JP2023095234A - Exhaust emission control device for vehicle - Google Patents

Abstract

To provide an exhaust emission control device for a vehicle capable of attaining appropriate deceleration feeling while enabling regeneration of a particulate filter in a vehicle having the particulate filter.SOLUTION: When both of a fuel cut condition and a regeneration condition are satisfied while an engine body and a wheel are coupled to each other, deceleration regeneration control for increasing power generation amount of a power generator by using a power generation amount change device and allowing regeneration control by prohibiting fuel cut control is performed. During execution of the deceleration regeneration control, negative engine torque required for the engine body is calculated on the basis of an opening of an accelerator pedal and vehicle speed, and increase amount of the power generation amount is calculated on the basis of a difference between the calculated negative engine torque and engine torque generated along with the execution of the regeneration control.SELECTED DRAWING: Figure 5

Description

The present invention provides an exhaust passage through which exhaust gas discharged from a combustion chamber of an engine body mounted on a vehicle flows, a particulate filter disposed in the exhaust passage to collect soot in the exhaust gas, and a particulate filter. The present invention relates to an exhaust emission control system for a vehicle having an oxidation catalyst arranged in an exhaust passage upstream of a filter for burning unburned fuel in the exhaust gas.

Vehicles equipped with a particulate filter that collects soot in exhaust gas discharged from an engine body are known. In such a vehicle, in order to maintain the soot trapping ability of the particulate filter, when the amount of trapped soot increases, the soot inside the particulate filter is burned to be removed.

For example, Patent Literature 1 discloses a vehicle equipped with an engine and an electric device that performs regenerative braking by the engine. It is disclosed that oxygen is supplied to the curate filter to burn the soot within the particulate filter. In the vehicle of Patent Document 1, when the temperature of the particulate filter is higher than a predetermined temperature even when the engine is decelerating and there is a request to stop fuel supply to the engine body, the particulate filter is turned off. In order to prevent the temperature from rising excessively, fuel is supplied to the engine body to suppress the amount of oxygen supplied to the particulate filter from becoming excessive, and to increase the degree of regenerative braking.

Japanese Patent Application Laid-Open No. 2020-12404

In the vehicle of Patent Document 1, when there is a request to stop fuel supply to the engine body and fuel is supplied to the engine body against the request, the degree of regenerative braking is increased. Therefore, a decrease in deceleration of the engine body can be suppressed. However, in the vehicle disclosed in Patent Document 1, the degree of regenerative braking is simply increased, so there is a risk that the driver will not be able to feel an appropriate deceleration.

SUMMARY OF THE INVENTION An object of the present invention is to provide an exhaust emission control system for a vehicle that can regenerate the particulate filter and realize an appropriate deceleration feeling in a vehicle equipped with the particulate filter.

In order to solve the above problems, the present invention provides an exhaust passage through which exhaust gas discharged from a combustion chamber of an engine body mounted on a vehicle flows; and an oxidation catalyst disposed in the exhaust passage upstream of the particulate filter to burn unburned fuel in the exhaust gas, wherein rotation from the wheels a power generation device that generates power by receiving power; a power generation amount changing device that can change the power generation amount of the power generation device; a fuel supply device that supplies fuel to the combustion chamber; and soot trapped in the particulate filter. A soot collection amount detection device that detects the amount of collected soot, and a fuel cut that controls the fuel supply device and the power generation amount change device and stops the fuel supply from the fuel supply device to the combustion chamber. and a control device for executing regeneration control for raising the temperature of the particulate filter by supplying fuel from the fuel supply device to the combustion chamber so that unburned fuel is introduced into the oxidation catalyst. , the control device determines whether a fuel cut condition for performing the fuel cut control is satisfied based on the opening degree of an accelerator pedal provided in the vehicle, and the detection result of the soot collection amount detection device. and a determination unit that determines whether or not a regeneration condition for performing the regeneration control is satisfied based on the above, and both the fuel cut condition and the regeneration condition are satisfied in a state where the engine body and the wheels are connected. a deceleration regeneration control unit for performing deceleration regeneration control for increasing the power generation amount of the power generation device by the power generation amount changing device and prohibiting the fuel cut control and permitting the regeneration control when the deceleration When the deceleration regeneration control is performed, the regeneration control unit calculates a negative engine torque for applying a braking force to the wheels required of the engine body based on the opening degree of the accelerator pedal and the vehicle speed. The amount of increase in the amount of power generation is calculated based on a deviation between the negative engine torque obtained and the regeneration torque, which is the engine torque generated by the execution of the regeneration control.

In this configuration, regeneration control is performed to supply fuel from the fuel supply device to the combustion chamber so that unburned fuel is introduced into the oxidation catalyst. Therefore, the oxidation catalyst burns the unburned fuel to increase the temperature of the exhaust gas introduced into the particulate filter, and burns and removes the soot trapped in the particulate filter to regenerate the particulate filter. be able to. In addition, since the success or failure of the regeneration conditions for executing this regeneration control is made based on the detection result of the soot collection amount detection device, the soot collection ability of the particulate filter can be maintained in a favorable state. In particular, when the regeneration condition is satisfied even when the fuel cut condition is satisfied, the fuel cut control is prohibited and the unburned fuel is supplied to the combustion chamber and the oxidation catalyst. Therefore, regardless of the success or failure of the fuel cut condition, the particulate filter can be regenerated at appropriate timing, and the soot trapping ability of the particulate filter can be reliably maintained in a good state.

However, when the engine body and wheels are connected, if regeneration control is performed and fuel is supplied to the combustion chamber even though the fuel cut condition is satisfied, part of the fuel will burn in the combustion chamber. As a result, positive torque (driving torque) is applied from the engine body to the wheels. Therefore, the deceleration of the vehicle becomes lower than the deceleration desired by the driver. On the other hand, in this configuration, when both the fuel cut condition and the regeneration condition are satisfied while the engine body and the wheels are connected, the amount of power generated by the power generation device that generates power by receiving the rotational force of the wheels is reduced. It is increased and a negative torque (braking torque) is applied from the power generator to the wheels. Therefore, a decrease in deceleration of the vehicle can be suppressed. Moreover, in this configuration, the negative engine torque required for the engine body to apply the braking force to the wheels is calculated based on the opening degree of the accelerator pedal and the vehicle speed. The amount of increase in the amount of power generation is determined according to the deviation from the engine torque that occurs with the implementation of . Therefore, the deceleration of the vehicle can be appropriately decelerated according to the running state of the vehicle, and the driver can be provided with an appropriate deceleration feeling.

In the above configuration, preferably, a battery charged by the power generation device is provided, the determination unit determines whether the SOC of the battery is equal to or higher than a predetermined determination SOC, and the control device performs the fuel cut. When the SOC of the battery is equal to or higher than the determination SOC even when both the condition and the regeneration condition are satisfied, the deceleration regeneration control is prohibited, the fuel cut control is permitted, and the regeneration control and the regeneration condition are permitted. The power generation amount increase control is stopped (claim 2).

According to this configuration, when the SOC of the battery is higher than the determination SOC, it is possible to prevent the battery from being overcharged due to an increase in the amount of power generated due to the execution of the deceleration regeneration control.

In the above configuration, preferably, the fuel supply device includes main injection for injecting fuel for obtaining engine torque into the combustion chamber, and timing at which unburned fuel is introduced into the oxidation catalyst later than the main injection. and a post-injection for injecting fuel into the combustion chamber at the time of performing the regeneration control. is introduced, and the higher the engine speed or the lower the temperature of the exhaust gas in the exhaust passage upstream of the particulate filter, the more the injection amount of the post injection is increased, and the deceleration regeneration control unit controls the deceleration regeneration During execution of control, the negative engine torque is calculated so that the absolute value of the negative engine torque increases as the vehicle speed increases, and the regeneration torque increases as the injection amount of the post injection increases. A regeneration torque is calculated (claim 3).

In this configuration, when the engine speed is high and the flow rate of the exhaust gas is large, the temperature of the oxidation catalyst does not rise easily, and when the temperature of the exhaust gas on the upstream side of the particulate filter is low, soot is burned in the particulate filter. When it is difficult to do so, the post-injection amount is increased and more unburned gas is introduced into the oxidation catalyst, so that the temperatures in the oxidation catalyst and the particulate filter can be raised to promote the combustion of soot.

In addition, in this configuration, the regeneration torque is calculated to be a larger value as the amount of fuel combusted in the combustion chamber tends to increase due to a larger injection amount of the post-injection, so the regeneration torque can be calculated appropriately. Also, the higher the vehicle speed and the higher the deceleration requested by the driver, the larger the absolute value of the negative engine torque. Therefore, the negative engine torque can be calculated as an appropriate value corresponding to the driver's request. By appropriately calculating the regeneration torque and the negative engine torque, the amount of power generated by the power generator can be controlled to an appropriate amount, and the deceleration that meets the driver's request can be achieved more reliably.

According to the vehicle exhaust emission control system of the present invention, it is possible to provide an appropriate deceleration feeling while enabling regeneration of the particulate filter in a vehicle equipped with the particulate filter.

FIG. 1 is a block diagram showing the overall configuration of a vehicle to which an exhaust purification system according to the present invention is applied. FIG. 2 is a system diagram of an engine provided in the vehicle. FIG. 3 is a functional block diagram showing the control system of the vehicle. FIG. 4 is a flow chart showing the first half of control relating to fuel injection and power generation. FIG. 5 is a flow chart showing the latter half of the control relating to fuel injection and power generation.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a vehicle exhaust purification device according to an embodiment of the present invention will be described in detail with reference to the drawings.

(Overall configuration of vehicle)
FIG. 1 is a block diagram showing a schematic configuration of a vehicle 10 to which an exhaust purification device 200 according to this embodiment is applied. The vehicle 10 (exhaust purification device 200) includes an engine 1, a motor generator 21, an automatic transmission 22, a clutch CL1, a differential gear 23, wheels 24, an inverter 25, a battery 26, a brake device 80, and a processor 100 (control device). Prepare. The brake device 80 includes a disc rotor 82 that rotates integrally with the wheel 24, a brake pad 83 that sandwiches the disc rotor 82, a master cylinder that applies hydraulic pressure to the brake pad 83, and a control unit that controls the hydraulic pressure. a portion 81; The vehicle 10 also includes an accelerator pedal 91 and a brake pedal 92 operated by the driver.

The engine 1 of this embodiment is a four-cycle diesel engine, and operates using light oil as fuel. A detailed structure of the engine 1 will be described later.

The motor generator 21 has both a function as a motor and a function as a power generator. The motor generator 21 is, for example, a three-phase AC synchronous motor generator. The motor generator 21 is supplied with electric power stored in the battery 26 to generate driving force. Also, the motor generator 21 generates electric power from the rotational force transmitted from the wheels 24 when the vehicle 10 is decelerated. In this case, braking force corresponding to the electric power generated by the motor generator 21 acts on the wheels 24 . This motor generator 21 corresponds to a "power generator" in the claims.

Inverter 25 converts the alternating current generated by motor generator 21 into direct current and charges battery 26 . In addition to this current conversion function, the inverter 25 also has a function of changing the rotational speed of the motor generator 21 , and the output torque and power generation amount of the motor generator 21 are changed by the inverter 25 . The inverter 25 corresponds to a "power generation amount changing device" in the claims.

Engine 1 and motor generator 21 are connected in series via clutch CL1. The motor generator 21 is connected to drive shafts of wheels 24 via an automatic transmission 22 and a differential gear 23 . With this configuration, in the vehicle 10 of this embodiment, both the engine 1 and the motor generator 21 can drive the wheels 24 of the vehicle 10 . That is, the vehicle 10 of this embodiment is a hybrid vehicle having the engine 1 and the motor generator 21 as driving sources for running. The clutch CL1 connects or disconnects the output shaft (crankshaft) of the engine body 2 and the rotating shaft (rotor shaft) of the motor generator 21 .

The automatic transmission 22 has a function of changing the speed of rotation of the output shaft of the engine main body 2 and the rotating shaft of the motor generator 21 and outputting them. The automatic transmission 22 includes an input shaft, multiple planetary gear mechanisms, multiple brake mechanisms, multiple clutch mechanisms, and an output shaft. The automatic transmission 22 changes the speed of the rotational force by switching the transmission path of the rotational force input to the input shaft by the operation of each mechanism, and outputs the rotational force from the output shaft. The input shaft is connected to the rotating shaft of the motor generator 21, and the output shaft is connected to the differential gear 23 either directly or indirectly via a drive shaft. Note that the plurality of clutch mechanisms of the transmission 6 can be roughly regarded as one clutch CL2 because they work together to achieve a desired gear stage. Therefore, when the clutch CL2 is disengaged, torque transmission between the input shaft and the output shaft is interrupted.

The driving force of the engine 1 and the motor generator 21 is transmitted to the wheels 24 when both the clutches CL1 and CL2 are connected. At this time, when the motor generator 21 does not generate driving force, that is, when electric power is not supplied to the motor generator 21 , only the driving force generated by the engine 1 is transmitted to the wheels 24 . When the motor generator 21 operates as a power generator, that is, when the motor generator 21 generates power, the motor generator 21 applies a braking force to the wheels 24 . On the other hand, when the clutch CL2 is engaged and the clutch CL1 is disengaged, only the driving force generated by the motor generator 21 is transmitted to the wheels 24 via the automatic transmission 22 and others.

The battery 26 is a rechargeable secondary battery. As the battery 26, for example, a lithium-ion battery or a nickel-metal hydride battery is applied. Battery 26 supplies drive power to motor generator 21 via inverter 25 and receives power generated by motor generator 21 via inverter 25 to store it. A battery current sensor SN8 is attached to the battery 26 to detect battery current (output current from the battery 26 and input current to the battery 26), which is the current flowing in and out of the battery 26. FIG.

The inverter 25 converts three-phase AC power into DC power and vice versa. Specifically, when motor generator 21 generates driving force, inverter 25 converts the DC power stored in battery 26 into three-phase AC power and supplies the same to motor generator 21 . On the other hand, when motor generator 21 generates three-phase AC power, inverter 25 converts the three-phase AC power into DC power and supplies it to battery 26 .

Processor 100 centrally controls each part of vehicle 10 such as engine 1, inverter 25 (motor generator 21), automatic transmission 22, and clutch CL1. The processor 100 is configured based on a well-known microcomputer, and includes a CPU (Central Processing Unit) for executing various programs, and memories such as ROM and RAM for storing programs and various data. A functional configuration of the processor 100 will be described later with reference to FIG.

The accelerator pedal 91 is a pedal operated by the driver to change the driving force of the vehicle 10, that is, to change the output of the engine body 2 and/or the output of the motor generator 21 as a motor. The accelerator pedal 91 is provided with an accelerator opening sensor SN6 that detects the accelerator opening, which is the depression amount of the accelerator pedal 91 . The brake pedal 92 is a pedal for operating the brake device 80 and is operated by the driver to change the braking force applied from the brake device 80 to the wheels 24 . The brake pedal 92 is provided with a brake pedal sensor SN7 for detecting the amount of depression of the brake pedal.

(Overall structure of the engine)
FIG. 2 is a system diagram showing the overall configuration of the engine 1. As shown in FIG. The engine 1 includes an engine body 2 driven by being supplied with fuel containing light oil, an intake passage 30 through which intake air introduced into the engine body 2 flows, and an exhaust gas discharged from the engine body 2 to flow. an exhaust passage 40; an exhaust turbo device 60 driven by exhaust gas flowing through the exhaust passage 40; and

The engine body 2 has a plurality of cylinders 2a arranged in a direction perpendicular to the plane of FIG. The engine body 2 has a cylinder block 3 , a cylinder head 4 and a plurality of pistons 5 . Cylinder 2 a is formed by cylinder block 3 and cylinder head 4 . That is, a plurality of cylindrical spaces corresponding to the plurality of cylinders 2a are formed inside the cylinder block 3, and the cylinder head 4 is attached to the upper surface of the cylinder block 3 so as to block the cylindrical spaces from above. The piston 5 is accommodated in each cylinder 2a so as to be reciprocally slidable.

A combustion chamber C is formed above the piston 5 of each cylinder 2a. Each combustion chamber C is a space defined by the lower surface of the cylinder head 4 , the side peripheral surface (cylinder liner) of the cylinder 2 a, and the crown surface of the piston 5 . The combustion chamber C is supplied with fuel injected from an injector 9 which will be described later. The piston 5 receives the combustion energy of the fuel supplied to the combustion chamber C and reciprocates vertically.

A crankshaft 7 that is an output shaft of the engine body 2 is provided below the piston 5 and below the cylinder block 3 . The crankshaft 7 is connected to the piston 5 of each cylinder 2a via a connecting rod 8, and rotates around the central axis according to the reciprocating motion (vertical motion) of the piston 5. As shown in FIG.

A crank angle sensor SN1 is attached to the cylinder block 3 . The crank angle sensor SN1 detects the crank angle, which is the rotation angle of the crankshaft 7, and the engine speed, which is the rotation speed of the crankshaft 7.

An injector 9 (fuel supply device) is attached to the cylinder head 4 . The injector 9 supplies fuel to the combustion chamber C of each cylinder 2a. The injector 9 is attached to the cylinder head 4 so that the tip thereof is exposed to the combustion chamber C. As shown in FIG. A tip portion of the injector 9 is formed with a plurality of injection holes serving as fuel outlets. The fuel injected from each injection hole burns by self-ignition in the combustion chamber C, which is heated to a high temperature and a high pressure due to the compression action of the piston 5 .

An intake port 11 and an exhaust port 12 are formed in the cylinder head 4 . The intake port 11 is a port that connects the combustion chamber C of each cylinder 2 a and the intake passage 30 . The exhaust port 12 is a port that connects the combustion chamber C of each cylinder 2 a and the exhaust passage 40 . An intake valve 13 is provided in the intake port 11 of each cylinder 2a, and an exhaust valve 14 is provided in the exhaust port 12 of each cylinder 2a.

The cylinder head 4 is equipped with an intake valve mechanism 15 and an exhaust valve mechanism 16 . The intake valve mechanism 15 opens and closes the intake valve 13 of each cylinder 2 a in conjunction with the rotation of the crankshaft 7 . The exhaust valve mechanism 16 opens and closes the exhaust valve 14 of each cylinder 2 a in conjunction with the rotation of the crankshaft 7 . The intake valve 13 periodically opens and closes the opening of the intake port 11 on the side of the combustion chamber C according to the driving of the intake valve mechanism 15 . The exhaust valve 14 periodically opens and closes the opening of the exhaust port 12 on the side of the combustion chamber C in accordance with the driving of the exhaust valve mechanism 16 .

The intake passage 30 has an air cleaner 31, a compressor 61 of the exhaust turbo device 60, a throttle valve 33, an intercooler 32, a surge tank 30b and an intake manifold 30a. These are arranged in this order from the upstream side.

The air cleaner 31 is a filter that removes foreign matter from intake air. The compressor 61 is an impeller that rotates to compress and send out (supercharge) intake air. The throttle valve 33 is a valve that opens and closes the intake passage 30 to change the flow rate of intake air. The intercooler 32 is a heat exchanger that cools intake air compressed by the compressor 61 . The surge tank 30b is a tank that provides an enlarged space for equalizing the amount of intake air introduced into each cylinder 2a. The intake manifold 30a is a component that connects the surge tank 30b and the intake port 11 of each cylinder 2a, and includes a plurality of branch pipes communicating with each intake port 11 respectively.

An airflow sensor SN2 is attached to the intake passage 30 . The airflow sensor SN2 is a sensor that detects the flow rate of intake air introduced into the engine body 2 . The airflow sensor SN2 is arranged in a portion of the intake passage 30 between the air cleaner 31 and the compressor 61 .

The exhaust passage 40 has an exhaust manifold 40a, a turbine 62 of the exhaust turbo device 60, an oxidation catalyst 41, and a DPF 42 (Disel Particulate Filter). These are arranged in this order from the upstream side.

The exhaust manifold 40a is a component connected to the exhaust port 12 of each cylinder 2a, and includes a plurality of branch pipes communicating with the exhaust ports 12 and an exhaust collecting portion where the branch pipes are collected. The turbine 62 is an impeller rotated by exhaust gas discharged from the engine body 2 . When the turbine 62 rotates, the compressor 61 rotates in conjunction with this, thereby supercharging the intake air.

Both the oxidation catalyst 41 and the DPF 42 are devices for purifying the exhaust gas. The oxidation catalyst 41 oxidizes HC, CO, etc. in the exhaust gas by the catalytic action of platinum or the like to render them harmless. The DPF 42 is a filter for collecting PM (Particulate Matter) containing soot contained in the exhaust gas. The soot trapped in the DPF 42 is burned and removed from the DPF 42 when regeneration control, which will be described later, is performed and the temperature of the exhaust gas reaches or exceeds a predetermined temperature.

A differential pressure sensor SN3 is arranged in the exhaust passage 40 to measure the differential pressure across the DPF 42, that is, the differential pressure across the DPF 42, which is the difference between the pressure in the portion immediately upstream of the DPF 42 and the pressure in the portion immediately downstream of the DPF 42. there is A pre-DOC temperature sensor SN4 for measuring the pre-oxidation catalyst temperature, which is the temperature of the exhaust gas passing through this portion, is provided in the portion of the exhaust passage 40 immediately upstream of the oxidation catalyst 41 (the portion between the turbine 62 and the oxidation catalyst 41). are placed. A pre-DPF temperature sensor SN5a that measures the pre-DPF temperature, which is the temperature of the exhaust gas passing through this portion, is arranged in the portion of the exhaust passage 40 immediately upstream of the DPF 42 (the portion between the oxidation catalyst 41 and the DPF 42). there is A post-DPF temperature sensor SN5b for measuring a post-DPF temperature, which is the temperature of the exhaust gas passing through this portion, is disposed in the exhaust passage 40 immediately downstream of the DPF 42 .

Both the high-pressure EGR device 50 and the low-pressure EGR device 70 are devices that recirculate part of the exhaust gas flowing through the exhaust passage 40 to the intake passage 30 as EGR gas.

The low-pressure EGR device 70 has a low-pressure EGR passage 71 , an EGR cooler 72 and a low-pressure EGR valve 73 . The low-pressure EGR passage 71 connects a portion of the exhaust passage 40 downstream of the DPF 42 and a portion of the intake passage 30 upstream of the compressor 61 . The EGR cooler 72 cools the EGR gas recirculated to the intake passage 30 through the low pressure EGR passage 71 . The low-pressure EGR valve 73 is a valve that adjusts the amount of EGR gas flowing through the low-pressure EGR passage 71 .

The high pressure EGR device 50 has a high pressure EGR passage 51 and a high pressure EGR valve 53 . The high pressure EGR passage 51 connects a portion of the exhaust passage 40 upstream of the turbine 62 and a portion of the intake passage 30 downstream of the intercooler 32 . The high-pressure EGR valve 53 is a valve that adjusts the amount of recirculation of external EGR gas.

(vehicle control system)
FIG. 3 is a functional block diagram showing the control system of vehicle 10. As shown in FIG. Information detected by various sensors is input to the processor 100 . For example, the processor 100 includes a crank angle sensor SN1, an airflow sensor SN2, a differential pressure sensor SN3, a pre-DOC temperature sensor SN4, a pre-DPF temperature sensor SN5a, a post-DPF temperature sensor SN5b, an accelerator position sensor SN6, a brake pedal sensor SN7, Information detected by the battery current sensor SN8, that is, information such as crank angle, engine speed, intake air flow, differential pressure before and after DPF, temperature before DPF, temperature after DPF, accelerator opening, brake pedal depression amount, battery current, etc. Sequentially entered. The vehicle 10 is also equipped with a vehicle speed sensor SN9 for detecting the vehicle speed, and the vehicle speed detected by the vehicle speed sensor SN9 is also sequentially input to the processor 100 .

The processor 100 controls each part of the vehicle 10 based on input information from each of the sensors SN1 to SN9. Processor 100 is electrically connected to injector 9, throttle valve 33, high pressure EGR valve 53, low pressure EGR valve 73, and inverter 25 described above. The processor 100 outputs control signals generated based on the input information from the sensors SN1 to SN9 to these devices.

By executing a predetermined program, processor 100 performs determination unit 101, SOC estimation unit 102, soot collection amount estimation unit 103, request torque calculation unit 104, intake control unit 105, fuel injection control unit 106, and regeneration control. It operates so as to functionally include the unit 107 .

SOC estimator 102 estimates the battery SOC, which is the SOC (State Of Charge) of battery 26 . SOC estimating section 102 calculates the amount of increase or decrease in battery SOC per unit time based on the battery current detected by battery current sensor SN8, and calculates (estimates) battery SOC by integrating this.

The trapped soot amount estimation unit 103 estimates a trapped soot amount, which is the amount of soot trapped (deposited) in the DPF 42 . The trapped soot amount estimator 103 calculates (estimates) the trapped soot amount based on the differential pressure across the DPF detected by the differential pressure sensor SN3. The trapped soot amount estimator 103 calculates the amount of trapped soot so that the greater the differential pressure across the DPF, the greater the amount of trapped soot. Thus, in this embodiment, the differential pressure sensor SN3 and the trapped soot amount estimator 103 calculate (detect) the trapped soot amount. The estimation unit 103 corresponds to the "trapped soot amount detection device" in the claims, and the trapped soot amount calculated by the trapped soot amount estimation unit 103 corresponds to the "detection result" in the claims.

The determination unit 101 makes determinations necessary for controlling the vehicle 10 .

The determination unit 101 determines whether or not a regeneration condition, which is a condition for performing regeneration control described later, is satisfied. The determination unit 101 determines that the regeneration condition is met when the trapped soot amount calculated by the trapped soot amount estimating unit 103 exceeds a predetermined first determination trapped amount, and after the regeneration condition is established, the soot trapping. When the amount falls below the second determination collection amount, it is determined that the regeneration condition is not established. The first determination collection amount and the second determination collection amount are set in advance and stored in the determination unit 101 . The second determination collection amount is set to a smaller value than the first determination collection amount.

The determination unit 101 determines whether a fuel cut condition, which is a condition for performing fuel cut control described later, is satisfied. When the accelerator pedal 91 is not depressed, the accelerator opening detected by the accelerator opening sensor SN6 is 0, and the engine speed detected by the crank angle sensor SN1 is equal to or higher than the determination speed. If it is determined that the fuel cut condition is established, and if the accelerator opening is greater than 0 and the accelerator pedal 91 is depressed, or if the engine speed is less than the judgment speed, the fuel cut condition is not established. I judge. The determination rotation speed is set in advance and stored in the determination unit 101 .

Determining unit 101 determines whether or not the battery SOC calculated by SOC estimating unit 102 is less than the determination SOC. The determination SOC is set in advance and stored in determination section 101 . For example, the determination SOC is set to a value close to 100% (the SOC when the battery 26 is fully charged). In addition to the above, the determination unit 101 performs various determinations such as whether to use the engine 1 or the motor generator 21 as the driving source of the vehicle 10 .

The requested torque calculation unit 104 calculates a vehicle requested torque, which is the torque requested to the vehicle. The required torque calculation unit 104 calculates the vehicle required torque based on the accelerator opening detected by the accelerator opening sensor SN6 and the vehicle speed detected by the vehicle speed sensor SN9.

When the driver depresses the accelerator pedal 91 and the accelerator opening is greater than 0, the required torque calculation unit 104 calculates the vehicle required torque so that the smaller the accelerator opening and the higher the vehicle speed, the smaller the vehicle required torque. to calculate this. Based on the vehicle required torque, the required torque calculation unit 104 calculates a required engine torque that is the engine torque required for the engine 1 and a required motor torque that is the motor torque required for the motor generator 21 . Specifically, if both the engine 1 and the motor generator 21 are used as the driving sources of the vehicle 10, the requested torque calculation unit 104 first calculates the requested motor torque, which is the torque requested to the motor generator 21. , a value obtained by subtracting the requested motor torque from the vehicle requested torque is set as the requested engine torque. Note that the required motor torque is set so that the motor generator 21 is driven under conditions of high driving efficiency. On the other hand, if only the engine 1 is used as the driving source of the vehicle 10 (that is, both the clutches CL1 and CL2 are engaged to connect the engine 1 and the wheels 24, and the motor generator 21 ), the requested torque calculation unit 104 sets the requested vehicle torque to the requested engine torque, which is the torque requested of the engine 1 .

On the other hand, when the driver does not depress the accelerator pedal 91 and the accelerator opening is 0 or less and the fuel cut condition is met, the required torque calculation unit 104 determines that the vehicle 10 is required to A negative torque for realizing deceleration is calculated as the vehicle required torque. That is, when the fuel cut condition is satisfied, the accelerator pedal 91 is not depressed as described above, and the vehicle 10 is requested to decelerate. A negative torque required for the vehicle 10, which corresponds to the deceleration, is calculated as the vehicle required torque. Then, when only the engine 1 is used as the driving source of the vehicle 10, the requested torque calculation unit 104 sets the calculated negative vehicle requested torque as the requested engine torque. Hereinafter, the required engine torque (negative engine torque) calculated when only the engine 1 is used as the driving source of the vehicle 10 and the fuel cut condition is met is referred to as deceleration required engine torque.

The required torque calculation unit 104 also calculates the negative vehicle required torque based on the accelerator opening and the vehicle speed. However, when the fuel cut condition is satisfied, the accelerator opening is 0 or less, and the required torque calculation unit 104 substantially sets a negative vehicle required torque according to the vehicle. Here, it is known that the higher the vehicle speed, the higher the deceleration desired by the driver. Accordingly, when the fuel cut condition is satisfied, the required torque calculation unit 104 calculates the absolute value of the negative vehicle required torque (the negative amount of the vehicle required torque increases) as the vehicle speed increases. Accordingly, when only the engine 1 is used as the drive source of the vehicle 10, the deceleration request engine torque is calculated such that its absolute value increases as the vehicle speed increases.

The intake control unit 105 calculates the flow rate of intake air to be introduced into the combustion chamber C based on the engine speed detected by the crank angle sensor SN1 and the required engine torque when the engine 1 is used as the drive source of the vehicle 10. , the opening of the throttle valve 33 is changed so that this is realized. Also, the intake control unit 105 changes the opening degrees of the low-pressure EGR valve 73 and the high-pressure EGR valve 53 based on the engine speed, the required engine torque, and the like.

A fuel injection control unit 106 controls the injector 9 . The injector 9 is an injection for injecting fuel into the combustion chamber C to obtain engine torque, and is a normal injection that injects fuel at a timing when almost all of the injected fuel is burned in the combustion chamber C, and a normal injection. Post-injection can be performed by injecting fuel at a delayed timing when much of the injected fuel does not burn in the combustion chamber C and is led to the exhaust passage 40 and introduced into the oxidation catalyst 41 in an unburned state. is configured as The normal injection described above corresponds to the "main injection" in the claims.

The fuel injection control unit 106 performs only normal injection during normal operation. The fuel injection control unit 106 sets the injection amount of normal injection (the amount of fuel injected into the combustion chamber C by normal injection) and the injection timing (start timing of normal injection) based on the required engine torque and engine speed. , controls the injector 9 so that these are realized.

On the other hand, the fuel injection control unit 106 performs regeneration control for performing post-injection when the regeneration condition is satisfied. As will be described later, regeneration control (post-injection) is basically performed when regeneration conditions are satisfied, but is prohibited under specific conditions even when regeneration conditions are satisfied.

Regeneration control (post-injection) is control (injection) for regenerating the DPF 42 , that is, for burning the soot trapped in the DPF 42 and removing it from the DPF 42 . As described above, the oxidation catalyst 41 capable of oxidizing HC and the like is provided upstream of the DPF 42 . Therefore, when the post-injection is performed and unburned fuel is led out to the exhaust passage 40 , this unburned fuel is oxidized by the oxidation catalyst 41 . As a result, the temperature of the exhaust gas led out from the oxidation catalyst 41 and introduced into the DPF 42 rises, and the soot is burned and removed in the DPF 42 .

The fuel injection control unit 106 adjusts the post-injection amount, which is the amount of fuel supplied to the combustion chamber C by the post-injection, to the temperature of the exhaust gas derived from the oxidation catalyst 41, that is, the temperature in the DPF 42, which is equal to or higher than the temperature at which soot burns. and control the injector 9 so that this is achieved. The temperature at which soot burns in the DPF 42 is approximately 600 degrees.

When the regeneration condition is satisfied, the fuel injection control unit 106 first sets the basic value of the post injection amount based on the engine load, that is, the required engine torque and the engine speed. Here, when the required engine torque is less than 0 as the fuel cut condition is satisfied, the fuel injection control unit 106 sets the basic value based only on the engine speed. Specifically, the higher the engine speed, the greater the flow rate of the exhaust gas, and the more the oxidation catalyst 41 is cooled, that is, the less likely it is to rise in temperature. The higher the value, the larger the basic value.

Next, the fuel injection control unit 106 corrects the basic value so that the post injection amount increases as the temperature of the exhaust gas upstream of the DPF 42 decreases. Specifically, the fuel injection control unit 106 calculates the first correction amount such that the lower the pre-oxidation catalyst temperature measured by the pre-DOC temperature sensor SN4, the larger the first correction amount. Further, the fuel injection control unit 106 calculates the second correction amount such that the lower the pre-DPF temperature measured by the pre-DPF temperature sensor SN5a, the larger the second correction amount. Then, the fuel injection control unit 106 sets the sum of the basic value, the first correction amount, and the second correction amount as the post injection amount.

When the regeneration condition is established, the fuel injection control unit 106 causes the injector 9 to inject the post-injection amount of fuel set as described above to the injector 9 at a preset timing.

Here, if all the fuel supplied to the combustion chamber C by the post-injection can be introduced into the oxidation catalyst 41 in an unburned state, the temperature inside the DPF 42 can be efficiently raised. However, if the post-injection is performed when the temperature and pressure in the combustion chamber C are excessively low, oil dilution may occur. In other words, the fuel may adhere to the wall surface of the combustion chamber C without being vaporized, pass through the gap between the piston 5 and the cylinder 2a, and mix with the engine oil. Therefore, the injection timing of the post-injection is the timing at which part of the fuel supplied to the combustion chamber C by the post-injection burns in the combustion chamber C.

Further, the fuel injection control unit 106 executes fuel cut control to prohibit injection of fuel from the injector 9 when the fuel cut condition is satisfied. In fuel cut control, both normal injection and post-injection are stopped. As will be described later, fuel cut control is basically performed when the fuel cut condition is satisfied, but is prohibited under specific conditions even when the fuel cut condition is satisfied.

When the motor generator 21 is used as a power generator, the regeneration control unit 107 sets a target power generation amount, which is a target value of the power generation amount of the motor generator 21, so that the power generation amount of the motor generator 21 becomes the target power generation amount. to control the inverter 25.

When the brake pedal sensor SN7 detects that the brake pedal 92 has been depressed, the regeneration control unit 107 detects the target power generation amount based on the vehicle speed detected by the vehicle speed sensor SN9, the battery SOC calculated by the SOC estimation unit 102, and the like. is set to a value greater than zero. Note that the basic target power generation amount is set to zero when the brake pedal 92 is not depressed.

Here, part of the fuel supplied to the combustion chamber C by post-injection as described above is burned within the combustion chamber C. Therefore, when the regeneration control is executed when the fuel cut condition is satisfied, the vehicle 10 is required to decelerate and the torque (braking torque, that is, negative torque) for braking the wheels 24 is not applied. In spite of the demand, torque for driving the wheels 24 (driving torque, ie, positive torque) is applied from the engine 1 to the wheels 24 . Therefore, when the regeneration control is performed under the fuel cut condition, the regeneration control unit 107 sets an amount obtained by adding the power generation increase amount to the basic power generation amount, which is larger than the basic power generation amount, as the target power generation amount. By setting and increasing the power generation amount of the motor generator 21 , braking torque (negative torque) is applied to the wheels 24 .

In this manner, the processor 100 prohibits the fuel cut control and performs the regeneration control, and at the same time, the deceleration regeneration control, which is the control to increase the power generation amount of the motor generator 21 above the basic target power generation amount, is performed. It has become.

Specifically, the regeneration control unit 107 first calculates the regeneration torque, which is the engine torque generated by the post injection, based on the post injection amount set by the fuel injection control unit 106 . The regeneration control unit 107 calculates this so that the regeneration torque increases as the post-injection amount increases. Next, the regeneration control unit 107 sets the power generation increase amount based on the deviation between the deceleration request engine torque calculated by the request torque calculation unit 104 and the regeneration torque. Regeneration control unit 107 calculates this such that the greater the value obtained by subtracting the deceleration request engine torque from the regeneration torque, the greater the power generation increase amount. Specifically, when the motor-generator 21 generates power corresponding to the increase in power generation, the engine 1 generates reverse torque of a value obtained by subtracting the deceleration request engine torque from the regeneration torque. It is set to an amount that can offset the excess engine torque with respect to the deceleration request engine torque that is generated.

In addition to the above control, the processor 100 performs various controls such as output control of the motor generator 21 when the motor generator 21 is used as a motor. Further, as described above, the deceleration regeneration control is a control realized by various calculations in the required torque calculation unit 104, the fuel injection control unit 106, and the regeneration control unit 107. The required torque calculation unit 104, the fuel injection control A calculation unit including the unit 106 and the regeneration control unit 107 corresponds to a "deceleration regeneration control unit" in the claims.

(control flow)
When the engine 1 is used as a drive source for the vehicle 10, both the clutches CL1 and CL2 are engaged to connect the engine 1 and the wheels 24, and the motor generator 21 is not operating as a motor. , fuel injection and power generation control performed by the processor 100 will be described with reference to the flow charts of FIGS. 4 and 5. FIG.

When control starts, processor 100 acquires various information detected by sensors SN1 to SN9 (step S1).

Next, the processor 100 (requested torque calculation unit 104) calculates the requested engine torque based on the accelerator opening (step S2). As described above, when the fuel cut condition is satisfied, a negative engine torque (requested deceleration engine torque) for realizing the deceleration requested of the vehicle 10 is calculated as the requested engine torque.

Processor 100 then calculates the amount of trapped soot and the battery SOC (step S2). Specifically, the processor 100 (trapped soot amount estimator 103) calculates the trapped soot amount, which is the amount of soot trapped in the DPF 42, based on the differential pressure across the DPF 42, and the processor 100 (SOC estimation The unit 102) calculates the battery SOC based on the battery current. Processor 100 (regeneration control unit 107) also calculates a basic target power generation amount (step S3). As described above, when the brake pedal 92 is not depressed, the basic target power generation amount is 0, and when the brake pedal 92 is depressed, the basic target power generation amount is greater than 0. be.

Subsequently, processor 100 (determining unit 101) determines whether or not a reproduction condition is satisfied (step S5). The processor 100 makes this determination based on a comparison between the soot trapping amount calculated in step S3 as described above, the first determination trapping amount, and the second determination trapping amount.

When determining that the regeneration condition is not satisfied (when the determination in step S5 is NO), the processor 100 (determination unit 101) determines whether or not the fuel cut condition is satisfied (step S20). The processor 100 makes this determination based on the accelerator opening and the engine speed as described above.

When it is determined that both the regeneration condition and the fuel cut condition are not satisfied (when the determination in step S20 is NO), the processor 100 (fuel injection control unit 106) stops post-injection and performs only normal injection ( step S21). On the other hand, when it is determined that the fuel cut condition has been satisfied while the regeneration condition is not satisfied (when the determination in step S20 is YES), the processor 100 (fuel injection control unit 106) performs fuel cut control. Injection of fuel from the injector 9 to the combustion chamber C is stopped (step S22). Specifically, as described above, processor 100 terminates both normal injection and post-injection.

After steps S21 and S22, the processor 100 (regeneration control unit 107) sets the basic target power generation amount calculated in step S3 as the target power generation amount, controls the inverter 25, and controls the motor generator 21 to generate the target power generation amount. power generation for the basic target power generation amount (step S23). When the target power generation amount (basic target power generation amount) is 0, power generation by the motor generator 21 is stopped. After step S23, the process returns to step S1.

Returning to step S5, if it is determined that the regeneration condition is satisfied (if the determination in step S5 is YES), processor 100 (fuel injection control unit 106) calculates the post injection amount (step S6). As described above, the processor 100 calculates the post-injection amount based on the trapped soot amount calculated in step S3.

Subsequently, the processor 100 (determining unit 101) determines whether or not the fuel cut condition is satisfied (step S7) as in step S20. That is, the processor 100 determines whether or not the fuel cut condition is satisfied while the regeneration condition is satisfied. When this determination is NO and it is determined that the fuel cut condition is not satisfied while the regeneration condition is satisfied, the processor 100 (fuel injection control unit 106) performs regeneration control to switch between normal injection and post injection. implement (step S30). After step S30, the process proceeds to step S23, the processor 100 (regeneration control unit 107) controls the inverter 25 as described above to cause the motor generator 21 to generate the basic target power generation amount, and then returns to step S1.

On the other hand, if the determination in step S7 is YES and both the regeneration condition and the fuel cut condition are satisfied, processor 100 (determination unit 101) determines whether the battery SOC calculated in step S5 is less than the determination SOC. (step S8).

If the determination in step S8 is NO and both the regeneration condition and the fuel cut condition are satisfied and the battery SOC is equal to or higher than the determination SOC, the processor 100 prohibits the execution of the regeneration control and the fuel cut control. allow implementation. Accordingly, processor 100 (fuel injection control unit 106) performs fuel cut control to stop both normal injection and post injection (step S40). After step S40, the process proceeds to step S23, the processor 100 controls the inverter 25 as described above to cause the motor generator 21 to generate the basic target power generation amount, and then returns to step S1. In other words, control to increase the amount of power generation to increase the amount of power generation from the basic target amount of power generation is prohibited.

Returning to step S8, when the determination in step S8 is YES and both the regeneration condition and the fuel cut condition are satisfied and the battery SOC is less than the determination SOC, processor 100 prohibits fuel cut control. Deceleration regeneration control, which is control for performing regeneration control and increasing the power generation amount of the motor generator 21 with respect to the basic target power generation amount by the power generation increase amount, is performed.

Specifically, processor 100 (regeneration control unit 107) calculates regeneration torque (step S9). As described above, processor 100 calculates the regeneration torque based on the post-injection amount calculated in step S6. Subsequently, the processor 100 (regeneration control unit 107) calculates the power generation increase amount (step S10). As described above, the processor 100 calculates the power generation increase amount based on the deviation between the regeneration torque calculated in step S9 and the required engine torque (deceleration required engine torque) calculated in step S1. Subsequently, processor 100 (fuel injection control unit 106) performs post injection while stopping normal injection (step S11). At this time, the processor 100 (fuel injection control unit 106) causes the injector 9 to inject the post-injection amount of fuel calculated in step S9 into the combustion chamber C by post-injection. Further, the processor 100 (regeneration control unit 107) sets the total of the basic target power generation amount calculated in step S3 and the power generation increase amount calculated in step S10 as the target power generation amount, and controls the inverter 25 so that the motor generator 21 Power is generated for this target power generation amount (step S12). After step S12, the processor 100 returns to the process of step S1.

(action, etc.)
As described above, in the exhaust purification device 200 of the vehicle 10 according to the above-described embodiment, when the soot collection amount, which is the amount of soot collected by the DPF 42, exceeds the predetermined first determination collection amount, the regeneration condition is determined to be established. Then, when the regeneration condition is established, basically, regeneration control is performed to introduce unburned fuel into the oxidation catalyst 41 by performing post-injection. Therefore, when the amount of soot trapped in the particulate filter 42 is large, the oxidation catalyst 41 burns the unburned fuel to increase the temperature of the exhaust gas introduced into the particulate filter 42, thereby A large amount of soot trapped in the filter 42 can be burned off, and the particulate filter 42 can be appropriately regenerated.

In particular, in the above-described embodiment, fuel cut control is stopped and regeneration control (post injection) is performed when the regeneration condition is satisfied even when the fuel cut condition is satisfied. Therefore, the particulate filter 42 can be reliably regenerated at appropriate timing, and its soot trapping ability can be reliably maintained in a good state.

Moreover, when both the fuel cut condition and the regeneration condition are satisfied in a state in which both the clutches CL1 and CL2 are engaged and the engine 1 and the wheels 24 are connected, the amount of electric power generated by the motor generator 21 is reduced to the normal level (engine When both the fuel cut condition and the regeneration condition are satisfied in a state in which 1 and the wheel 24 are connected, the amount of power generation is increased from the basic target power generation amount, which is the amount of power generation when the regeneration control is not performed. The braking torque (negative torque) applied from the motor generator 21 to the engine body 2 and the wheels 24 is increased. Therefore, it is possible to bring the deceleration of the vehicle 10 closer to the deceleration desired by the driver, thereby providing the driver with an appropriate feeling of deceleration.

Specifically, when the engine body 2 and the wheels 24 are connected, if the regeneration control is performed and the fuel is supplied to the combustion chamber C in spite of the fact that the fuel cut condition is satisfied, the fuel will be reduced. A drive torque (positive torque) is imparted from the engine body 2 to the wheels 24 by the combustion in the combustion chamber. As a result, the deceleration of the vehicle 10 becomes lower than the deceleration desired for the vehicle 10 by the driver. In contrast, in the above-described embodiment, the braking torque (negative torque) applied from the motor generator 21 to the wheels 24 is increased, so that the decrease in deceleration of the vehicle 10 can be suppressed.

Furthermore, in the above embodiment, the power generation increase amount, which is the amount of increase in the power generation amount relative to the basic target power generation amount, is determined based on the opening degree of the accelerator pedal 91 operated by the driver. Therefore, it is possible to bring the deceleration of the vehicle 10 closer to the deceleration desired by the driver and provide the driver with an appropriate feeling of deceleration.

Further, in the above embodiment, even if both the fuel cut condition and the regeneration condition are satisfied, the deceleration regeneration control is prohibited when the battery SOC is equal to or higher than the determination SOC, and the regeneration control and the power generation amount of the motor generator 21 are prohibited. is not executed, and fuel cut control is executed. Therefore, overcharging of the battery 26 can be avoided, and a decrease in deceleration can be avoided. Specifically, by prohibiting the control for increasing the power generation amount of the motor generator 21, it is possible to prevent the battery SOC from becoming equal to or higher than the determination SOC. In addition, since the regeneration control is prohibited, the amount of electric power generated by the motor generator 21 is not increased, that is, the braking torque (negative torque) applied to the wheels 24 from the motor generator 21 is not increased, and It is possible to avoid application of drive torque (positive torque) to the wheels 24 and to avoid a decrease in deceleration of the vehicle 10 .

In the above embodiment, the total amount of the basic value, the first correction amount, and the second correction amount is calculated as the post injection amount. The lower the pre-DPF temperature, the larger the first correction amount, and the lower the pre-DPF temperature, the larger the second correction amount. That is, in the above embodiment, the higher the engine speed or the lower the temperature of the exhaust gas in the exhaust passage 40 upstream of the DPF 42, the greater the post-injection amount. Therefore, when the temperature of the oxidation catalyst 41 is difficult to rise because the engine speed is high and the flow rate of the exhaust gas is large, and when the temperature of the exhaust gas on the upstream side of the DPF 42 is low and soot is difficult to burn in the DPF 42, A larger amount of fuel can be introduced into the oxidation catalyst 41, the temperature rise in the oxidation catalyst 41 and the DPF 42 can be promoted, and the combustion of soot in the DPF 41 can be reliably promoted.

In addition, in this configuration, the regeneration torque is calculated to be a larger value as the amount of fuel combusted in the combustion chamber C tends to increase due to the greater injection amount of the post injection, so the regeneration torque can be calculated appropriately. Further, in response to the fact that the higher the vehicle speed, the higher the deceleration desired by the driver, when the fuel cut condition is satisfied, including when the deceleration regeneration control is performed, the higher the vehicle speed, the more negative the absolute value of the vehicle required torque and the deceleration. These torques are calculated so as to increase the required engine torque (when only the engine 1 is used as the drive source of the vehicle 10). Therefore, the absolute value of the vehicle required torque and the calculated value of the deceleration required engine torque can be set to appropriate values corresponding to the driver's request. By appropriately calculating the regeneration torque and the deceleration request engine torque, the power generation increase amount based on the deviation between them can also be calculated to be an appropriate amount. Therefore, the motor generator 21 can be appropriately controlled to more reliably achieve deceleration in accordance with the driver's request.

(Modification)
In the above embodiment, the deceleration regeneration control is prohibited when the battery SOC is equal to or higher than the determination SOC. However, the deceleration regeneration control may be performed regardless of the battery SOC. That is, the determination in step S8 may be omitted in the above embodiment.

A specific configuration of the engine 1 is not limited to the above. Further, the vehicle 10 is not limited to a hybrid vehicle, and may have only the engine main body 2 as a drive source for the wheels 24 and may be equipped with a power generator having only a power generator function instead of a motor generator.

Further, the specific procedure for calculating the post-injection amount and the specific procedure for calculating the deceleration request engine torque are not limited to the above.

1 engine 2 engine body 9 injector (fuel supply device)
10 vehicle 21 motor generator (power generation device)
24 wheel 25 inverter (power generation amount changing device)
26 battery 42 DPF (particulate filter)
91 accelerator pedal 100 processor (control device)
101 determination unit 103 trapped soot amount estimating unit (trapped soot amount detection device)
104 Required engine torque calculation unit (deceleration regeneration control unit)
106 fuel injection control unit (deceleration regeneration control unit)
107 regeneration control unit (deceleration regeneration control unit)
SN3 differential pressure sensor (soot collection amount detector)

Claims (3)

An exhaust passage through which exhaust gas discharged from a combustion chamber of an engine body mounted on a vehicle flows, a particulate filter disposed in the exhaust passage and collecting soot in the exhaust gas, and the particulate filter. An exhaust gas purification device for a vehicle having an oxidation catalyst disposed in the upstream exhaust passage to burn unburned fuel in the exhaust gas,
a power generator that generates power by receiving rotational force from wheels;
a power generation amount changing device capable of changing the power generation amount of the power generation device;
a fuel supply device that supplies fuel to the combustion chamber;
A trapped soot amount detection device that detects a trapped soot amount, which is the amount of soot trapped in the particulate filter;
A fuel cut control that controls the fuel supply device and the power generation amount changing device to stop the fuel supply from the fuel supply device to the combustion chamber, and the fuel so that unburned fuel is introduced into the oxidation catalyst. a control device that carries out regeneration control for increasing the temperature of the particulate filter by supplying fuel from a supply device to the combustion chamber,
The control device is
Determining whether or not the fuel cut condition for performing the fuel cut control is satisfied based on the opening degree of an accelerator pedal provided in the vehicle, and the regeneration control based on the detection result of the soot collection amount detection device a determination unit that determines whether or not a regeneration condition for performing
When both the fuel cut condition and the regeneration condition are satisfied while the engine body and the wheels are connected, the power generation amount changing device increases the power generation amount of the power generation device and performs the fuel cut control. a decelerating regeneration control unit that performs decelerating regeneration control that prohibits and permits the regeneration control;
When the deceleration regeneration control is performed, the deceleration regeneration control unit calculates a negative engine torque for applying braking force to the wheels required of the engine body based on the opening degree of the accelerator pedal and the vehicle speed. and calculating the amount of increase in the power generation amount based on a deviation between the calculated negative engine torque and the regeneration torque, which is the engine torque generated with the execution of the regeneration control. In the vehicle exhaust purification device according to claim 1,
A battery that is charged by the power generator,
The determination unit determines whether the SOC of the battery is equal to or higher than a predetermined determination SOC,
The control device prohibits the deceleration regeneration control and performs the fuel cut control when the SOC of the battery is equal to or higher than the determination SOC even when both the fuel cut condition and the regeneration condition are satisfied. An exhaust gas purification system for a vehicle, characterized in that the regeneration control and the power generation amount increase control are permitted and stopped. In the vehicle exhaust gas purification device according to claim 1 or 2,
The fuel supply device includes main injection for injecting fuel into the combustion chamber to obtain engine torque, and injection of fuel into the combustion chamber at a timing later than the main injection and at which unburned fuel is introduced into the oxidation catalyst. It is possible to perform post-injection to inject,
The control device introduces unburned fuel into the oxidation catalyst by causing the fuel supply device to perform the post-injection when the regeneration control is performed, and at the same time, when the engine speed is high or when the particulate filter is upstream of the particulate filter. increasing the injection amount of the post injection as the temperature of the exhaust gas in the exhaust passage decreases,
When the deceleration regeneration control is performed, the deceleration regeneration control unit calculates the negative engine torque so that the absolute value of the negative engine torque increases as the vehicle speed increases, and the injection amount of the post injection increases. 1. An exhaust emission control system for a vehicle, wherein the regeneration torque is calculated so that the regeneration torque increases as the amount increases.

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