JP2015098851A - Exhaust emission control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an exhaust emission control device for a vehicle capable of reducing particulate substances remaining without being burned, even when a congestion occurrence point is near a current place when regeneration control becomes necessary.SOLUTION: An exhaust emission control device 10 for a vehicle includes an accumulation amount detecting portion 15e for detecting an accumulation amount of particulate substances in a DPF 11, a route information acquiring portion 15b for acquiring information on a route from a current place of a self-vehicle 1 to a destination, a non-regenerating section transit time calculating portion 15c for calculating a time necessary for the self-vehicle to pass all the sections difficult in regeneration control on the route to the destination, as a non-regenerating section transit time, a regeneration time calculating portion 15d for calculating a time necessary for regenerating the particulate substance accumulated in the DPF 11, and a regeneration control portion 15a for executing regeneration control when a time obtained by subtracting the non-regenerating section transit time from a time required for the self-vehicle 1 from the current place to the destination, when the accumulation amount of the particulate substance in the DPF 11 is over a predetermined amount.

Description

  The present invention relates to a vehicle exhaust gas purification apparatus including a filter that collects exhaust particulate matter in engine exhaust gas.

Conventionally, a diesel engine is provided with a filter for collecting particulate matter such as soot contained in exhaust gas. In this filter, when the amount of the collected particulate matter exceeds a specified value, regeneration control for burning the particulate matter in the filter is performed.
When this regeneration control is executed, the diesel engine needs to raise the temperature of the filter to the target temperature at which the particulate matter burns by raising the temperature of the exhaust gas. However, if a vehicle equipped with a diesel engine is in a driving state with a low engine load such as low speed driving due to traffic jams, the target temperature cannot be maintained, regeneration control is interrupted, and particulate matter remains in the filter. there is a possibility.

In order to solve such a problem, Patent Document 1 proposes permitting the regeneration control when it is determined that the regeneration control can be completed by the time of the traffic jam based on the information from the navigation system. Yes.
Patent Document 2 proposes prohibiting regeneration control based on information from the navigation system when it is predicted that the vehicle will travel in a traffic jam before activating the catalyst that raises the temperature of the exhaust gas. Has been.

Japanese Patent No. 3937900 JP 2005-256820 A

However, in such an exhaust emission control device for a vehicle, when the congestion occurrence point is near the current location when the regeneration control is required, the regeneration control is prohibited and the particulate matter remains without being burned. There was a problem.
Therefore, the present invention provides an exhaust emission control device for a vehicle that can reduce the remaining particulate matter without being burned even when a traffic jam occurs near the current location when regeneration control is required. The purpose is to do.

  A first aspect of the present invention is a filter that is installed in an exhaust path of an internal combustion engine and collects particulate matter contained in exhaust gas, and a deposition amount detection that detects the amount of particulate matter deposited on the filter. And a regeneration control unit that performs regeneration control to increase the temperature of the filter and burn particulate matter when the amount of particulate matter deposited detected by the deposition amount detection unit exceeds a preset amount The vehicle exhaust emission control device includes a route information acquisition unit that acquires route information about a route from the current location of the host vehicle to the destination input by the user, and the regeneration control unit includes the route information in the route information. On the basis of this, when it is determined that the reproduction control is completed in the section excluding the non-reproduction section where the reproduction control is difficult from the route to the destination, the reproduction control is performed in the section excluding the non-reproduction section. is there.

  As a second aspect of the present invention, a reproduction time calculation unit for calculating a reproduction time required until the reproduction control is completed, and a time required for the host vehicle to pass through the non-reproduction section are calculated as a non-reproduction section passage time. A non-reproduction section passage time calculation unit, a route information acquisition unit acquires route information including a required time from the current location of the host vehicle to the destination, and the reproduction control unit calculates from the required time to the destination. When the time obtained by subtracting the non-reproduction section passage time is longer than the reproduction time, it is preferable to perform the reproduction control in the section excluding the non-reproduction section.

  As a third aspect of the present invention, it is preferable that the non-reproduction section passage time calculation unit calculates the non-reproduction section passage time with a section where traffic congestion or speed regulation is occurring as a non-reproduction section.

As described above, according to the first aspect, when it is determined that the reproduction control is completed in a section other than the section where the reproduction control is difficult in the route to the destination, the reproduction control is executed. Even when there is a non-regeneration section when regeneration control becomes necessary, regeneration control can be executed to reduce the remaining particulate matter without being burned.
According to the second aspect, since it is determined whether the regeneration control is completed based on the travel time, it is possible to easily determine whether the regeneration control is completed with high accuracy.

  According to the third aspect, since the section where the traffic jam or the speed restriction is generated is set as the non-reproduction section, the reproduction control is avoided by avoiding the execution of the reproduction control in the low load state due to the traffic jam or the speed regulation. Even when there is a traffic jam point or a speed regulation point near the current location when necessary, the regeneration control can be executed to reduce the remaining particulate matter without being burned.

FIG. 1 is a conceptual block diagram showing a vehicle exhaust gas purification apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart for explaining the processing procedure.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 and FIG. 2 are views showing a vehicle exhaust purification device according to an embodiment of the present invention.

In FIG. 1, a vehicle exhaust purification device 10 is mounted on a vehicle 1 that uses a diesel engine (internal combustion engine) 21 as a travel drive source, and collects particulate matter such as soot in the exhaust of the diesel engine 21. is there.
The vehicle exhaust purification device 10 includes a diesel particulate filter (DPF) 11, an oxidation catalyst 12, a differential pressure sensor 13, a fuel injection device 14, and an engine ECU (Electronic Control Unit) 15. When the amount of the collected particulate matter exceeds a specified value, regeneration control for burning the particulate matter is performed.

  The DPF 11 collects particulate matter in the exhaust of the diesel engine 21 and is connected to the exhaust pipe 22 of the diesel engine 21. The oxidation catalyst 12 is connected to the upstream side of the DPF 11 in the exhaust pipe 22. When the fuel is injected into the cylinder by the fuel injection device 14 immediately before the exhaust valve of the diesel engine 21 is closed, the oxidation catalyst 12 generates oxidation reaction heat by the fuel, and the exhaust gas is exhausted. The gas temperature can be raised and the particulate matter deposited on the DPF 11 can be burned.

The differential pressure sensor 13 detects a difference in exhaust pressure before and after the DPF 11, and the engine ECU 15 estimates the amount of particulate matter accumulated in the DPF 11 from this differential pressure. It can be estimated that the greater the differential pressure, the greater the amount of particulate matter deposited.
The engine ECU 15 includes a CPU (Central Processing Unit), a memory, and the like, and executes engine operation control by causing the fuel injection device 14 to perform necessary fuel injection according to various control programs stored in the memory in advance.

  When the amount of particulate matter accumulated in the DPF 11 exceeds a predetermined amount, the engine ECU 15 executes regeneration control for burning the particulate matter. In this regeneration control, the engine ECU 15 determines the DPF 11 based on the destination input to the navigation device 30, the travel route from the current location of the host vehicle 1 to the destination, traffic jams on the travel route, and traffic regulation information. When it is determined that the reproduction is completed in a section excluding a non-reproduction section such as a traffic jam section or a speed regulation section that is difficult to reproduce, reproduction control is executed.

  The navigation device 30 receives a GPS antenna 31 that receives a transmission radio wave from a GPS (Global Positioning System) satellite, and GPS reception that calculates a current position and a traveling direction of the host vehicle 1 based on a signal received by the GPS antenna 31. From the circuit 32, a gyro sensor 33 that detects a change in the traveling direction of the host vehicle 1, a vehicle speed sensor 34 that detects the travel speed of the host vehicle 1, an input of the travel destination of the host vehicle 1, and the current location of the host vehicle 1 An input unit 35 that allows a user to input various commands such as designation of a travel route to a destination, a liquid crystal display unit 36 that displays a road map and the current position of the host vehicle 1, and traffic installed on or on the road A beacon receiving antenna 37 that receives a signal from a beacon that provides information, and a traffic information receiving circuit 38 that demodulates a signal received by the beacon receiving antenna 37. And a storage medium 39 such as a DVD (Digital Versatile Disc) storing map information, and the current position and traveling direction of the host vehicle 1, the route to the destination, etc. based on the information acquired by each part of the device. And a control unit 40 that displays on the display unit 36 and guides the driver to travel the host vehicle 1.

The traffic information provided from the beacon includes traffic jam information and traffic regulation information. As the traffic jam information, the type of road (general road, highway, etc.), the traffic jam section, the traffic jam status, the distance of the traffic jam section, the time required to pass through the traffic jam section, and the like are provided.
Here, the traffic jam condition is determined by comparing the standard travel speed set for each road type with the actual travel speed. For example, if the actual travel speed is less than 10 km / h on a general road, “congestion” If the actual traveling speed is 10 km / h or more and less than 20 km / h on a general road, “congested” is set.

As traffic regulation information, information such as road closures, speed restrictions (including speed limits), lane restrictions, etc., and information such as sections are provided. The traffic information receiving circuit 38 receives traffic information at preset time intervals and outputs the traffic information to the control unit 40.
When the traffic information is received from the traffic information receiving circuit 38, the control unit 40 extracts the traffic information of the road included in the road map being displayed on the liquid crystal display unit 36. For example, the control unit 40 displays an icon indicating the type of traffic regulation. Or overlaid on the road map of the implementation section, or the road congestion status is represented by the color of the road (congestion is “red”, congestion is “orange”, etc.).

In the navigation device 30, when the destination setting is selected by the user's operation of the input unit 35, the control unit 40 displays a message for inputting the destination to the liquid crystal display unit 36, and the operation of the input unit 35 is performed. Let the user enter a destination.
When the destination is input by the user's operation of the input unit 35, the control unit 40 refers to the map information stored in the storage medium 39 and the information on the closure of the traffic regulation information, etc. The travel route from the vehicle to the destination is searched, and the travel route is superimposed on the road map and displayed on the liquid crystal display unit 36. At this time, when a plurality of travel routes are searched, the control unit 40 displays a plurality of travel routes on the liquid crystal display unit 36 and allows the user to select one travel route by operating the input unit 35.

  When the travel route to the destination is determined, the control unit 40 refers to the traffic information on the travel route, obtains the required time from the current location of the host vehicle 1 to the destination, and places it in a predetermined place on the liquid crystal display unit 36. Displayed as the required time to the destination. That is, the control unit 40 uses the time required for the traffic jam information for the traffic jam section, obtains the time required for the speed regulation section from the regulation speed and the distance, and other sections use the standard speed according to the preset road type, For example, the required time is obtained from the distance for each road type, such as 40 km / h for a general road and 100 km / h for a highway, and the total time is obtained to obtain the required time to the destination. The required time is recalculated at a preset time interval, and the display on the liquid crystal display unit 36 is updated to a new value.

When the host vehicle 1 starts traveling, the control unit 40 displays the host vehicle 1 on the road map based on the current position calculated by the GPS receiving circuit 32, the traveling direction, and information detected by the gyro sensor 33 and the vehicle speed sensor 34. The position and the traveling direction of the vehicle are displayed with, for example, icons, and the driver is guided to travel to the destination.
The engine ECU 15 and the control unit 40 of the navigation device 30 perform CAN (Controller Area Network) communication to exchange information acquisition requests and acquisition information with each other.

The engine ECU 15 determines whether or not the accumulation amount of the particulate matter estimated from the differential pressure detected by the differential pressure sensor 13 is greater than or equal to a preset regeneration permission accumulation amount. That is, the engine ECU 15 constitutes the accumulation amount detection unit 15e.
Here, the regeneration-permitted accumulation amount is an accumulation amount that causes 100% recombustion within a predetermined time when regeneration control is performed, and is obtained by experiments or the like, and is stored in the memory of the engine ECU 15.

When the engine ECU 15 determines that the amount of accumulated particulate matter is equal to or greater than the permitted regeneration amount, the engine ECU 15 calculates the time required to burn the particulate matter as the regeneration time from the amount of particulate matter accumulated in the DPF 11. To do. The regeneration time may be calculated by a calculation formula obtained by an experiment or the like, or may be obtained by map data from the accumulation amount. That is, the engine ECU 15 constitutes a regeneration time calculation unit 15d.
Further, the engine ECU 15 requests the control unit 40 of the navigation device 30 to obtain a travel route from the current location to the destination, traffic information on the travel route, and a required time to the destination. That is, the engine ECU 15 constitutes a route information acquisition unit 15b.

  When the control unit 40 of the navigation device 30 receives the information acquisition request from the engine ECU 15, when the destination is set, information on the travel route from the current location of the host vehicle 1 to the set destination, The traffic information on the travel route and the required time from the current location of the host vehicle 1 to the destination are transmitted to the engine ECU 15. If no destination is set, information indicating no destination setting is transmitted to the engine ECU 15.

  When the engine ECU 15 receives the travel route information, the traffic information on the travel route, and the required time to the destination, the engine ECU 15 compares the required time to the destination with the reproduction time, and the required time to the destination is shorter than the reproduction time. In this case, the reproduction control is not performed because the reproduction is not completed until the destination is reached. Although the required time from the current location to the destination is acquired from the control unit 40 of the navigation device 30, the engine ECU 15 may calculate the travel time from the travel route information and the traffic information on the travel route.

If the required time to the destination is equal to or longer than the regeneration time and there is no traffic jam or speed regulation on the travel route, the engine ECU 15 starts the regeneration control, assuming that the regeneration is completed before reaching the destination.
When the required time to the destination is longer than the regeneration time and there is traffic jam or speed regulation on the travel route, the engine ECU 15 is necessary for the vehicle 1 to pass through the non-regeneration section where the regeneration of the DPF 11 is difficult. As described below, the non-reproduction section passage time is calculated as described later.

That is, the engine ECU 15 extracts, as non-reproducing sections, a congested road section and a speed-regulated road section from the travel route to the destination.
Next, the engine ECU 15 obtains the time required to pass through each traffic jam section from the traffic jam information of the traffic information for the extracted traffic road section, and adds all of them to obtain the traffic jam transit time.

Also, the engine ECU 15 divides the length of each section of the extracted road sections where the speed is restricted by the respective restriction speeds, and calculates the time required for the host vehicle 1 to pass through each speed restriction section. Obtain all and add them to the speed regulation passage time.
Next, the engine ECU 15 calculates the non-regeneration zone passage time by adding the traffic jam passage time and the speed regulation passage time, and sets the time obtained by subtracting the non-reproduction zone passage time from the required time to the destination as the reproducible time, When the reproducible time is compared with the replay time and the replay time is longer, the replay control is not performed. That is, the engine ECU 15 constitutes a non-reproduction zone passage time calculation unit 15c.

If the reproducible time is equal to or longer than the replay time, the engine ECU 15 starts the replay control, assuming that the replay is completed before reaching the destination.
In addition, even if it is not a traffic jam section or a speed regulation section, the temperature in the DPF 11 is set to a target temperature required for burning particulate matter in a section where the travel time is short, such as between a non-regeneration section and a non-regeneration section. Even if the temperature does not reach the target temperature or the target temperature is reached, the combustion amount of the particulate matter may be reduced. Therefore, the travel time may be included in the non-regeneration zone passage time as the non-regeneration zone.

Further, even in the speed regulation section, when the regulation speed is a speed at which the temperature in the DPF 11 can reach the target temperature, it may be excluded from the non-regeneration section.
If the destination is not set, the engine ECU 15 does not perform regeneration control.
When the engine ECU 15 starts the regeneration control, the engine ECU 15 acquires the position information of the host vehicle 1 from the control unit 40 of the navigation device 30 at a preset time interval, and stops the regeneration control in the road section that is set as the non-reproduction section. Control is performed so that regeneration control is executed in a road section that is not a non-reproduction section. That is, the engine ECU 15 constitutes a regeneration control unit 15a.

The regeneration control operation by the vehicle exhaust purification apparatus 10 according to the embodiment of the present invention configured as described above will be described with reference to FIG. The engine regeneration control operation described below is started simultaneously with the start of the operation of the engine ECU 15 and is repeatedly executed at a preset time interval.
First, the engine ECU 15 calculates the accumulation amount of the particulate matter in the DPF 11 (step S11), and determines whether or not the accumulation amount is equal to or larger than a preset regeneration permission accumulation amount (step S12).

If it is determined that the particulate matter deposition amount is smaller than the regeneration permitted deposition amount, the engine ECU 15 ends without executing regeneration control.
If it is determined in step S12 that the particulate matter deposition amount is equal to or greater than the regeneration permitted deposition amount, the engine ECU 15 calculates the time required to burn the deposited particulate matter as the regeneration time (step S13).

Next, the engine ECU 15 causes the control unit 40 of the navigation device 30 to provide information such as information on the travel route from the current location to the destination, traffic information on the travel route, and the required time to the destination calculated by the control unit 40. An information acquisition request is transmitted to acquire route information (step S14).
When receiving the information acquisition request from the engine ECU 15, the control unit 40 acquires the requested information and transmits it to the engine ECU 15.

When the engine ECU 15 receives the route information, the engine ECU 15 determines whether or not the destination is set by the user (step S15).
If it is determined that the destination is not set, the engine ECU 15 ends without executing the regeneration control.
If it is determined in step S14 that the destination is set, the engine ECU 15 determines whether or not the required time to the destination is equal to or longer than the reproduction time (step S16).

If it is determined that the required time to the destination is shorter than the regeneration time, the engine ECU 15 ends without executing the regeneration control.
If it is determined that the required time to the destination is equal to or longer than the reproduction time, the engine ECU 15 determines whether there is a traffic jam or a speed regulation section on the route to the destination (step S17).
If it is determined that there is no traffic jam or speed regulation section on the route to the destination, the engine ECU 15 proceeds to step S19 and starts regeneration control.

If it is determined in step S17 that the route to the destination has a traffic jam or speed regulation section, the engine ECU 15 determines whether the difference between the required time to the destination and the non-reproduction section passage time is equal to or greater than the reproduction time. Is determined (step S18).
If it is determined that the difference between the required time to the destination and the non-regeneration zone passage time is shorter than the regeneration time, the engine ECU 15 ends without executing the regeneration control.

If it is determined in step S18 that the difference between the required time to the destination and the non-regeneration zone passage time is equal to or greater than the regeneration time, the engine ECU 15 proceeds to step S19 and starts regeneration control.
Therefore, when it is determined that the regeneration control is completed in a section other than the non-reproduction section where it is difficult to reproduce the DPF 11 such as a traffic jam section or a speed regulation section on the route to the destination, the regeneration control is executed. Regeneration control can be performed even when a traffic jam occurrence point or speed regulation point is near the current location when control becomes necessary, and it is possible to reduce the remaining particulate matter without being burned.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Exhaust gas purification device 11 Diesel particulate filter (DPF)
12 Oxidation catalyst 13 Differential pressure sensor 14 Fuel injection device 15 Engine ECU
15a Regeneration control unit 15b Route information acquisition unit 15c Non-regeneration zone passage time calculation unit 15d Regeneration time calculation unit 15e Accumulation amount detection unit 21 Diesel engine 22 Exhaust pipe 30 Navigation device 40 Control unit

Claims (3)

A filter installed in the exhaust path of the internal combustion engine for collecting particulate matter contained in the exhaust gas;
A deposition amount detector for detecting a deposition amount of the particulate matter deposited on the filter;
A regeneration control unit that performs regeneration control for increasing the temperature of the filter and burning the particulate matter when the amount of particulate matter deposited detected by the deposition amount detection unit exceeds a preset amount. A vehicle exhaust purification device comprising:
A route information acquisition unit that acquires route information about a route from the current location of the host vehicle to a destination input by the user;
When the reproduction control unit determines that the reproduction control is completed in a section excluding the non-reproduction section in which the reproduction control is difficult from the route to the destination based on the route information, the reproduction control unit excludes the non-reproduction section. An exhaust emission control device for a vehicle, wherein regeneration control is performed in a different section. A reproduction time calculation unit for calculating a reproduction time required until the reproduction control is completed;
A non-reproduction section passage time calculation unit that calculates a time required for the host vehicle to pass through the non-reproduction section as a non-reproduction section passage time;
The route information acquisition unit acquires the route information including a required time from the current location of the host vehicle to the destination,
The reproduction control unit performs reproduction control in a section excluding the non-reproduction section when a time obtained by subtracting the non-reproduction section passage time from a required time to the destination is longer than the reproduction time. The exhaust emission control device for a vehicle according to claim 1.   The vehicle non-regeneration zone passage time calculation unit according to claim 2, wherein the non-regeneration zone passage time calculation unit calculates the non-regeneration zone passage time by setting a zone where traffic congestion or speed regulation is occurring as the non-regeneration zone. apparatus.

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