JP2008169848A - Hc supply control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a HC (hydrocarbon) supply control device for avoiding the occurrence of white smoke during exhaust temperature increasing control. <P>SOLUTION: The HC supply control device comprises an after-treatment device 30 having a catalyst, an exhaust temperature detecting means 34, a HC supply means 6 for supplying HC to the catalyst to increase an exhaust temperature, and a control means 12 for controlling a HC supply amount. The control means 12 executes exhaust temperature increasing control with HC supply by the HC supply means 6 when the exhaust temperature detected by the exhaust temperature detecting means 34 is lower than the activating temperature of the catalyst. At this time, it determines a target HC supply amount of the HC supply means 6 in accordance with a difference between a target exhaust temperature and an actual exhaust temperature detected by the exhaust temperature detecting means 34 and previously determines an upper limit value for the HC supply amount of the HC supply means 6 in accordance with the actual exhaust temperature, then controls the actual HC supply amount to be the upper limit value when the target HC supply amount is the upper limit value or greater, and also controls the actual HC supply amount to be the target HC supply amount when the target HC supply amount is smaller than the upper limit value. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an HC supply control device for a diesel engine provided with an exhaust gas aftertreatment device.

  In diesel engines, the reduction of particulate matter (hereinafter referred to as PM), nitrogen oxides (NOx), HC, and the like contained in exhaust gas is a major issue, and various aftertreatment devices are used to reduce these. Proposed.

  For example, a so-called continuous regeneration type DPF (diesel particulate filter) is disposed on the downstream side of an oxidation catalyst for oxidizing HC in exhaust gas, and in the exhaust gas. A filter with a catalyst for collecting and oxidizing and removing PM is provided. In such a continuous regeneration type DPF, HC in exhaust gas is first oxidized and removed by an oxidation catalyst, and then PM in exhaust gas is collected by a filter with catalyst. The PM collected by the action of the catalyst carried on the filter is oxidized and removed to regenerate itself.

  By the way, in an aftertreatment device using the action of a catalyst such as this continuous regeneration type DPF, a sufficient exhaust purification effect can be obtained unless the temperature of the exhaust gas is the activation temperature of the catalyst (for example, 250 ° or more). Can not. For example, when the exhaust gas temperature is low, such as immediately after starting the engine or during low-load running, PM collected by the filter with catalyst cannot be removed by oxidation, and the filter may be clogged.

  Therefore, conventionally, when the exhaust temperature does not reach the activation temperature of the catalyst of the aftertreatment device, the post-injection (catalyst fuel injection) is executed after the compression top dead center to raise the exhaust temperature separately from the normal fuel injection. I was letting. Since a large amount of unburned gas (HC) is discharged by post-injection, a lot of HC is oxidized by the oxidation catalyst, and the exhaust temperature rises due to the reaction heat.

Japanese Patent Laid-Open No. 10-288031 Japanese Patent Laid-Open No. 10-288067

  By the way, when performing the post-injection, it is common to determine the post-injection injection amount based on the difference between the target exhaust temperature (catalytic activation temperature) and the actual exhaust temperature. Accordingly, when the difference between the target exhaust temperature and the actual exhaust temperature is relatively large, such as immediately after the start of the exhaust temperature increase control by the post injection, a relatively large amount of post injection is performed.

  However, when the difference between the target exhaust gas temperature and the actual exhaust gas temperature is large, the temperature of the oxidation catalyst is low, so that the HC processing capacity is low. For this reason, when a large amount of post-injection is performed, a quantity of HC exceeding the processing capacity of the oxidation catalyst is discharged, and there is a problem that HC that cannot be processed is discharged as white smoke.

  Therefore, the object of the present invention is to solve the above-mentioned problems, and to perform exhaust temperature increase control by post-injection in order to ensure the purification ability of the aftertreatment device, and to prevent generation of white smoke during exhaust temperature increase control. It is to provide an HC supply control device.

To achieve the above object, the present invention provides an aftertreatment device that is provided in an exhaust passage of an internal combustion engine and purifies exhaust gas by the action of a catalyst, and an exhaust temperature that detects the temperature of the exhaust gas that passes through the aftertreatment device. Detection means, HC supply means for increasing the exhaust temperature by supplying HC to the catalyst, and control means for controlling the amount of HC supplied by the HC supply means, the control means comprising the exhaust temperature detection In an HC supply control device that executes exhaust temperature increase control for increasing the exhaust temperature by supplying HC by the HC supply means when the exhaust temperature detected by the means is lower than the activation temperature of the catalyst of the aftertreatment device ,
The control means performs the target HC supply of the HC supply means based on the difference between at least the target exhaust temperature and the actual exhaust temperature detected by the exhaust temperature detection means when executing the exhaust temperature increase control. An upper limit value of the HC supply amount of the HC supply means is determined in advance based on at least the actual exhaust temperature detected by the exhaust temperature detection means, and the target HC supply amount is greater than or equal to the upper limit value. In some cases, control is performed so that the actual HC supply amount of the HC supply means becomes the upper limit value, and when the target HC supply amount is smaller than the upper limit value, the actual HC supply amount of the HC supply means is the target HC. It is controlled so as to be a supply amount.

  Here, the HC supply means comprises a fuel injection valve that injects fuel into the combustion chamber to drive the internal combustion engine, and the control means has the exhaust temperature detected by the exhaust temperature detection means as the post-processing. When the temperature is lower than the activation temperature of the catalyst of the apparatus, the HC supply unit may separately perform post-injection after normal fuel injection by the fuel injection valve.

  Further, it is preferable that the upper limit value increases as the exhaust gas temperature detected by the exhaust gas temperature detecting means increases.

  The control means determines the basic HC supply amount of the HC supply means on the basis of operating conditions such as the load and rotation speed of the internal combustion engine when executing the exhaust temperature increase control, A correction term including at least an integral term of the HC supply amount of the HC supply means is calculated based on a deviation between the exhaust temperature to be detected and the actual exhaust temperature detected by the exhaust temperature detection means, and the basic HC supply amount and the correction are calculated. The target HC supply amount for the post-injection is determined by adding the term and when the target HC supply amount is not less than the upper limit value or less than the lower limit value and the deviation is negative, the integration term is integrated. It is preferable not to do so.

  According to the present invention, it is possible to perform exhaust temperature increase control by post-injection in order to ensure the purification capacity of the aftertreatment device, and to prevent the occurrence of white smoke and torque fluctuation during the exhaust temperature increase control. It is something that demonstrates.

  Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram of an HC supply control device (fuel injection control device) of the present embodiment and an internal combustion engine including the same.

  An engine (internal combustion engine) E to which the fuel injection control device of this embodiment is applied is a six-cylinder diesel engine provided with a common rail fuel injection device.

  The fuel injection control device of this embodiment is connected to a supply pump 5 for supplying fuel from a fuel tank (not shown) to the common rail 7 and a plurality of common rails 7 and injects fuel into the combustion chamber of each cylinder of the engine E. A fuel injection valve (injector) 6 is provided.

  The supply pump 5 is a pressure regulating pump capable of adjusting the discharge pressure, and the discharge pressure is controlled by a controller (control means) 12.

  The common rail 7 is provided with a pressure sensor 11. The fuel pressure in the common rail 7 is detected by the pressure sensor 11, and the detected value is input to the controller 12.

  Each fuel injection valve 6 is connected to a controller 12 and is controlled (driven) by a drive signal output from the controller 12. The controller 12 is connected to detection means such as an engine rotation sensor 16 that detects the rotational speed of the engine E, an accelerator opening sensor 17 that detects the accelerator opening (engine load) of the vehicle, and the like. 17 detected values are input to the controller 12. Based on the actual engine rotation speed detected by the engine rotation sensor 16 and the actual accelerator opening detected by the accelerator opening sensor 17, the controller 12 calculates the fuel injection amount from the normal fuel injection map inputted in advance. And the fuel injection timing (timing) is determined. Then, the controller 12 outputs a drive signal to each fuel injection valve 6 according to the fuel injection amount and the fuel injection timing.

  The exhaust port of each cylinder of the engine E is connected to one collective exhaust pipe (exhaust passage) 24 through an exhaust manifold 23, and a post-processing device 30 for purifying exhaust gas is disposed in the middle of the collective exhaust pipe 24. Provided. The post-treatment device 30 of the present embodiment includes a casing 31 formed continuously with the collective exhaust pipe 24 and an oxidation catalyst 32 that is disposed upstream of the casing 31 and oxidizes HC in the exhaust gas. And a so-called continuous regeneration type DPF, which is provided downstream of the oxidation catalyst 32 in the casing 31 and includes a filter 33 with a catalyst that collects PM in the exhaust gas and oxidizes and removes it. Is. As the filter with catalyst 33, for example, a monolith honeycomb type wall flow type filter made of ceramic, a fiber type filter in which ceramic or metal is made into a fiber, or the like, a catalyst such as zeolite is supported.

  When the exhaust gas passes through the DPF 30, HC in the exhaust gas is first oxidized and removed by the action of the oxidation catalyst 32. Subsequently, PM in the exhaust gas is collected by the filter 33, and the collected PM is oxidized and removed by the action of the catalyst.

  Between the oxidation catalyst 32 of the DPF 30 and the filter with catalyst 33, a sensor (exhaust temperature detection means) 34 for detecting the temperature of the exhaust gas at the inlet of the filter with catalyst 33 is provided. Is transmitted to the controller 12.

  In FIG. 1, the intake pipe of the engine E is omitted.

  Now, as explained in the section of “Prior Art”, in the DPF 30 utilizing the action of the catalyst, the temperature of the exhaust gas passing through the DPF 30 (hereinafter simply referred to as the exhaust temperature) is the catalyst activation temperature (for example, 250 °). If not, PM collected by the filter 33 with catalyst cannot be oxidized and removed and cannot be self-regenerated. Therefore, when the amount of PM collected by the filter with catalyst 33 reaches a certain amount, exhaust temperature increase control by post-injection (catalyst fuel injection) is executed to forcibly regenerate the filter with catalyst 33. That is, apart from normal fuel injection according to the fuel injection map, post-injection is performed after compression top dead center to supply unburned gas (HC) to the oxidation catalyst 32, and the reaction heat of HC in the oxidation catalyst 32. Use to increase the exhaust temperature. Thus, the fuel injection valve 6 of the present embodiment also has a function as the HC supply means in “Claims”.

  Note that “normal fuel injection” in this specification is a generic term for all injections except post-injection. In other words, when the exhaust temperature rise control is not executed, it means main injection if it is an engine that performs only main injection, and if it is an engine that performs multiple injections such as pre-injection and main injection, It means fuel injection that combines all injections.

  Now, if the amount of PM trapped in the filter 33 with catalyst is calculated from the pressure loss at the inlet / outlet of the DPF 30 at regular intervals or every predetermined period, and it is determined that the accumulated amount of PM has reached a predetermined value or more. The exhaust temperature rise control is executed. Of course, if the exhaust temperature at the inlet portion of the filter 33 with catalyst detected by the sensor 34 is higher than the activation temperature of the catalyst, the exhaust temperature increase control is not executed.

  During the exhaust gas temperature increase control, the controller 12 determines the injection amount and the injection timing of the normal fuel injection according to the normal fuel injection map, while feeding back the actual exhaust gas temperature detected by the sensor 34 to perform the post injection (catalyst). The target injection amount and injection timing of fuel injection) are determined. Further, the controller 12 determines the upper limit value of the post-injection injection amount (upper limit value of the HC supply amount) based on the actual exhaust temperature detected by the sensor 34, and determines the actual post-injection injection amount based on the upper limit value. Restrict. Specifically, the controller 12 compares the target injection amount (target HC supply amount) with the upper limit value, and when the target injection amount is equal to or higher than the upper limit value, the actual post-injection injection amount becomes the upper limit value. Thus, when the target injection amount is smaller than the upper limit value, the signal is output to the fuel injection valve 6 so that the actual post-injection injection amount becomes the target injection amount. Therefore, the actual post-injection amount is always a value equal to or less than the upper limit value.

  This upper limit value is an injection amount of post-injection in which substantially the maximum amount of HC that can be processed by the oxidation catalyst 32 is discharged, and changes according to a change in the processing capacity of the oxidation catalyst 32 (which is substantially proportional to the exhaust gas temperature). Therefore, if the amount of post-injection is less than or equal to the upper limit value, all discharged HC is oxidized by the oxidation catalyst 32 and is not discharged as white smoke.

  A method for determining the injection amount of the post-injection during the exhaust gas temperature increase control will be described with reference to FIGS.

  First, as shown in FIG. 2, the post-injection from the map M1 is performed based on the actual exhaust temperature “Exh Tmp” detected by the sensor 34 and the actual engine rotational speed “Eng rpm” detected by the engine rotational sensor 16. The upper limit “Post Q Limit” of the injection amount is uniquely determined. As described above, the upper limit “Post Q Limit” is the maximum injection amount at which white smoke is not generated, and the map M1 is created based on data obtained in advance through tests or the like.

  FIG. 3 shows an example of the map M1.

  Usually, the treatment capacity of the catalyst depends on the catalyst temperature and the flow rate of the exhaust gas. The higher the catalyst temperature, the higher the treatment capacity, and the smaller the exhaust gas flow rate, the higher the treatment capacity tends to be. Therefore, normally, as shown in FIG. 3, the upper limit “Post Q Limit” increases as the exhaust temperature at the inlet of the catalyst-equipped filter 33 (which is substantially proportional to the temperature of the oxidation catalyst 32) increases, and the engine speed “ The map M1 is created such that the higher the “Eng rpm” (which is substantially proportional to the exhaust gas flow rate), the lower the upper limit “Post Q Limit”.

  Returning to FIG. 2, from the map M2 based on the total injection amount “Total Q” of normal fuel injection determined from the normal fuel injection map and the actual engine speed “Eng rpm” detected by the engine speed sensor 16 The basic injection amount (basic HC supply amount) “Base Post Q” for post-injection is uniquely determined. Further, each correction term (proportional term “Post QP”, integral term “Post QI” and differential term) of the injection amount of the post-injection based on the deviation between the target exhaust temperature and the actual exhaust temperature detected by the sensor 34, etc. The term “Post QD”) is calculated respectively. Then, the basic injection amount “Base Post Q” and all the correction terms (“Post QP”, “Post QI”, “Post QD”) are added to determine the target injection amount “Post Q Target” for post-injection. Is done.

  The basic injection amount “Base Post Q” is an injection amount necessary for raising the actual exhaust temperature to the target exhaust temperature, and a map M2 is created based on data obtained in advance by a test or the like. Usually, the basic injection amount “Base Post Q” decreases as the total injection amount “Total Q” of normal fuel injection increases, and decreases as the engine speed “Eng rpm” increases.

  The total fuel injection amount “Total Q” of the normal fuel injection is the actual engine rotation speed “Eng rpm” detected by the engine rotation sensor 16 and the actual accelerator opening detected by the accelerator opening sensor 17. In other words, the basic injection amount “Base Post Q” of the post-injection is determined based on the engine speed and the accelerator opening (engine load).

  The controller 12 compares the post-injection upper limit “Post Q Limit” determined from the map M1 with the post-injection target injection amount “Post Q Target”. Then, the smaller one of the two values is selected as the final determined injection amount “Final Post Q” to be finally controlled. Accordingly, the controller 12 outputs a signal to the fuel injection valve 6 in accordance with the final determined injection amount “Final Post Q”. In other words, the fuel injection valve 6 is energized for a period corresponding to the final determined injection amount “Final Post Q”.

  When the exhaust temperature increase control mode (DPF Mode) is OFF, the switch S1 is switched to the other side, and the final determined injection amount “Final Post Q” becomes zero. This is because the post-injection is naturally not performed unless the exhaust gas temperature rise control is in progress.

  Next, a method for determining the integral term “Post Q I” in FIG. 2 will be described with reference to FIG.

  First, a deviation ΔT between the target exhaust temperature “Desired Exh Tmp” at the inlet of the filter 33 with catalyst and the actual exhaust temperature “Exh Tmp” at the inlet of the filter 33 with catalyst detected by the sensor 34 is calculated. Based on the deviation ΔT, the current value “New Value” of the integral term is uniquely determined from the map M3. Then, the integral value “Post Q I” is determined by adding the previous value “Old Value” to the current value “New Value”. The upper limit and lower limit values of the integral term “Post Q I” are limited by the limiter L.

  Here, in the present embodiment, when the target injection amount “Post Q Target” is equal to or larger than the upper limit value “Post Q Limit”, integration of the integral term “Post Q I” is prohibited. That is, when the target injection amount “Post Q Target” is equal to or larger than the upper limit value “Post Q Limit”, the switch S2 is switched to the 1 side, and the previous value “Old Value” is determined as it is as the integral term “Post QI”. The In short, new addition of the current value “New Value” is prohibited. As described above, when the target injection amount “Post Q Target” is equal to or larger than the upper limit value “Post Q Limit”, the actual post-injection amount is smaller than the target injection amount “Post Q Target”. This is because the integral term “Post QI” and the target injection amount “Post Q Target” become larger values if integration of the integral term is performed during this period because the “Q Limit” is controlled.

  Further, in the present embodiment, even when the target injection amount “Post Q Target” is equal to or less than a predetermined lower limit value and the deviation ΔT is negative, new addition of the current value “New Value” is prohibited. . This is to prevent over-integration on the negative side of the integral term “Post Q I”.

  Now, an example of changes in the actual exhaust temperature and the post-injection amount when the exhaust temperature increase control by the fuel injection control device of the present embodiment is executed will be described with reference to FIG.

  In the figure, the horizontal axis is time t, and the vertical axis is the exhaust temperature at the upper stage and the post-injection amount at the lower stage.

  At time t1, the exhaust temperature “Exh Tmp” at the inlet of the catalyst-equipped filter 33 detected by the sensor 34 is lower than the target exhaust temperature “Desired Exh Tmp” and is collected by the catalyst-equipped filter 33 of the DPF 30. It is assumed that the exhaust gas temperature increase control by the post-injection is started because the amount of PM has reached a predetermined amount.

  The controller 12 determines the target injection amount “Post Q Target” and the upper limit value “Post Q Limit” of the post injection according to the block diagram of FIG. In the figure, immediately after starting the exhaust gas temperature increase control, the difference ΔT between the target exhaust gas temperature “Desired Exh Tmp” and the actual exhaust gas temperature “Exh Tmp” is relatively large, and the target injection amount “Post Q Target” It becomes a value larger than the upper limit “Post Q Limit” of the injection amount. For this reason, the controller 12 selects the upper limit value “Post Q Limit” as the final determined injection amount “Final Post Q” and outputs a signal to the fuel injection valve 6 according to the upper limit value “Post Q Limit”.

  When post-injection is executed according to the upper limit “Post Q Limit”, HC is discharged into the exhaust gas, the HC is oxidized by the oxidation catalyst 32, and the exhaust temperature gradually rises due to the reaction heat. At this time, the amount of HC to be discharged is an amount corresponding to the processing capacity of the oxidation catalyst 32, and no white smoke is generated.

  As the exhaust gas temperature increases, the capacity of the oxidation catalyst 32 increases, and the upper limit “Post Q Limit” also increases. As described above, while the upper limit value “Post Q Limit” is smaller than the target injection amount “Post Q Target”, addition (integration) of the current value “New Value” of the integral term in FIG. 4 is not performed. . Immediately after the exhaust gas temperature increase control is started, the previous value “Old Value” of the integral term is 0, so that the integral term is 0 while the upper limit “Post Q Limit” is smaller than the target injection amount “Post Q Target”. Become.

  At time t2, when the upper limit value “Post Q Limit” and the target injection amount “Post Q Target” are reversed and the target injection amount “Post Q Target” becomes smaller than the upper limit value “Post Q Limit”, The controller 12 selects the target injection amount “Post Q Target” as the final determined injection amount “Final Post Q”, and outputs a signal to the fuel injection valve 6 according to the target injection amount “Post Q Target”. Then, integration of the integral term is started from time t2. That is, feedback control is performed so that the actual exhaust temperature “Exh Tmp” becomes the target exhaust temperature “Desired Exh Tmp”. Further, since the target injection amount “Post Q Target” at this time is smaller than the upper limit value “Post Q Limit”, naturally, the amount of HC discharged is an amount that can be processed by the oxidation catalyst 32, and white smoke is generated. Never do.

  As a result, the actual post-injection amount changes as indicated by the solid line in the figure.

  As described above, according to the fuel injection control device of the present embodiment, the injection amount of the post-injection is limited according to the processing capacity of the oxidation catalyst 32, so that no white smoke is generated during the exhaust gas temperature increase control.

  Furthermore, immediately after the start of the exhaust gas temperature increase control, the amount of post-injection is limited to a relatively small amount, so that torque fluctuation due to the post-injection is small and drivability can be prevented from deteriorating.

  The present invention is not limited to the embodiments described above, and various modifications can be considered.

  For example, instead of detecting the temperature of the exhaust gas passing through the aftertreatment device 30 by the sensor 34, it is conceivable to calculate from the rotational speed and load of the engine E.

  Moreover, in the said embodiment, the type which uses the fuel injection valve 6 which injects a fuel in a combustion chamber in order to drive the engine E as a fuel injection valve for catalysts which supplies a fuel to the oxidation catalyst 32 and raises exhaust gas temperature is used. Although shown, the invention is not limited in this respect. For example, when a catalyst fuel injection valve is provided in the exhaust passage 24 on the upstream side of the post-treatment device 30 separately from the fuel injection valve 6 and exhaust gas temperature rise control is performed, the catalyst fuel by the catalyst fuel injection valve is used. It is applicable also to the type which performs injection.

  In the above embodiment, the example in which the PID control using the proportional term P, the integral term I, and the differential term D as the correction term for the injection amount of the post-injection has been described. However, the present invention is not limited in this respect, and the integral I control using only the term I and PI control using the proportional term P and the integral term I may be performed.

  Furthermore, the aftertreatment device is not limited to the one described above, and can be applied to an engine equipped with another type of aftertreatment device as long as it utilizes the action of a catalyst.

1 is a schematic view of a fuel injection control device according to an embodiment of the present invention and an internal combustion engine including the same. It is a block diagram which determines the injection quantity of post injection. It is an example of the map used for determination of the upper limit of the injection quantity of post injection. It is a block diagram for determining the integral term of the target injection amount of post-injection. It is a graph which shows the change of exhaust temperature when the exhaust temperature rise control which concerns on this embodiment is performed, and after-injection amount.

Explanation of symbols

6 Fuel injection valve (fuel injection valve for catalyst, HC supply means)
7 Common rail 12 Control means (controller)
16 Engine rotation sensor 24 Exhaust passage (collective exhaust pipe)
30 Post-processing device 32 Oxidation catalyst 33 Filter 34 with catalyst Exhaust temperature detection means (sensor)
E Internal combustion engine

Claims (4)

An aftertreatment device that is provided in an exhaust passage of the internal combustion engine and purifies the exhaust gas by the action of a catalyst, an exhaust temperature detection means that detects the temperature of the exhaust gas that passes through the aftertreatment device, and supplies HC to the catalyst HC supply means for raising the exhaust gas temperature and control means for controlling the amount of HC supplied by the HC supply means, wherein the control means detects the exhaust temperature detected by the exhaust temperature detection means in the post-processing. In an HC supply control device that executes exhaust temperature increase control for increasing the exhaust temperature by supplying HC by the HC supply means when the activation temperature of the catalyst of the device is lower,
The control means performs the target HC supply of the HC supply means based on the difference between at least the target exhaust temperature and the actual exhaust temperature detected by the exhaust temperature detection means when executing the exhaust temperature increase control. An upper limit value of the HC supply amount of the HC supply means is determined in advance based on at least the actual exhaust temperature detected by the exhaust temperature detection means, and the target HC supply amount is greater than or equal to the upper limit value. In some cases, control is performed so that the actual HC supply amount of the HC supply means becomes the upper limit value, and when the target HC supply amount is smaller than the upper limit value, the actual HC supply amount of the HC supply means is the target HC. An HC supply control device that controls the supply amount.   The HC supply means comprises a fuel injection valve for injecting fuel into the combustion chamber to drive the internal combustion engine, and the control means has an exhaust temperature detected by the exhaust temperature detection means as a catalyst of the post-treatment device. 2. The HC supply control device according to claim 1, wherein, when the temperature is lower than the activation temperature of the first, the post-injection is separately performed after the normal fuel injection by the fuel injection valve as the HC supply means.   The HC supply control device according to claim 1 or 2, wherein the upper limit value increases as the exhaust temperature detected by the exhaust temperature detecting means increases.   The control means determines the basic HC supply amount of the HC supply means based on the operating state such as the load and the rotational speed of the internal combustion engine when executing the exhaust temperature rise control, and the target exhaust gas A correction term including at least an integral term of the HC supply amount of the HC supply means is calculated based on a deviation between the temperature and the actual exhaust temperature detected by the exhaust temperature detection means, and the basic HC supply amount and the correction term are calculated. Is added to determine the target HC supply amount for the post-injection. When the target HC supply amount is not less than the upper limit value or less than the lower limit value and the deviation is negative, the integral term is not integrated. The HC supply control device according to claim 1.

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