatched portion (see the right end of each upper portion in FIG. 6 and FIG. 7). Here, the engine output (actual load) is the sum of the driving force and the power regeneration amount for simplicity. Further, the ratio between the driving force and the power regeneration amount does not correspond to the actual value.

  On the other hand, the cylinder air amount and the fuel injection amount are overlapped in each lower stage of FIGS. 6 and 7 (see the right end of each lower stage of FIGS. 6 and 7). 6 and 7, the cylinder air amount and the fuel injection amount are shown in a dimensionless manner for simplification. Further, the ratio between the cylinder air amount and the fuel injection amount does not correspond to the actual value.

  Here, in both FIGS. 6 and 7, when accelerating from the intake throttle area in the power regeneration area to the non-intake throttle area in the regeneration process of the filter 41, the engine output is increased while the combustion hardly has surplus air. In this case, FIG. 6 shows a case where engine power shortage does not occur immediately after acceleration from the intake throttle area to the non-intake throttle area in the power regeneration area during the regeneration process of the filter 41. FIG. 7 shows the time when the engine output is insufficient immediately after acceleration from the intake throttle area in the power regeneration area to the non-intake throttle area during the regeneration process of the filter 41.

  First, referring to FIG. 6, it is assumed that the operation is in a steady operation state in the intake throttle region rC in the power regeneration region during the regeneration process of the filter 41 until the timing t0, and the accelerator pedal is depressed at the timing t0 for acceleration. In response to this, the throttle valve opening opens from the time t0 to the fully open position (not shown), but a response delay occurs in the intake air. In the engine including the turbocharger 21, the turbo lag section is replaced with the intake air delay section. In the figure, if a section from t0 to t2 is a turbo lag section (intake air delay section), the supercharging pressure does not rise immediately in this turbo lag section, and as a result, the intake air is delayed from flowing into the cylinder. 6, the engine output cannot be increased stepwise from A ′ (= A + L1) to B ′ (= B + L2) as shown by the upper broken line in FIG. 6, and the engine output can be increased only as shown by the upper solid line in FIG. Will not increase.

  This is because the cylinder air amount gradually becomes larger than the first air amount Qa1 at t0 as shown in the lower part of FIG. 6 due to the turbo lag, and is the end of the turbo lag section (the response delay of the intake air is eliminated) t2. This is because the second air amount Qa2 is reached at the timing of. Here, the actual response of the cylinder air amount is a first-order lag waveform, but in the figure, it is represented by a straight line for simplicity.

  For this reason, the power regeneration amount by the first motor generator 52 is corrected to decrease in the turbo lag section. That is, if there is no turbo lag, the power regeneration amount is reduced stepwise from the first power regeneration amount L1 to the second power regeneration amount L2 at t0 as shown by the upper broken line in FIG. As shown in the upper solid line in FIG. 6, at t0, the power regeneration amount is decreased stepwise to the third power regeneration amount L3 smaller than the second power regeneration amount L2, and then gradually increased to the end of the turbo lag section. At t2, the second power regeneration amount L2 is returned. That is, in the turbo lag section, the power regeneration amount is reduced by the area between the upper broken line in FIG. 6 and the upper solid line in FIG.

  As described above, when the power regeneration amount by the first motor generator 52 is corrected to decrease in the turbo lag period from t0 to t2 immediately after acceleration from the intake throttle region to the non-intake throttle region in the power regeneration region during the regeneration process of the filter 41, Since the fuel injection amount to be supplied to the engine is unnecessary, the fuel injection amount is corrected to decrease in the turbo lag section. That is, if there is no turbo lag immediately after acceleration from the intake throttle area to the non-intake throttle area in the power regeneration area during the regeneration process of the filter 41, the fuel injection amount is set to the first fuel at t0 as shown by the broken line in the lower part of FIG. When the turbo lag occurs immediately after acceleration from the intake throttle region to the non-intake throttle region in the power regeneration region during the regeneration process of the filter 41, the amount of fuel is increased stepwise from the amount Qf1 to the second fuel amount Qf2. 6 As shown by the lower solid line, at t0, the fuel amount is increased stepwise to a third fuel amount Qf3 that is smaller than the second fuel amount Qf2, and then gradually increased to a second fuel amount at t2, which is the end of the turbo lag section. Return to Qf2. That is, in the turbo lag section immediately after acceleration from the intake throttle region in the power regeneration region to the non-intake throttle region in the regeneration process of the filter 41, the fuel accompanying the power regeneration by the area between the lower broken line in FIG. 6 and the lower solid line in FIG. The increase is reduced.

  The fuel injection amount includes a plain portion and a hatched portion, and the plain portion is the fuel injection amount when the filter 41 is not regenerated. The hatched portion indicates the amount of fuel increase from the amount of fuel during non-regeneration processing of the filter 41 (that is, the plain portion), and the non-intake air from the intake throttle region in the power regeneration region during the regeneration processing of the filter 41 by this fuel increase amount. This is to compensate for a decrease in engine output accompanying power regeneration immediately after acceleration to the throttle region.

  On the other hand, also in FIG. 7, power regeneration amount reduction correction is performed immediately after acceleration from the intake throttle region in the power regeneration region to the non-intake throttle region in the regeneration process of the filter 41, that is, the power in the regeneration process of the filter 41. Immediately after acceleration from the intake throttle area to the non-intake throttle area in the regeneration area, the power regeneration amount by the first motor generator 52 is the fourth power that is smaller than the second power regeneration amount L2 at t0 as shown in the upper part of FIG. The regeneration amount is reduced stepwise to L4, and then gradually increased to return to the second power regeneration amount L2 at t2, which is the final stage of the turbo lag section. FIG. Since the load at the start of acceleration from the intake throttle area to the non-intake throttle area in the power regeneration area is smaller than that in FIG. 6 (see the upper left area diagram in FIG. 7), the corresponding amount During the regeneration process of the filter 41, rapid acceleration is required when accelerating from the intake throttle region in the power regeneration region to the non-intake throttle region, so that the fourth power regeneration amount L4 crosses zero and becomes a negative value. It has become. That is, in order to decrease and correct the power regeneration amount in the section from t0 to t1 in the turbo lag section from t0 to t2, correction for reducing the power regeneration amount must be performed. However, the limit of correction is that the power regeneration amount is zero, and correction that makes the power regeneration amount negative cannot be actually performed. Therefore, the engine output (driving force) is insufficient in the section from t0 to t1 as it is, that is, the engine output (vehicle driving force) of the area of the solid coating portion shown in the upper part of FIG. 7 is insufficient.

  Therefore, in this case, the power regeneration by the first motor generator 52 is stopped in the drivability deficient section from t0 to t1, and instead, the deficiency in drivability is compensated by driving the second motor generator 53 as a motor (motor). Assist). In other words, the second motor generator 53 generates a driving force deficiency corresponding to the area of the shaded portion shown in the upper part of FIG. 7 (or the solid coating part shown in the upper part of FIG. 7). The motor assist by the motor generator 53 is used to respond to a sudden acceleration request from the intake throttle area to the non-intake throttle area in the power regeneration area during the regeneration process of the filter 41. FIG. 9 shows the driving force (A + B), engine output (A), and second motor during acceleration from the intake throttle area to the non-intake throttle area in the power regeneration area during the regeneration process of the filter 41 corresponding to FIG. It is a wave form diagram which shows each actual response of the motor drive force (B) by the generator 53, an excess air ratio, and cylinder air quantity. Even during the rapid acceleration from the intake throttle area in the power regeneration area to the non-intake throttle area during the regeneration process of the filter 41, the shortage of the engine output is caused by the motor by the second motor generator 53 as shown by the thick solid line in FIG. It can be seen that this is compensated by the assist of the driving force.

  Next, FIG. 8 shows a case where acceleration is performed from the operating point in the post injection region rE to the operating point in the intake throttle region rC in the power regeneration region during the regeneration process of the filter 41 (the operating region diagram in the upper left of FIG. 8). ), And how the driving force, the power regeneration amount by the first motor generator 52, the cylinder air amount, and the fuel injection amount change are shown as a model. The difference from FIG. 6 is that in FIG. 8, the intake air throttle is still performed before and after the acceleration, and the first motor generator 52 performs before the acceleration (until t0) and after the acceleration (after t2). There are two points that the power regeneration amount is constant at the first driving force regeneration amount L1, and the rest is basically the same as FIG.

  The shaded portion in the lower part of FIG. 8 shows post-injection in which a small amount of fuel is injected after main fuel injection. When such post-injection is performed, the first air amount Qa1 has a throttle valve opening that is greater than the intake throttle state. By slightly increasing the throttle valve 42 (opening the throttle valve 42 slightly from the intake throttle state), the post-injection amount is increased by an amount.

  The control of the regeneration process of the filter 41 accompanied by the power regeneration by the first motor generator 52 executed by the engine controller 31 will be described in detail with reference to a flowchart.

  FIG. 10 is for setting the filter regeneration flag, and is executed by the engine controller 31 at regular intervals (for example, every 10 msec).

  In step 1, the particulate collection amount PMi to the filter 41 is calculated based on the pressure loss ΔP detected by the differential pressure sensor 36.

  In step 2, the particulate collection amount PMi is compared with the target collection amount PMα. Here, the target collection amount PMα is determined in advance by experiments or the like according to the regeneration characteristics of the filter 41. If the particulate collection amount PMi does not reach the target collection amount PMα, the current process is terminated. The particulate collection amount PMi is increased by repeating the particulate collection amount PMi calculation. When the particulate collection amount PMi eventually exceeds the target collection amount PMα, the process proceeds to step 3 and proceeds to the regeneration phase, so that the regeneration flag (initially set to zero) = 1. To do.

  FIG. 11 is for performing the regeneration process of the filter 41, and is executed by the engine controller 31 at regular intervals (for example, every 10 msec). FIG. 11 is executed following FIG.

  In step 11, the reproduction flag set in FIG. When the reproduction flag = 0, the current process is terminated.

  When the regeneration flag = 1, the routine proceeds to step 12 where it is determined whether or not the operating condition determined from the engine speed and the load is in the natural regeneration region rA. If the driving condition at that time is in the natural regeneration region rA, the current process is terminated.

  When the driving condition is not in the natural regeneration region rA, the process proceeds from step 12 to step 13 and a map containing the contents shown in FIG. 12 is searched from the engine speed Ne and the engine load, thereby obtaining the power regeneration region in the filter regeneration process. A target excess air ratio λm is calculated.

  As shown in FIG. 12, the target excess air ratio λm in the power regeneration region during the filter regeneration process is set to 1.2 as the minimum value and the maximum value as 1.8. The value increases as the rotational speed Ne increases. The left side of the line with 1.2 is all 1.2 area, and the right side of the line with 1.8 is all 1.8 area. Here, 1.2 is a value near the excess air ratio at the smoke limit. The reason for setting the target excess air ratio λm in the power regeneration region during the filter regeneration process is to raise the exhaust temperature as combustion with almost no excess air in the power regeneration region during the regeneration process of the filter 41. is there.

  In step 14, the fuel injection amount Qf in the power regeneration region during the filter regeneration process is calculated by the following equation using the cylinder air amount Qa and the target excess air ratio λm in the power regeneration region during the filter regeneration process. .

Qf = Qa · λm / 17.7 (1)
The cylinder air amount Qa in the equation (1) can be obtained by adding the volume of the intake passage from the throttle valve position to the cylinder position and the turbo lag to the intake air amount detected by the air flow meter 35.

  In step 15, a target power regeneration amount Lm in the power regeneration region at the time of the filter regeneration process is calculated by searching a map having the contents shown in FIG. 13 from the engine speed Ne and the engine load.

  In FIG. 13, the XX cross section in which the rotation speed is constant is shown on the right side of FIG. 13. As shown on the right side of FIG. 13, the target power regeneration amount Lm in the power regeneration region during the filter regeneration process is the intake throttle region rC, the injection timing retard region rD, the post-injection in the power regeneration region during the filter regeneration process. The maximum value is taken in each of the three areas rE, and filter regeneration is performed from the boundary between the intake throttle area rC in the power regeneration area during the filter regeneration process and the non-intake throttle area rB in the power regeneration area during the filter regeneration process. It becomes smaller toward the boundary between the non-intake throttle area rB and the natural regeneration area rA in the power regeneration area during processing, and zero at the boundary between the non-intake throttle area rB and the natural regeneration area rA in the power regeneration area during filter regeneration processing. Is the value

  The reason why the target power regeneration amount Lm in the power regeneration region during the filter regeneration process is larger at the low load side in the non-intake throttle region rB in the power regeneration region during the filter regeneration process is as follows. is there. That is, the engine regeneration (driving force) is insufficient due to the power regeneration by the first motor generator 52 during the filter regeneration process, and the fuel is increased in order to compensate for the insufficient engine output. The original exhaust temperature is higher. Therefore, in order to raise the exhaust gas temperature to the required post-treatment temperature, a larger amount of fuel increase is required on the low load side. Correspondingly, the lower load side is in the power regeneration region during the filter regeneration process. This is because the target power regeneration amount Lm can be increased.

  In step 16, the acceleration flag (initially set to zero) is checked. Now, assuming that the acceleration flag = 0, the process proceeds to steps 17 and 18, and whether or not the operating condition is in the non-intake throttle area rB in the power regeneration area at the time of the filter regeneration process, and the operating condition is the filter regeneration in the previous time. It is checked whether or not the intake throttle area rC in the power regeneration area during processing is present. This time, the operating condition is in the non-intake throttle region rB in the power regeneration region in the filter regeneration process, and the previous operation was in the intake throttle region rC in the power regeneration region in the filter regeneration process, that is, in the filter regeneration process. In the power regeneration region, when the operating condition is switched from the intake throttle region rC to the non-intake throttle region rB, it is determined that acceleration has just started, and the routine proceeds to step 19 where the accelerating flag = 1. Here, the in-acceleration flag = 1 indicates that there is acceleration from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region in the filter regeneration process.

  In step 20, it is checked whether or not it is within a predetermined time from the start of acceleration. Here, the predetermined time is set in advance according to the turbo lag section.

  When it is within a predetermined time from the start of acceleration, it is determined that the vehicle is in the turbo lag section (intake air response delay section), and the routine proceeds to step 21 where the target power regeneration amount Lm in the power regeneration area during the filter regeneration process is corrected to decrease. This is because if the target power regeneration amount in the power regeneration region in the filter regeneration process is corrected to decrease during acceleration from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region during the filter regeneration process, it is likely that The engine output that can be taken out in the power regeneration area at the time of the filter regeneration process is increased, and the increase in the engine output compensates for the shortage of the engine output, and the non-intake throttle area from the intake throttle area rC in the power regeneration area at the time of the filter regeneration process. This is to meet the demand for increasing driving force during acceleration up to rB.

  In step 22, the target power regeneration amount Lm after the decrease correction in step 21 is compared with zero. If the target power regeneration amount Lm after the reduction correction is a positive value, the engine output (driving force) in the power regeneration region during the filter regeneration process by reducing the target power regeneration amount Lm in the power regeneration region during the filter regeneration process. In step 25, the fuel injection amount Qf after the reduction correction is converted into a command value and output to the nozzle 17, and the power regeneration amount by the first motor generator 52 is The command value is output to the motor controller 71 so that the target power regeneration amount Lm after the decrease correction in step 21 is obtained. In response to this command value, the motor controller 71 causes the first motor generator 52 to perform power regeneration via the inverter 60.

  On the other hand, when the target power regeneration amount Lm after the reduction correction is zero or a negative value in step 22, the correction correction of the target power regeneration amount Lm in the power regeneration region during the filter regeneration process can be actually performed. First, the engine output is insufficient in the power regeneration region at the time of the filter regeneration process, and an increase in driving force at the time of acceleration from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region at the time of the filter regeneration process is requested. It is determined that the response cannot be made, and the process proceeds to steps 23 and 24 to set the target power regeneration amount Lm = 0 in the power regeneration region during the filter regeneration process, and the motor assist using the second motor generator 53 is performed by the motor controller. After instructing 71, the operation of step 25 is executed. At this time, since the target power regeneration amount Lm = 0 in the power regeneration region during the filter regeneration process, power regeneration by the first motor generator 52 is not performed.

  When the acceleration flag is set to 1, the flow starts from step 16 to step 26 after the next time. In Steps 26 and 27, whether or not the operating condition is this time in the non-intake throttle area rB in the power regeneration area at the time of the filter regeneration process, and the previous operating condition is the non-intake throttle area in the power regeneration area at the time of the filter regeneration process. See if it was in rB. This time, the operating condition is in the non-intake throttle region rB in the power regeneration region during the filter regeneration process, and when the operating condition was in the non-intake throttle region rB in the power regeneration region during the filter regeneration process, that is, the filter regeneration is continued. When it is in the non-intake throttle area rB in the power regeneration area at the time of processing, the operations of steps 20 to 25 are executed. Subsequently, as long as it is in the non-intake throttle area rB in the power regeneration area during the filter regeneration process, the operations in steps 20 to 25 are repeated.

  Here, the details of the logic regarding the operation in step 21, that is, the reduction correction of the target power regeneration amount Lm at the time of acceleration from the intake throttle region rC in the power regeneration region to the non-intake throttle region rB in the filter regeneration process are as follows. Although not shown, as described above with reference to FIGS. 6 and 7, the target power regeneration amount in the intake throttle region rC in the power regeneration region during the filter regeneration process is the first power regeneration amount L1, and the power regeneration during the filter regeneration process. When the target power regeneration amount in the non-intake throttle region rB in the region is the second power regeneration amount L2, immediately after the start of acceleration from the intake throttle region rC in the power regeneration region to the non-intake throttle region rB in the filter regeneration process Is set to a third power regeneration amount L3 (or a fourth power regeneration amount L4) that is smaller than the second power regeneration amount L2, and this third power regeneration amount L3 (or, from the next time). A fourth power regeneration amount L4) as the initial value, Yuki increased by a predetermined amount [Delta] L, may do it formed a logic back to the second power regeneration amount L2 at the end timing of the predetermined time in step 20.

  Eventually, when a predetermined time has elapsed from the start of acceleration acceleration from the intake throttle region rC in the power regeneration region to the non-intake throttle region rB in the filter regeneration process in step 20 (when the turbo lag period ends), the filter regeneration process is performed. In order to finish the reduction correction of the target power regeneration amount Lm in the power regeneration region at the time, after the acceleration flag is set to 0 in step 29, the operation of step 25 is executed. That is, after a predetermined time has elapsed from the start of acceleration from the intake throttle region rC in the power regeneration region to the non-intake throttle region rB in the filter regeneration process, the fuel injection amount Qf calculated in step 14 and in step 15 The calculated target power regeneration amount Lm is output as it is.

  On the other hand, when the acceleration flag is 0, if it is not in the non-intake throttle area rB in the power regeneration area at the time of the filter regeneration process in step 17, the intake throttle area in the power regeneration area at the time of the filter regeneration process in step 18 If it is not rC, it is determined that the acceleration is not from the intake throttle region rC in the power regeneration region to the non-intake throttle region rB in the filter regeneration process, and the operation of step 25 is executed as it is. Further, when the acceleration flag = 1, when it is not in the non-intake throttle region rB in the power regeneration region during the filter regeneration process in step 26, the non-intake throttle in the power regeneration region during the filter regeneration process in step 27. If it is not in the region rB, it is determined that the operating condition has changed after entering the acceleration from the intake throttle region rC in the power regeneration region to the non-intake throttle region rB in the filter regeneration process, and the process proceeds to step 28 to accelerate. After setting the flag = 0, the operation of step 25 is executed.

  Here, the effect of this embodiment is demonstrated.

  According to the present embodiment (the invention described in claims 1 and 11), when the required load from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region during the regeneration process of the filter 41 is increased (acceleration time). )) Within a predetermined time from the start of acceleration from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region during the regeneration process of the filter 41 (the response delay interval of the intake air) ) To reduce the power regeneration amount by the first motor generator 52 (generator) (correction to reduce the load applied to the engine 1 and restore it to the original value) (steps 16, 17, 18, 19 in FIG. 11). 20, 21 and steps 16, 26, 27, 20, 21), since the driving force of the vehicle can be relatively increased, the intake air in the power regeneration region during the regeneration process of the filter 41 Ri can be performed delays less driving force supplied to the surge demand driving force when the increase in the required load to the non-intake throttle region rB than the region rC.

  Also, in preparation for the delay in the increase in intake air when the required load from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region during the regeneration process of the filter 41 increases, If the throttle valve opening is kept at a degree of excess air that is larger than the lowest excess air ratio in the intake throttle area rC in the power regeneration area, the throttle valve 42 cannot be closed to the limit opening, The exhaust temperature does not rise sufficiently during steady operation in the intake throttle region rC in the power regeneration region during the filter regeneration process, and the filter 41 cannot be efficiently regenerated. (Invention of Claims 1 and 11) Is the power regeneration amount by the first motor generator 52 (generator) corrected to decrease? It is possible to reduce the excess air ratio to the predetermined minimum excess air ratio in the intake throttle area rC in the power regeneration area during the regeneration process of the filter 41 (see step 13 and FIG. 12 in FIG. 11), and the filter regeneration process. During normal operation in the intake throttle region rC in the power regeneration region at the time, the exhaust temperature can be increased and the filter 41 can be efficiently regenerated.

  Thus, according to the present embodiment (the invention described in claims 1 and 11), when the required load from the intake throttle region rC in the power regeneration region to the non-intake throttle region rB in the regeneration process of the filter 41 is increased. Even when there is a turbo lag section (there is a response delay of intake air), regeneration of the filter 41 is performed while suppressing deterioration of fuel consumption in the hybrid vehicle by power regeneration by the first motor generator 52, and at the time of regeneration processing of the filter 41 A driving force with little delay can be output with respect to a sudden increase in driving force when the required load increases from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region.

  According to the present embodiment (the invention described in claims 2 and 12), the minimum excess air ratio in the intake throttle region rC in the power regeneration region during the regeneration process of the filter 41 is a value near the excess air ratio at the smoke limit. Further, according to the present embodiment (the invention described in claims 3 and 13), the minimum air excess ratio in the intake throttle region in the power regeneration region during the regeneration process of the filter 41 is 1.2. (Refer to FIG. 12) In the regeneration process of the filter 41, it is possible to reduce the excess air ratio in the intake throttle region rC in the power regeneration region to the extent that it does not exceed the smoke limit, and the exhaust temperature increases accordingly. Thus, the regeneration efficiency of the filter 41 is improved during steady operation in the intake throttle region rC in the power regeneration region during the regeneration process of the filter 41.

  According to the present embodiment (the inventions described in claims 4 and 14), the predetermined minimum excess air ratio is a value in the vicinity of the excess air ratio at the smoke limit, and the present embodiment (described in claims 5 and 15). According to the invention, the predetermined minimum excess air ratio is 1.2, so that the excess air ratio in the intake throttle area rC in the power regeneration area during the regeneration process of the filter 41 is fully within a range not exceeding the smoke limit. Since the exhaust temperature rises as much as possible, the regeneration of the filter 41 is performed when the required load increases from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region during the regeneration process of the filter 41. Increases efficiency.

  According to the present embodiment (the invention described in claims 6 and 16), the reducing component is supplied to the exhaust passage to the low load side region in the intake throttle region in the power regeneration region during the regeneration process of the filter 41. Thus, a post injection region rE for adding post injection after the main fuel injection is provided, and when performing post injection in this post injection region rE, the intake air amount is increased in accordance with the post injection amount. There is no shortage of the intake air amount relative to the fuel amount.

  According to the present embodiment (the invention described in claims 7 and 17), the second motor generator 53 (an electric motor connected to the drive shaft 57 of the vehicle) is provided, and the power regeneration region in the regeneration process of the filter 41 is provided. When there is a turbo lag when there is an increase in the required load from the intake throttle region rC to the non-intake throttle region rB (there is a response delay of intake air), power is reduced by correcting the reduction in power regeneration by the first motor generator 52 (generator). Since the second motor generator 53 (electric motor) assists the driving force of the vehicle when the engine output cannot be increased with good response even when the regeneration amount becomes zero (steps 16, 17, 18, 19, 20, 21, 22, 24 and steps 16, 26, 27, 20, 21, 22, and 24), and the operation of the filter 41 during the regeneration process If there is a turbo lag (there is a response delay of intake air) when the required load increases from the intake throttle region rC to the non-intake throttle region rB in the regeneration region, the power regeneration amount of the first motor generator 52 (generator) Even when the power regeneration amount becomes zero by the reduction correction, the desired driving force can be generated even when the engine output cannot be increased with good response.

  FIG. 14 is a flowchart of the second embodiment, which replaces FIG. 11 of the first embodiment. The same steps as those in FIG. 11 are given the same step numbers.

  The second embodiment is configured simply without distinguishing the areas. The difference from the first embodiment will be mainly described. In step 31, the actual engine output and the requested engine output are compared. Here, the actual engine output is calculated from the fuel injection amount Qf calculated in step 14. Simply, the actual engine output may be obtained in proportion to the fuel injection amount Qf. On the other hand, the required engine output can be obtained by searching a predetermined map using the engine speed and the fuel injection amount Qf as parameters.

  If the actual engine output satisfies the requested engine output (both are almost the same), the process is terminated, and if the actual engine output does not satisfy the requested engine output (the actual engine output is less than the requested engine output) Advances to step 21 to decrease and correct the target power regeneration amount Lm in the power regeneration region during the filter regeneration process.

  Here, when the actual engine output does not satisfy the required engine output, there is a response delay of the intake air when the required load increases so as to pass at least the intake throttle region rC in the power regeneration region during the filter regeneration process. Is the case. Therefore, the second embodiment has the same effect as the first embodiment.

  In the embodiment, the case where the minimum air excess ratio in the intake throttle area in the power regeneration area at the time of the filter regeneration process is a value in the vicinity of the smoke excess air excess ratio, but the power regeneration at the time of the filter regeneration process is described. The minimum air excess ratio in the intake throttle area in the area may be the smoke excess air excess ratio (the invention according to claims 2 and 12).

  In the embodiment, the case where the minimum air excess ratio in the intake throttle region in the power regeneration region during the filter regeneration process is 1.2 has been described. However, the intake throttle region in the power regeneration region during the filter regeneration process is described. The minimum excess air ratio may be 1.1 to 1.2 (inventions according to claims 3 and 13).

  In the embodiment, the case where the predetermined minimum excess air ratio is a value near the smoke limit excess air ratio has been described, but the predetermined minimum excess air ratio may be a smoke limit air excess ratio (claims). Item 14 or 14).

In the embodiment, the case where the predetermined minimum air excess ratio is 1.2 has been described, but the predetermined minimum air excess ratio may be 1.1 to 1.2 (claims 5 and 15). Invention)
The fuel injection processing procedure according to claim 1 is performed according to steps 13, 14, and 25 in FIGS. 11 and 14, and the regeneration amount decrease correction processing procedure is performed as steps 16, 17, 18, 19, 20, and 21 in FIG. 16, 26, 27, 20 and 21, or steps 31 and 21 in FIG. 14.

  The function of the fuel injection means according to claim 11 is according to steps 13, 14, and 25 in FIGS. 11 and 14, and the function of the regeneration amount decrease correction means is as steps 16, 17, 18, 19, 20, 21, It is also performed by steps 16, 26, 27, 20, 21 or steps 31, 21 of FIG.

The schematic block diagram of a hybrid vehicle provided with the exhaust gas purification apparatus of the diesel engine of one Embodiment of this invention. The schematic block diagram of a diesel engine. The characteristic figure of the smoke discharge with respect to the excess air ratio. The operation area | region figure at the time of filter reproduction | regeneration processing. The characteristic view for demonstrating the power regeneration in the intake throttle area | region in a power regeneration area | region at the time of a filter reproduction | regeneration process. The wave form diagram which shows the change at the time of the acceleration from the intake throttle area | region rC in the power regeneration area | region at the time of filter regeneration processing to the non-intake throttle area | region rB with a model. The wave form diagram which shows the change at the time of the acceleration from the intake throttle area | region rC in the power regeneration area | region at the time of filter regeneration processing to the non-intake throttle area | region rB with a model. The wave form diagram which shows the change at the time of the acceleration from the post injection area | region rE in the power regeneration area | region at the time of a filter regeneration process to the intake throttle area | region rC with a model. FIG. 8 is a waveform diagram showing changes during actual acceleration from the intake throttle region rC to the non-intake throttle region rB in the power regeneration region during the filter regeneration process corresponding to FIG. 7. The flowchart for demonstrating the setting of a reproduction | regeneration flag. The flowchart for demonstrating the reproduction | regeneration process of a filter. The characteristic view of the target excess air ratio in the power regeneration area | region at the time of the regeneration process of a filter. The characteristic view of the target power regeneration amount in the power regeneration area | region at the time of the regeneration process of a filter. The flowchart for demonstrating the regeneration process of the filter of 2nd Embodiment.

Explanation of symbols

1 engine 17 nozzle (fuel injection valve)
31 Engine controller 41 Filter 52 First motor generator (generator)
53 Second motor generator (electric motor)

Claims (20)

A filter that collects particulates in the exhaust of a diesel engine;
A generator that generates electricity by the driving force of the diesel engine;
In the exhaust aftertreatment method of a diesel engine having
As an operation region at the time of regeneration processing of the filter, it is a region on the low load side in the power regeneration region where the load on the engine is increased by power regeneration by the generator so that the excess air ratio decreases as the load decreases. An intake throttle area for performing intake throttle on
A non-intake throttle area that is the high load side area in the power regeneration area and does not perform the intake throttle,
When there is a response delay of intake air when the required load increases so as to pass at least the intake throttle area in the power regeneration area during the regeneration process of the filter, the excess air ratio does not fall below the predetermined minimum excess air ratio. A fuel injection processing procedure for injecting fuel into
A diesel engine exhaust gas purification method comprising: a power regeneration amount reduction correction processing procedure for reducing and correcting a power regeneration amount by the generator in a response delay section of the intake air.   The minimum air excess ratio in the intake throttle area in the power regeneration area during the regeneration process of the filter is a smoke excess air excess ratio or a value in the vicinity of the smoke limit air excess ratio. Of diesel engine exhaust purification.   2. The exhaust purification method for a diesel engine according to claim 1, wherein the minimum air excess ratio in the intake throttle region in the power regeneration region during the regeneration process of the filter is 1.1 to 1.2.   The diesel engine exhaust according to any one of claims 1 to 3, wherein the predetermined minimum excess air ratio is a smoke limit excess air ratio or a value in the vicinity of the smoke limit excess air ratio. Purification method.   The exhaust purification method for a diesel engine according to any one of claims 1 to 3, wherein the predetermined minimum excess air ratio is 1.1 to 1.2. A post-injection region for adding post-injection after main fuel injection so that the reducing component is supplied to the exhaust passage in a region on the low load side in the intake throttle region in the power regeneration region during the regeneration process of the filter,
6. The exhaust purification method for a diesel engine according to claim 1, wherein when the post injection is performed in the post injection region, the intake air amount is increased in accordance with the post injection amount. An electric motor coupled to the drive shaft of the vehicle;
When there is a response delay of intake air when the required load from the intake throttle area to the non-intake throttle area in the power regeneration area increases during the regeneration process of the filter, the power regeneration is corrected by reducing the power regeneration amount by the generator. The diesel engine according to any one of claims 1 to 6, wherein the driving force of the vehicle is assisted by the electric motor when the engine output cannot be increased with good response even when the amount becomes zero. Exhaust purification method.   8. The exhaust purification method for a diesel engine according to claim 7, wherein the electric motor is an electric motor / generator that also serves as the generator.   The method for purifying exhaust gas of a diesel engine according to any one of claims 1 to 8, wherein when the response delay of the intake air is eliminated, the correction of decrease in the power regeneration amount by the generator is stopped.   The diesel engine exhaust gas purification method according to any one of claims 1 to 9, wherein, when a turbocharger is provided, the response delay of the intake air is a turbo lag. A filter that collects particulates in the exhaust of a diesel engine;
A generator that generates electricity by the driving force of the diesel engine;
In an exhaust aftertreatment device of a diesel engine having
As an operation region at the time of regeneration processing of the filter, it is a region on the low load side in the power regeneration region where the load on the engine is increased by power regeneration by the generator so that the excess air ratio decreases as the load decreases. An intake throttle area for performing intake throttle on
Similarly, a non-intake throttle area that is a high load side area in the power regeneration area and does not perform the intake throttle,
When there is a response delay of intake air when the required load increases so as to pass at least the intake throttle area in the power regeneration area during the regeneration process of the filter, the excess air ratio does not fall below the predetermined minimum excess air ratio. Fuel injection means for injecting fuel into
A diesel engine exhaust gas purification apparatus comprising: a power regeneration amount decrease correction unit that decreases and corrects a power regeneration amount by the generator in a response delay section of the intake air.   12. The minimum air excess ratio in the intake throttle area in the power regeneration area during the regeneration process of the filter is a smoke limit air excess ratio or a value in the vicinity of the smoke limit air excess ratio. Diesel engine exhaust purification system.   The exhaust emission control device for a diesel engine according to claim 11, wherein the minimum air excess ratio in the intake throttle region in the power regeneration region during the regeneration process of the filter is 1.1 to 1.2.   The diesel engine exhaust according to any one of claims 11 to 13, wherein the predetermined minimum excess air ratio is a smoke limit excess air ratio or a value in the vicinity of the smoke limit excess air ratio. Purification equipment.   The diesel engine exhaust gas purification apparatus according to any one of claims 11 to 13, wherein the predetermined minimum excess air ratio is 1.1 to 1.2. A post-injection region for adding post-injection after main fuel injection so that the reducing component is supplied to the exhaust passage in a region on the low load side in the intake throttle region in the power regeneration region during the regeneration process of the filter,
The exhaust purification device for a diesel engine according to any one of claims 11 to 15, wherein when performing post injection in the post injection region, the intake air amount is increased in accordance with the post injection amount. An electric motor coupled to the drive shaft of the vehicle;
When there is a response delay of intake air when the required load from the intake throttle area to the non-intake throttle area in the power regeneration area increases during the regeneration process of the filter, the power regeneration is corrected by reducing the power regeneration amount by the generator. The diesel engine according to any one of claims 11 to 16, wherein the driving force of the vehicle is assisted by the electric motor when the engine output cannot be increased with good response even when the amount becomes zero. Exhaust purification equipment.   The exhaust purification device for a diesel engine according to claim 17, wherein the electric motor is an electric motor / generator that also serves as the generator.   The exhaust emission control device for a diesel engine according to any one of claims 11 to 18, wherein when the response delay of the intake air is resolved, the correction of decrease in the power regeneration amount by the generator is stopped.   The exhaust purification device for a diesel engine according to any one of claims 11 to 19, wherein, when a turbocharger is provided, the response delay of the intake air is a turbo lag.

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