JP2012177323A - Exhaust emission control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To clean up exhaust emissions when a fuel adding means such as a fuel adding valve and a heating means such as a glow plug are provided upstream of an exhaust passage relative to an exhaust treatment device, while taking into consideration of particulate matters that are caused by the operation of those devices.SOLUTION: An exhaust emission control device 1 for an internal combustion engine includes: a particulate amount estimating means for estimating a particulate amount that is caused by the operation of the fuel adding valve 42 and the glow plug 44 that are provided upstream relative to the exhaust treatment device 30 provided in the exhaust passage 18 and functioning to collect particulate matters; a total amount estimating means for estimating a total amount of particulate matters of the exhaust treatment device based on the particulate amount estimated by the particulate amount estimating means; and a control means for controlling the operation of the fuel adding means and the heating means based on the total amount of particulate matters estimated by the total amount estimating device.

Description

  The present invention relates to an exhaust gas purification apparatus for an internal combustion engine including an exhaust gas processing apparatus having a function of purifying exhaust gas.

  An exhaust treatment device having a function of purifying exhaust gas is generally provided in an exhaust passage of the internal combustion engine. Examples of the exhaust treatment device include so-called oxidation catalysts, HC adsorption catalysts, particulate filters, and NOx catalysts.

  In some cases, a fuel addition valve and a glow plug are provided upstream of such an exhaust treatment device (see, for example, Patent Document 1). In this case, fuel is added from the fuel addition valve, and heat can be applied to the added fuel by a glow plug. Such fuel addition valves and glow plugs can be used to heat the exhaust treatment device.

JP 2010-163967 A

  As described above, particulate matter (PM, particulates) such as soot can be generated by heating the fuel added by the fuel addition valve provided in the exhaust passage by the glow plug. Such particulate matter flows into the exhaust treatment device. Therefore, it is desirable to consider the presence of such particulate matter when purifying exhaust gas.

  Therefore, the present invention was devised in view of such a point, and an object thereof is to provide a fuel addition means such as a fuel addition valve and a heating means such as a glow plug upstream of the exhaust treatment device in the exhaust passage. When provided, exhaust gas purification is performed in consideration of particulate matter generated by these operations.

  According to one aspect of the present invention, an exhaust treatment device having a function of collecting particulate matter provided in an exhaust passage, fuel addition means provided upstream of the exhaust purification device, and the fuel A heating means provided between the adding means and the exhaust treatment device, a particulate matter amount estimating means for estimating the amount of particulate matter generated by the operation of the fuel adding means and the heating means, and the particulate matter A total amount estimating means for estimating a total amount of the particulate matter in the exhaust treatment device based on the amount of the particulate matter estimated by the amount estimating means, and a total amount of the particulate matter estimated by the total amount estimating means. An exhaust emission control device for an internal combustion engine is provided, comprising control means for controlling the operation of the fuel addition means and the heating means.

  The particulate matter amount estimation means may estimate the amount of particulate matter generated by the operation of the fuel addition means and the heating means, based on the state of the fluid containing the fuel added by the fuel addition means.

  A temperature detecting device for detecting the temperature of the fluid upstream of the flame generating region upstream of the exhaust treatment device; and the particulate matter amount estimating means is configured to detect the amount of fluid detected by the temperature detecting device. The amount of particulate matter generated by the operation of the fuel addition means and the heating means may be estimated based on the temperature.

  An air-fuel ratio detecting device for detecting an air-fuel ratio in a fluid containing fuel added by the fuel adding means is further provided, and the particulate matter amount estimating means is based on the air-fuel ratio detected by the air-fuel ratio detecting device. The amount of particulate matter generated by the operation of the fuel addition means and the heating means may be estimated.

  The particulate matter amount estimation means may estimate the amount of particulate matter generated by the operation of the fuel addition means and the heating means based on the operating time of at least one of the fuel addition means and the heating means.

FIG. 1 is a schematic configuration diagram of an internal combustion engine to which an exhaust gas purification apparatus for an internal combustion engine according to an embodiment of the present invention is applied. FIG. 2 is a flowchart for explaining an example of control of the fuel addition valve and the glow plug of the exhaust purification device in FIG. FIG. 3 is a graph conceptually showing the relationship between the flame temperature and the exhaust air-fuel ratio. FIG. 4 is a graph conceptually showing the relationship between the exhaust air-fuel ratio, the upstream exhaust temperature, and the amount of particulate matter generated. FIG. 5 is a flowchart for explaining an example of an estimation calculation of the amount of particulate matter generated by the operation of the fuel addition valve and the glow plug of the exhaust purification device according to the flowchart of FIG. FIG. 6 is a chart conceptually showing an example of data used in the calculation of FIG. FIG. 7 is another chart conceptually showing an example of data used in the calculation of FIG. FIG. 8 is a chart conceptually showing an alternative data example of the data shown in FIGS.

  Preferred embodiments of the present invention will be described in detail below.

  FIG. 1 shows a schematic configuration of an internal combustion engine (hereinafter referred to as an engine) 5 provided with an exhaust gas purification apparatus 1 for an internal combustion engine in an embodiment. The engine body 10 is an in-vehicle four-cycle diesel engine. An intake pipe 12 and an exhaust pipe 14 are connected to the engine body 10. An intake passage 16 and an exhaust passage 18 are defined by the intake pipe 12 and the exhaust pipe 14, respectively.

  An air flow meter 20 that outputs a signal corresponding to the flow rate of the intake air flowing through the intake pipe 12 is provided in the middle of the intake pipe 12. Based on the output signal of the air flow meter 20, the amount of intake air flowing into the engine body 10 per unit time (that is, the intake flow rate) is detected. An electronically controlled intake throttle valve 21 is provided in the intake passage 16. However, the engine body 10 has in-line four cylinders, and each cylinder is provided with an in-cylinder fuel injection valve 22, but only a single in-cylinder fuel injection valve 22 is shown in FIG.

  The end of the exhaust pipe 14 is connected to a silencer (not shown), and is opened to the atmosphere at the outlet of the silencer. An exhaust gas purification device 1 is provided to purify the exhaust gas in the exhaust passage 18.

  The exhaust purification device 1 includes a plurality of exhaust treatment devices. A first catalytic converter 24 and a second catalytic converter 26 are arranged in series in the middle of the exhaust pipe 14 in order from the upstream side. A first exhaust treatment device (hereinafter referred to as a first treatment device) 28 is accommodated in the first catalytic converter 24. Here, the first processing device 28 mainly includes an oxidation catalyst, and may simply be referred to as an oxidation catalyst. A second exhaust treatment device (hereinafter referred to as a second treatment device) 30 is accommodated in the second catalytic converter 26. The second processing device 30 is a particulate filter (DPF).

The first processing unit 28 that includes an oxidation catalyst, HC, unburned components such as CO is reacted with _{O 2} to _CO, CO 2, _{H 2} O or the like. As the catalyst material of the oxidation catalyst, for example, Pt / CeO ₂ , Mn / CeO ₂ , Fe / CeO ₂ , Ni / CeO ₂ , Cu / CeO _{2 and the} like can be used.

  The second processing apparatus 30 that is a DPF substantially corresponds to the exhaust processing apparatus of the present invention and has a function of collecting particulate matter (PM, particulates) such as soot in the exhaust. Here, the second processing apparatus 30 that is a DPF is a continuous regeneration type that supports a catalyst made of a noble metal and can continuously oxidize and burn the collected particulate matter. However, such a catalyst may not be carried on the second processing apparatus 30.

  The second processing apparatus 30 has, for example, a honeycomb structure and a plurality of flow paths extending in the gas flow direction. In the plurality of channels, the channels whose downstream ends are sealed and the channels whose upstream ends are sealed are alternately formed. The partition walls of the flow path are formed of a porous material such as cordierite. Particulate matter is trapped when the exhaust passes through the partition.

  In addition, the 1st processing apparatus 28, the 3rd processing apparatus demonstrated below, and a 4th processing apparatus may correspond to the exhaust-gas processing apparatus in this invention, respectively. The exhaust treatment apparatus according to the present invention may be a filter structure having a function of collecting particulate matter like the second treatment device 30.

  In addition to the first processing device 28 and the second processing device 30, a third exhaust processing device (hereinafter referred to as a third processing device) including a NOx catalyst is provided to purify NOx (nitrogen oxide) in the exhaust gas. Is preferred. The third processing apparatus can be simply referred to as a NOx catalyst. Preferably, the NOx catalyst of the third processing apparatus is disposed on the downstream side of the second processing apparatus 30. In the case of a spark ignition internal combustion engine (for example, a gasoline engine), it is preferable that an exhaust treatment device (hereinafter referred to as a fourth treatment device) that can be called a three-way catalyst is provided in the exhaust passage.

The third processing unit, that is, the NOx catalyst can be an NOx storage reduction (NSR) catalyst. In this case, the NOx catalyst stores NOx in the exhaust when the oxygen concentration of the inflowing exhaust gas is high, and reduces the stored NOx when the oxygen concentration of the inflowing exhaust gas is low and a reducing component (such as HC) exists. It has the function to do. The NOx catalyst is configured such that a noble metal such as platinum Pt as a catalyst component and a NOx absorbing component are supported on the surface of a base material made of an oxide such as alumina Al ₂ O ₃ . The NOx absorption component is at least one selected from, for example, an alkali metal such as potassium K, sodium Na, lithium Li, and cesium Cs, an alkaline earth such as barium Ba and calcium Ca, and a rare earth such as lanthanum La and yttrium Y. It consists of one. Alternatively, the NOx catalyst may be a selective reduction type NOx catalyst (SCR: Selective Catalytic Reduction). The selective reduction type NOx catalyst includes, for example, a catalyst for NOx purification that promotes a chemical reaction (reduction reaction) between ammonia and NOx. In this case, for example, a urea water addition device for supplying ammonia can be provided upstream of the NOx catalyst.

  Further, the exhaust purification device 1 includes a temperature raising device 40, and the temperature raising device 40 is applied upstream of the exhaust treatment devices 28 and 30 in the exhaust passage 18. The temperature raising device 40 includes a fuel addition valve 42 as fuel addition means and a glow plug 44 as heating means. The temperature raising device 40 may be referred to as a burner device because it generates a flame as described later and can act like a burner as a whole.

  The temperature raising device 40 is substantially disposed on the downstream side of a collecting portion of an exhaust manifold (not shown) connected to the engine body 10. A turbocharger may be provided on the downstream side of the exhaust manifold assembly. In this case, the temperature raising device 40 may be provided on the downstream side of the turbocharger and on the upstream side of the first processing device.

  The fuel addition valve 42 can add or inject fuel to the exhaust passage 18. Here, the fuel added from the fuel addition valve 42 is light oil. The fuel addition valve 42 has a single injection hole, but there may be a plurality of injection holes. A fuel tank 48 of the engine 5 is connected to a fuel pump 52 via a fuel suction pipe 50. The fuel pump 52 may be an electric type, but is a mechanical type here, and operates using a driving force of an output shaft (crankshaft) (not shown) of the engine 5. The fuel pump 52 is further connected to the fuel addition valve 42 via a fuel supply pipe 54. In the above configuration, the fuel pump 52 sucks the fuel stored in the fuel tank 48 through the fuel suction pipe 50 and discharges it to the fuel supply pipe 54, whereby the fuel is supplied to the fuel addition valve 42.

  The glow plug 44 is installed so that the heat generating portion 44 a at the tip thereof is located in the exhaust passage downstream of the fuel addition valve 42 and upstream of the exhaust treatment devices 28 and 30. The glow plug 44 is connected to the in-vehicle DC power supply 58 via the booster circuit 56, and the heat generating portion 44a generates heat when energized. With the heat generated in the heat generating portion 44a, the fuel added from the fuel addition valve 42 can be ignited to generate a flame. A part of the added fuel can be ignited in direct contact with the heat generating portion 44a. In addition, as a heating means, other apparatuses, such as a ceramic heater and a spark plug, especially an electrothermal type or a spark ignition type apparatus can be used.

  The fuel addition valve 42 injects fuel toward the heat generating portion 44 a of the glow plug 44. A heat generating portion 44a is arranged so as to be located in the middle of the fuel path of the injected fuel. The fuel added by the fuel addition valve 42 can be combusted by heating by the heat generating portion 44 a of the glow plug 44.

  Thus, the temperature raising device 40 can generate a high-temperature heating gas including a flame. This heating gas is mixed with the exhaust supplied from the engine body 10 to the exhaust passage 18 to raise the exhaust temperature. The heated exhaust gas is supplied to the first processing device 28 and the second processing device 30 to promote warming up and activation thereof.

  The engine 5 provided with the temperature raising device 40 includes an electronic control unit (hereinafter referred to as ECU) 70 having functions as various control means. As shown in FIG. 1, the engine body 10 is provided with an ECU 70 for controlling various devices in accordance with the operating state of the engine body 10, the driver's request, and the like. This ECU 70 inputs / outputs signals to / from a CPU that executes various arithmetic processes related to engine control, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores CPU calculation results, and the like. It is configured with input / output ports and the like.

  In addition to the air flow meter 20 described above, the ECU 70 includes a throttle opening sensor 72 that outputs an electrical signal corresponding to the opening of the intake throttle valve 21 (throttle opening), and a crank angle sensor that detects the crank angle of the engine body 10. 74, an accelerator opening sensor 76 for outputting an electric signal corresponding to the opening of the accelerator pedal 75 (accelerator opening), a first temperature sensor 78 for detecting the exhaust temperature, and the temperatures of the processing devices 28 and 30 are detected. Various sensors including a second temperature sensor 80 for detecting the air-fuel ratio and an air-fuel ratio sensor 82 for detecting the exhaust air-fuel ratio are connected via electric wiring, and these output signals are input to the ECU 70. Therefore, for example, the ECU 70 detects the intake air amount based on the output value of the air flow meter 20, detects the engine rotation speed based on the output value of the crank angle sensor 74, and based on the output value of the accelerator opening sensor 76. Thus, the required load of the engine body 10 can be detected. The first temperature sensor 78 detects the temperature of the exhaust gas upstream of the exhaust gas processing device upstream region (flame generation region) 18a where the fuel added by the fuel addition valve 42 can be combusted by heating by the glow plug 44. It is arranged to detect (upstream exhaust temperature). The flame generation region 18 a is a portion where a flame is generated, and can be defined in an exhaust passage downstream of the glow plug 44 including the glow plug 44. In FIG. 1, the flame generation region 18 a is only schematically shown. The second temperature sensor 80 is disposed between the first processing device 28 and the second processing device 30 here, and detects the temperature of the first processing device 28 and the temperature of the second processing device 30, respectively. Used to do. However, the second temperature sensor 80 may be positioned so as to directly detect the temperature of the first processing device 28 or may be positioned so as to directly detect the temperature of the second processing device 30. .

  Various devices including the actuator 21a of the throttle valve 21, the fuel injection valve 22, the fuel addition valve 42, and the glow plug 44 are connected to the ECU 70 via electric wiring. These operations are controlled by the ECU 70.

  Such an ECU 70 has a control function of the engine 5 as a whole, and also has a function of a control means (control device) in the temperature raising device 40. Specifically, the ECU 70 has functions as fuel addition control means for controlling the operation of the fuel addition valve 42 as fuel addition means and heating control means for controlling the operation of the glow plug 44 as heating means. Therefore, the fuel addition device includes the fuel addition valve 42 as the fuel addition means and a part of the ECU 70, and the heating device includes the glow plug 44 as the heating means and a part of the ECU 70. Further, the ECU 70 has a function as particulate matter amount estimating means for estimating the amount of particulate matter generated by the operation of the fuel addition valve 42 and the glow plug 44. Further, the ECU 70 has a function as total amount estimating means for estimating the total amount of particulate matter in the second processing apparatus 30. Furthermore, a temperature detection device for detecting the temperature of exhaust gas, which is a fluid upstream of the flame generation region 18a, includes the first temperature sensor 78 and a part of the ECU 70. An air-fuel ratio detection apparatus that includes a part of the ECU 70 and detects the air-fuel ratio in the fluid containing the fuel added by the fuel addition valve 42 is configured. In addition, a second temperature detection device that includes the second temperature sensor 80 and a part of the ECU 70 and detects the temperature of the processing device 30 is configured.

  In the engine 5, the fuel injection amount and / or the fuel injection timing are set so as to obtain a desired output based on the intake air amount, the engine rotation speed, etc., that is, the operation state represented by the engine load and the engine rotation speed. The The fuel injection from the fuel injection valve 22 is executed based on the fuel injection amount and / or the fuel injection timing.

  Then, when heating or raising the temperature of the exhaust treatment device, the ECU 70 operates the fuel addition valve 42 and the glow plug 44 as appropriate. That is, the ECU 70 appropriately opens (turns on) the fuel addition valve 42 to inject fuel from the fuel addition valve 42 as appropriate. Further, the ECU 70 energizes (turns on) the glow plug 44 as appropriate so as to obtain a sufficiently high temperature. Hereinafter, control of the temperature raising device 40 in the present embodiment will be described.

  In the temperature raising device 40, for example, when the engine is started, the temperature of the first processing device 28 is particularly within the predetermined activation temperature range of the first processing device 28 so that the temperature of the exhaust processing device quickly rises above a predetermined temperature. The fuel addition valve 42 and the glow plug 44 are actuated so as to reach early. That is, the glow plug 44 is energized, and fuel is injected from the fuel addition valve 42 toward the tip end portion 44a. The gas containing or generated due to this fuel reaches the exhaust treatment device. The gas supply to the exhaust treatment device at the time of starting the engine is performed from the start of the engine start until the temperature of the first treatment device 28 becomes equal to or higher than a predetermined temperature within the predetermined active temperature range. Here, the predetermined temperature within the predetermined activation temperature range of the first processing apparatus is set to 200 ° C., for example. However, the supply of the heating gas to the exhaust treatment device at the time of starting the engine may be continued until the engine warm-up is completed even if the temperature of the exhaust treatment device is increased early. In this case, completion of engine warm-up may be determined based on the coolant temperature of the engine 5. For example, when the temperature of the exhaust treatment device rises early, and then the coolant temperature of the engine 5 becomes equal to or higher than a predetermined temperature (for example, 70 ° C.) and the ECU 70 determines that the engine warm-up is complete, the ECU 70 determines that the fuel addition valve 42 And the operation of the glow plug 44 are both stopped.

  Further, after the temperature of the first processing device 28 reaches the above-mentioned predetermined activation temperature range, the temperature raising device 40 functions so as to keep the temperature of the first processing device 28 within the predetermined activation temperature range. Specifically, when the temperature of the first processing apparatus 28 is in a lower limit temperature range (for example, a temperature range of 200 ° C. or more and 250 ° C. or less) within the predetermined activation temperature range, the temperature raising device 40 is operated.

  The temperature raising device 40 operates to remove the particulate matter collected by the second processing device 30 that is a DPF, that is, to regenerate it. Here, as will be described later, when the total amount of particulate matter (total deposition amount) in the second processing apparatus 30 exceeds a predetermined value, the temperature raising device 40 operates. It should be noted that the temperature raising device 40 can work every time the accumulated operation time of the engine 5 exceeds a predetermined time or when the differential pressure before and after the second processing device 30 becomes equal to or higher than a predetermined pressure. These cases are omitted in the description of FIG.

  By the way, the particulate matter collected by the second processing device 30 which is a DPF provided in the exhaust passage 18 includes not only the particulate matter generated by the combustion of the fuel in the combustion chamber, but also the temperature raising device 40. Particulate matter generated by the operation of is also included. Therefore, in order to further optimize the timing for removing the particulate matter collected by the second processing device 30 and the operation amount of the temperature raising device 40 required for the removal, the fuel addition valve 42 and the glow It is also desirable to take into account particulate matter generated by the operation of the plug 44.

  Accordingly, the operation of the temperature raising device 40 is controlled in consideration of the particulate matter generated by the operation of the temperature raising device 40 being captured by the second processing device 30. Hereinafter, the operation control of such a temperature raising device 40 will be described.

  In the control described below, the amount of particulate matter generated by the operation of the temperature raising device 40 is estimated, and the total amount of particulate matter collected in the second processing device 30 estimated including the amount is included. It is an example of the control which operates the temperature rising apparatus 40 based on this.

  First, the above control of the temperature raising device 40 will be described based on the flowchart of FIG.

  The ECU 70 determines whether heating is necessary (step S201). Whether or not heating is necessary is determined based on outputs from the various sensors and / or operating conditions. When heating is necessary, as described above, when starting the engine, when raising the temperature of the exhaust treatment device, and when trying to regenerate the second treatment device.

  An example when the second processing device 30 is reproduced will be described. When the operation is continued, particulate matter gradually accumulates in the second processing apparatus 30 which is a DPF. The amount of particulate matter that accumulates in the DPF per unit time can be determined mainly from mapped data that is a function of the engine speed and the amount of fuel injected in the combustion chamber. By accumulating the amount of particulate matter deposited per unit time determined from this data, the amount of particulate matter deposited at an arbitrary time can be calculated. On the other hand, as will be described later, when the temperature raising device 40 is operated, the amount of particulate matter generated by the operation is estimated, and the estimated amount of particulate matter is added thereto. The ECU 70 determines whether or not the total amount of the particulate matter thus obtained exceeds an allowable value, that is, a predetermined value (step S201). When the total amount of the particulate matter exceeds the predetermined value, the ECU 70 determines that heating is necessary (positive determination in step S201). On the other hand, when it is determined that heating is not necessary (No determination in step S201), the operation of the fuel addition valve 42 and the glow plug 44 is stopped (step S203). Normally, the fuel addition valve 42 and the glow plug 44 are in an operation stop state.

  If it is determined that heating is necessary (Yes determination in step S201), the required temperature increase amount is calculated (step S205). The required temperature rise amount is the temperature of the exhaust gas (upstream exhaust temperature), which is a fluid obtained based on the output from the first temperature sensor 78, and the exhaust treatment device obtained based on the output from the second temperature sensor 80. The temperature is calculated based on, for example, the temperature of the second processing apparatus 30 when the second processing apparatus 30 is to be regenerated. In this calculation, data that is determined and stored in advance is used.

  Then, the fuel addition amount is calculated based on the calculated required temperature increase amount (step S207). Here, in order to realize the calculated required temperature increase amount, the fuel addition amount by the fuel addition valve 42 is calculated as a control amount based on predetermined data or the like. Note that the fuel addition amount / time by the fuel addition valve 42, the addition interval, the number of times, and the like may be calculated. In addition, a control amount in throttle control and / or a control amount in fuel injection control may be calculated. Here, the power supplied to the glow plug 44 is constant. However, when the power supplied to the glow plug 44 is variable, various values relating to the operation of the glow plug 44 may be further calculated here.

  Based on the calculated fuel addition amount (step S207), the fuel addition valve 42 and the glow plug 44 are operated (step S209). Here, both the fuel addition valve 42 and the glow plug 44 are operated. However, it is also possible to operate only the fuel addition valve 42 by calculating the supply power that does not activate the glow plug 44 in step S207. Note that the present invention does not exclude operating only the glow plug 44.

  On the other hand, when the temperature raising device 40 is operated in this way, the amount of particulate matter generated by the operation is estimated.

  First, the concept for estimating the amount of particulate matter generated by the operation of the temperature raising device 40 will be described. There is a correlation between the flame temperature, the air-fuel mixture concentration, that is, the air-fuel ratio of the exhaust, the upstream exhaust temperature, and the amount of particulate matter generated. Therefore, paying attention to these relationships, the amount of particulate matter generated by the operation of the temperature raising device 40 is estimated.

  FIG. 3 and FIG. 4 conceptually show an example of these relationships. FIG. 3 is a graph conceptually showing the relationship between the flame temperature and the exhaust air-fuel ratio. The graph of FIG. 3 is obtained when the exhaust air-fuel ratio is changed by changing the amount of fuel while keeping the oxygen concentration constant. FIG. 3 shows lines of 100 ° C. and 200 ° C., respectively. FIG. 3 shows that the temperature of the flame generated by the combustion of the fuel changes due to the difference in the air-fuel ratio of the exhaust gas containing the fuel added from the fuel addition valve 42.

  FIG. 4 is a graph conceptually showing the relationship between the exhaust air-fuel ratio, the upstream exhaust temperature, and the amount of particulate matter generated. In the graph of FIG. 4, the amount of the particulate matter is expressed by shading, and the darker the portion is the region where the amount of the particulate matter is larger.

  By taking these relationships into consideration, it is possible to estimate the amount of particulate matter generated by the operation of the temperature raising device 40 based on the air-fuel ratio and the upstream exhaust temperature in the exhaust gas containing the fuel added by the fuel addition valve 42. It is derived what can be done. Here, the estimation of the amount of the particulate matter generated by the operation of the temperature raising device 40 will be described based on the flowchart of FIG.

  The ECU 70 first calculates the air-fuel ratio in the exhaust gas containing the fuel added by the fuel addition valve 42 (step S501). Here, the fuel addition amount calculated in step S207, the intake air amount detected based on the output of the air flow meter 20 when the temperature raising device 40 is operated, and the fuel injection amount from the fuel injection valve 22 are used. Based on this, the exhaust air-fuel ratio is calculated. However, this exhaust air-fuel ratio can also be calculated based on the output from the air-fuel ratio sensor 82 as the air-fuel ratio detection means and the fuel addition amount calculated in step S207. Alternatively, an air-fuel ratio sensor as an air-fuel ratio detection means for detecting an air-fuel ratio of exhaust gas that is a fluid containing fuel added from the fuel addition valve 42 is, for example, between the fuel addition valve 42 and the first processing device 28. In step S501, the air-fuel ratio is detected (calculated) more directly based on the output from the air-fuel ratio sensor.

  Then, the basic emission amount of the particulate matter is calculated based on the exhaust air / fuel ratio calculated in step S501 (step S503). However, the basic discharge amount obtained here is the amount (g / s) per unit time. The basic discharge amount of the particulate matter is obtained based on data as shown in FIG. The data in FIG. 6 is a simple representation of the relationship between the exhaust air / fuel ratio and the basic emissions of particulate matter, and the actual data used is one basic for any one exhaust air / fuel ratio. It may be data related so that the emission amount is required. For example, when the so-called lean air-fuel ratio has a large air amount with respect to the fuel amount, the basic emission amount of the particulate matter tends to be small, and conversely, the so-called rich air-fuel ratio has a small air amount with respect to the fuel amount. There is a tendency for basic emissions of gaseous substances to be large. The basic discharge amount calculated in step S503 can be a value at a predetermined reference temperature t1 (see FIG. 4) here. The predetermined temperature is, for example, 100 ° C., but may be other than 100 ° C.

  Further, a correction value, here, a correction coefficient is calculated (step S505). The correction coefficient is obtained based on data as shown in FIG. The data in FIG. 7 simply represents the relationship between the upstream exhaust temperature obtained based on the output from the first temperature sensor 78 as the temperature detecting means and the correction coefficient, and the actual data used is The data may be related so that one correction coefficient is obtained for any one upstream exhaust temperature. For example, when the upstream exhaust temperature is the temperature t2 (see FIG. 4), a correction coefficient suitable for the temperature is obtained. Note that the upstream side exhaust temperature used for the calculation in step S505 corresponds to the temperature of the exhaust, which is a fluid containing fuel added by the fuel addition valve 42.

  Based on the basic discharge amount of the particulate matter (step S503) and the correction coefficient (step S505), the discharge amount of the particulate matter due to the current operation of the temperature raising device 40 is calculated (step S507). Specifically, the discharge amount of the particulate matter due to the current operation of the temperature raising device 40 is calculated as the product of the basic discharge amount of the particulate matter, the correction coefficient, and the operating time of the temperature raising device 40. For example, as indicated by an arrow in FIG. 4, the discharge amount (g / s) per unit time corresponding to the upstream exhaust temperature t2 is obtained based on the basic discharge amount at the temperature t1 obtained in step S503, Furthermore, the amount of the particulate matter generated by the operation of the temperature raising device 40 is estimated based on the operation time of the temperature raising device 40. The operating time of the temperature raising device 40 may be the operating time of the fuel addition valve 42 or the glow plug 44, but here is the operating time of the fuel addition valve 42. Then, it is added to the amount of particulate matter generated by the operation of the engine 5 itself that is obtained as described above. Thereby, ECU70 can calculate | require more correctly the total amount of the particulate matter collected by the 2nd processing apparatus 30 which is DPF.

  However, the data in FIG. 6 and FIG. 7 are determined based on the above relationships as shown in the graphs in FIG. 3 and FIG.

  Note that most of steps S503 to S507 can be summarized. In this case, the data of FIG. 8 in which the data of FIGS. 6 and 7 are combined may be used. That is, the particulate matter per unit time is retrieved by searching the data of FIG. 8 based on the exhaust air-fuel ratio calculated in step S501 and the upstream exhaust temperature obtained based on the output from the first temperature sensor 78. Emissions can be sought.

  Note that the discharge amount of the particulate matter per unit time may be obtained in step S507 as the generation amount by the temperature raising device 40. In this case, the total amount of the particulate matter in the second processing apparatus 30 may be estimated by appropriately accumulating these.

  As mentioned above, although this invention was demonstrated based on embodiment and its modification, this invention is not limited to them, Other embodiment is accept | permitted.

  In the above embodiment, the amount of particulate matter generated by the operation of the temperature raising device 40 is estimated based on the air-fuel ratio of the exhaust gas including the fuel added by the fuel addition valve 42 and the upstream exhaust gas temperature. However, the amount of particulate matter produced by the operation of the temperature raising device 40 may be estimated based on either the air-fuel ratio or the upstream exhaust temperature. In short, the present invention is based on the state of the fluid containing the fuel added by the fuel addition means, in other words, on the basis of various values or amounts such as air-fuel ratio and / or temperature related to that state, Various configurations for estimating the amount of particulate matter produced by the operation of the heating means are allowed.

  For example, in the said embodiment, the fuel addition valve was used as a fuel addition means, and the same fuel as the engine fuel was added from this fuel addition valve. However, other fuels can be used, for example, alcohols such as ethanol and methanol can be used as additives.

  Further, the number, type, configuration, and arrangement order of the exhaust treatment devices provided in the exhaust passage are not limited to the above embodiment. The number of exhaust treatment devices may be one, two, or four or more. Various catalysts, filters, and the like can be used as the exhaust treatment device. For example, only the second processing device 30 is provided in the exhaust passage as an exhaust processing device, and the temperature raising device 40 can be applied only to the second processing device 30. Further, the temperature raising device 40 may include an oxidizer having an oxidation function between the exhaust treatment device and the fuel addition valve, preferably between the glow plug and the exhaust treatment device. In this case, for example, the oxidizer may include an oxidation catalyst.

  In the above embodiment, the present invention is applied to a diesel engine. However, the present invention is not limited to this, and the present invention can be applied to various engines such as a port injection type gasoline engine and a cylinder injection type gasoline engine. It is. The fuel used is not limited to light oil or gasoline, but may be alcohol fuel, LPG (liquefied natural gas), or the like. Further, the number of cylinders and the cylinder arrangement format of the engine to which the present invention is applied may be any.

  Although the present invention has been described with a certain degree of concreteness, it should be understood that various modifications and changes can be made without departing from the spirit and scope of the invention described in the claims. The embodiment of the present invention is not limited to the above-described embodiment, and the present invention includes all modifications and applications included in the concept of the present invention defined by the claims.

DESCRIPTION OF SYMBOLS 1 Exhaust purification device 18 Exhaust passage 28 1st exhaust treatment device 30 2nd exhaust treatment device 42 Fuel addition valve 44 Glow plug

Claims (5)

An exhaust treatment device having a function of collecting particulate matter provided in the exhaust passage;
Fuel addition means provided on the upstream side of the exhaust purification device;
Heating means provided between the fuel addition means and the exhaust treatment device;
Particulate matter amount estimation means for estimating the amount of particulate matter generated by the operation of the fuel addition means and the heating means;
Total amount estimating means for estimating the total amount of particulate matter in the exhaust treatment device based on the amount of particulate matter estimated by the particulate matter amount estimating means;
An exhaust emission control device for an internal combustion engine, comprising: control means for controlling the operation of the fuel addition means and the heating means based on the total amount of particulate matter estimated by the total amount estimation means.   The particulate matter amount estimation means estimates the amount of particulate matter generated by the operation of the fuel addition means and the heating means based on the state of a fluid containing fuel added by the fuel addition means. 2. An exhaust emission control device for an internal combustion engine according to 1. A temperature detection device for detecting the temperature of the fluid upstream of the flame generation region upstream of the exhaust treatment device;
The particulate matter amount estimation means estimates the amount of particulate matter generated by the operation of the fuel addition means and the heating means based on the temperature of the fluid detected by the temperature detection device. An exhaust purification device for an internal combustion engine. An air-fuel ratio detection device for detecting an air-fuel ratio in a fluid containing the fuel added by the fuel addition means;
The particulate matter amount estimation means estimates the amount of particulate matter generated by the operation of the fuel addition means and the heating means based on the air-fuel ratio detected by the air-fuel ratio detection device. An exhaust gas purification apparatus for an internal combustion engine as described.   The particulate matter amount estimation means estimates the amount of particulate matter generated by the operation of the fuel addition means and the heating means based on the operating time of at least one of the fuel addition means and the heating means. 5. An exhaust emission control device for an internal combustion engine according to any one of 2 to 4.

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