JP5240449B2 - Exhaust purification device - Google Patents

Description

  The present invention relates to an exhaust purification device that purifies exhaust gas discharged from an internal combustion engine.

  In exhaust gas exhausted from engines mounted on automobiles, especially diesel engines, carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), and particulate matter (PM) ) Etc. are included. Therefore, for example, a three-way catalyst for decomposing (reducing, etc.) the pollutants and a particulate filter for capturing PM are provided in the exhaust passage through which the exhaust gas discharged from the engine passes. The gas is released into the atmosphere in a purified state.

  In a diesel engine, exhaust gas is in an oxidizing atmosphere, so it is difficult to purify nitrogen oxide (NOx) using a three-way catalyst. For this reason, in order to efficiently purify NOx in exhaust gas, for example, a so-called NOx trap catalyst that decomposes (reduces) NOx by repeatedly adsorbing and reducing NOx is employed in the diesel engine. Yes. The NOx trap catalyst, for example, supplies a reducing agent to the NOx trap catalyst by injecting fuel (light oil) or the like into the exhaust passage, and decomposes (reduces) the adsorbed NOx to regenerate the NOx trap catalyst. .

  Since the sulfur component is contained as a harmful component in the fuel, the sulfur component reacts with oxygen to become sulfur oxide, and is stored in the NOx trap catalyst instead of NOx (S poisoning). The stored sulfur component must be periodically removed, and the stored sulfur component is released and removed by raising the temperature of the NOx trap catalyst by setting the air-fuel ratio to a rich state (S purge).

  On the other hand, particulate filters need to be regenerated as necessary because PM accumulates in the filters and the passage resistance increases with use. In the regeneration process, an additive such as fuel (diesel oil) flows into an oxidation catalyst provided upstream of the particulate filter to cause an exothermic reaction, and the particulate filter is regenerated by this heat (regeneration). ).

  In the S purge of the NOx trap catalyst and the regeneration process of the particulate filter, the NO purge trap and the particulate filter are heated by raising the exhaust gas temperature, and the S purge and regeneration are performed. For this reason, the S purge and the regeneration process are conditions that allow the engine to be operated in a region where the engine load is somewhat high, and the S purge is performed in a place where there is a lot of combustibles in the surroundings during low speed operation, traffic jams, or stopping. The current situation is that the reproduction process cannot be performed.

  The S purge and the regeneration process are appropriately executed when necessary (detection / estimation) by obtaining the state of S poisoning or PM accumulation. The vehicle continues to run under conditions where S purge and regeneration processing is difficult, and when the accumulated amount exceeds a predetermined amount, the driver is informed by a warning light or the like to encourage driving in a state where S purge or regeneration processing is possible. . However, in reality, it is difficult to run in a state where S purge or regeneration processing is possible. If the warning light is on, bring it to a service base to perform maintenance, etc. The current situation is to support this.

  In recent years, navigation systems that set and guide vehicle travel routes and provide road information have become widespread, and techniques for executing S purge and regeneration processing using navigation systems have been proposed (for example, Patent Documents). 1). The technique disclosed in Patent Document 1 is a technique for performing filter regeneration when information related to traffic jams is obtained by the navigation system, and avoiding having to perform filter regeneration during traffic jams. It is. For this reason, it is possible to solve the problem of regeneration failure and filter clogging.

  The technique disclosed in Patent Document 1 is a technique based on the premise that there is a path that can be forcibly regenerated until a traffic jam section. If there is no path that can be forcibly regenerated, it is necessary to take measures such as performing maintenance. . For this reason, it cannot be said that the function of the navigation system such as setting and guiding the travel route is sufficiently utilized for the regeneration of the catalyst and the execution of the purge.

JP 2005-248762 A

  The present invention has been made in view of the above situation, and an object of the present invention is to provide an exhaust purification device capable of optimally executing the release and removal of harmful components of an exhaust purification unit by fully utilizing the functions of a navigation system. To do.

In order to achieve the above object, an exhaust emission control device according to a first aspect of the present invention includes an exhaust purification unit that is provided in an exhaust passage of an internal combustion engine of a vehicle and purifies exhaust, and is occluded or collected by the exhaust purification unit. A deposit amount deriving unit for deriving the accumulated amount of the exhaust component, and a discharge for releasing and removing the exhaust component by raising the temperature of the exhaust purification unit based on the accumulated amount of the exhaust component derived by the deposit amount deriving unit Means, a navigation system for setting and guiding the travel route of the vehicle and providing road information, and a current travel route when the accumulation amount of the exhaust component derived by the accumulation amount deriving device exceeds a predetermined amount In the direction of travel of the vehicle in the vehicle, it is determined whether or not there is a path on which the discharge means can be operated. Comprising a retraction travel route capable of operating a control unit configured to set and guided by the navigation system, the control means, depositing said vehicle accumulation amount of the exhaust gas component is rather multi than the predetermined amount is not running It sets the amount is less than the second predetermined amount, when the accumulation amount of the exhaust gas component exceeds a predetermined amount, determine the remaining distance to the deposit amount to be the wheelchair-stranded, said remaining distance is greater than a predetermined value α If it is determined that, to determine whether operation is possible paths of the release means is present, before the case operation of Kiho detecting means there is no possible paths, or the remaining distance is a predetermined value α When it is determined that the vehicle travels in the following manner, a place where the vehicle can safely stop until the second predetermined amount is exceeded is searched for as the retreat travel route.

In the present invention according to claim 1, when it is determined that there is no path in which the release means can operate in the traveling direction of the vehicle when the accumulation amount of harmful components exceeds a predetermined amount, the operation of the release means is performed. Since the possible evacuation route is set and guided by the navigation system, it is possible to optimally execute the emission removal of the exhaust purification unit by fully utilizing the function of the navigation system.
Then, by determining whether there is a route in which the discharge means can be operated within the calculated travel distance, if there is a possible route, the discharge means is operated in the traveling direction of the vehicle. Therefore, changing the traveling direction of the vehicle to release exhaust components can be suppressed to a minimum. Further, it is possible to guide a place where the vehicle can be safely stopped even if the amount of accumulated exhaust components increases.

The exhaust gas purifying apparatus of the present invention according to claim 2, in the exhaust purification apparatus according to claim 1, wherein the control unit, the safe when there is no place to stop, or the in a location that the safely stop When the vehicle does not stop, when the accumulation amount of the exhaust component derived by the accumulation amount deriving unit exceeds the second predetermined amount, the service base for performing the operation of the discharge unit is searched for and It is characterized by using a retreat travel route.

In the present invention according to claim 2, when it is not possible to evacuate to a place where the vehicle can be safely stopped (when not), the service base can be guided when the accumulated amount of exhaust components further increases.

  The exhaust emission control device of the present invention makes it possible to optimally execute the release removal of harmful components of the exhaust purification unit by fully utilizing the function of the navigation system.

  FIG. 1 shows an entire diesel engine equipped with an exhaust emission control apparatus according to a first embodiment of the present invention, FIG. 2 shows a schematic block configuration of control means, FIGS. 3 to 5 show a control flow, and FIG. The relationship between the differential pressure and the amount of PM deposited is shown.

  The whole diesel engine will be described with reference to FIG.

  As shown in the figure, a cylinder bore 3 is formed in a cylinder block 2 of a multi-cylinder diesel engine (engine) 1, and a piston 4 is accommodated in the cylinder bore 3 so as to be reciprocally movable. A combustion chamber 8 is formed by the piston 4, the cylinder bore 3 and the cylinder head 5. An upper end of a connecting rod 6 is rotatably connected to the piston 4, and a lower end of the connecting rod 6 is rotatably connected to a pin portion of the crankshaft 7.

  As a result, the reciprocating motion of the piston 4 is converted into the rotational motion of the crankshaft 7 via the connecting rod 6. The engine 1 is provided with a crank angle sensor 12, and the rotational speed of the engine 1 is detected based on information from the crank angle sensor 12.

  An intake port 11 is formed in the cylinder head 5, and an intake pipe 13 including an intake manifold is connected to the intake port 11. An intake valve 14 is provided in the intake port 11, and the intake port 11 is opened and closed by the intake valve 14. An exhaust port 15 is formed in the cylinder head 5, and an exhaust pipe 17 (exhaust passage) including an exhaust manifold is connected to the exhaust port 15. The exhaust port 15 is provided with an exhaust valve 18, and the exhaust port 15 is opened and closed by the exhaust valve 18.

  A turbocharger 21 is interposed in the middle of the intake pipe 13 and the exhaust pipe 17, and the turbocharger 21 is driven by the exhaust from the exhaust pipe 17 to supercharge intake air in the intake pipe 13. That is, the turbocharger 21 includes a turbine and a compressor, and the turbine is rotated by the exhaust of the exhaust pipe 17. The compressor rotates with the rotation of the turbine and the air from the intake pipe 13 is pressurized and the intake port 11 is pressurized. To be supplied.

  The cylinder head 5 is provided with an electronically controlled fuel injection valve 22 for injecting fuel into the combustion chamber 8, and fuel is supplied to the fuel injection valve 22 from a common rail 23. Fuel in the fuel tank 30 is supplied to the common rail 23 by a supply pump 29, and fuel is supplied from the supply pump 29 to the common rail 23 at a predetermined pressure according to the rotational speed of the engine 1. In the common rail 23, the fuel is adjusted to a predetermined fuel pressure, and high-pressure fuel controlled to the predetermined fuel pressure is supplied from the common rail 23 to the fuel injection valve 22.

  Reference numeral 24 in the figure denotes an EGR system that circulates a part of the exhaust to the intake pipe 13 side, 25 a throttle valve that adjusts the intake air amount, and 26 an intercooler that adjusts the temperature of the supercharged intake air. is there.

  In the exhaust pipe 17 on the downstream side of the turbocharger 21, a diesel oxidation catalyst (oxidation catalyst) 31, a NOx trap catalyst 32, and a diesel particulate filter (DPF: Diesel Particulate Filter) 33, which are the exhaust purification unit 10, are sequentially arranged from the upstream side. It is arranged.

  The exhaust pipe 17 between the turbocharger 21 and the oxidation catalyst 31 is provided with an injector 34 that injects fuel (light oil) as a reducing agent toward the oxidation catalyst 31. The injector 34 is connected to the supply pump 29 via the additive supply pipe 35, and the fuel in the fuel tank 30 is supplied from the supply pump 29 to the injector 34 at a predetermined pressure according to the rotational speed of the engine 1.

The oxidation catalyst 31 includes, for example, a catalyst body 20 having a catalyst layer in which a noble metal such as platinum (Pt) or palladium (Pd) is supported on a honeycomb structure carrier formed of a ceramic material. Is held in the exhaust pipe 17. In the oxidation catalyst 31, when exhaust gas flows in, nitrogen monoxide (NO) in the exhaust gas is oxidized to generate nitrogen dioxide (NO ₂ ) and HC is oxidized to carbon monoxide (CO) or carbon dioxide. (CO ₂ ) is produced.

  In order for the oxidation reaction in the oxidation catalyst 31 to occur, the oxidation catalyst 31 needs to be raised in temperature to the activation temperature or higher. Therefore, the oxidation catalyst 31 is preferably disposed as close to the engine 1 as possible. By being arranged at a position close to the engine 1, the oxidation catalyst 31 is heated by the heat of the burned gas discharged from the engine 1, and the oxidation catalyst 31 is brought to the activation temperature or higher in a relatively short time even at the time of starting or the like. The temperature can be raised to

In the NOx trap catalyst 32, for example, a noble metal such as platinum (Pt) or palladium (Pd) is supported on a honeycomb structure carrier made of aluminum oxide (Al ₂ O ₃ ), and barium (Ba) or the like is used as a storage agent. Alkali metal or alkaline earth metal is supported. The NOx trap catalyst 32 temporarily stores NOx in an oxidizing atmosphere, that is, temporarily stores NO ₂ generated by the oxidation catalyst 31 and NO remaining in the exhaust gas without being oxidized by the oxidation catalyst 31, for example, In a reducing atmosphere containing carbon monoxide (CO), hydrocarbon (HC), etc., NOx is released and reduced to nitrogen (N ₂ ) or the like.

Note that most of the NO ₂ produced by the oxidation catalyst 31 is adsorbed / decomposed (reduced) by the NOx trap catalyst 32, but the remaining NO _{2 that} has not been adsorbed / decomposed is purified by the reaction in the DPF 33.

  Normally, since the exhaust gas discharged from the engine 1 is in an oxidizing atmosphere, the inside of the NOx trap catalyst 32 becomes an oxidizing atmosphere, and the NOx trap catalyst 32 decomposes (reduces) the adsorbed NOx only by adsorbing NOx. Never happen. For this reason, when a predetermined amount of NOx is adsorbed to the NOx trap catalyst 32, fuel (light oil) as a reducing agent is injected from the injector.

  By injecting fuel (light oil) from the injector 34, the exhaust gas mixed with the fuel reacts with the oxidation catalyst 31 to consume oxygen and generate carbon monoxide (CO) having a high reducing ability. The inside of the NOx trap catalyst 32 becomes a reducing atmosphere, and the adsorbed NOx is decomposed (reduced).

  Since the sulfur component is contained as a harmful component in the fuel, the sulfur component reacts with oxygen to become sulfur oxide (SOx) and is stored in the NOx trap catalyst 32 instead of NOx (S poisoning). SOx reduces the NOx purification capacity. For this reason, when the amount of SOx stored in the NOx trap catalyst 32 reaches a predetermined amount, the SOx is released and removed (S purge).

  The amount of SOx occluded in the NOx trap catalyst 32 can be estimated by estimating the operation time of the engine 1 or by detecting the accumulation amount (trap amount) by providing a detection means (deposition amount derivation means). . When performing the S purge, the NOx trap catalyst 32 is placed in a reducing atmosphere, and the exhaust gas temperature is raised to raise the NOx trap catalyst 32 to a predetermined high temperature (release means).

  On the other hand, the DPF 33 is a filter having a honeycomb structure formed of, for example, a ceramic material. Inside the DPF 33, an exhaust gas passage 33a in which an upstream end is opened and a downstream end is closed and a downstream end are closed. And the exhaust gas passages 33b whose upstream ends are closed are alternately arranged via porous wall surfaces. The exhaust gas flows into the exhaust gas passage 33a whose upstream end is open, flows into the adjacent exhaust gas passage 33b through the porous wall surface, and flows out downstream. In the exhaust gas distribution process, particulate matter (PM) in the exhaust gas collides with the wall surface and is adsorbed and captured.

  In the DPF 33, the exhaust pressure gradually increases due to the accumulation of PM, and the exhaust resistance increases. When the exhaust resistance increases, fuel efficiency is deteriorated. Therefore, when the amount of accumulated PM reaches a predetermined amount, the accumulated PM is burned and removed to forcibly regenerate the DPF 33 (forced regeneration). In the forced regeneration, similarly to the S purge, the exhaust gas temperature is raised and the DPF 33 is raised to a predetermined high temperature (discharge means).

  In order to estimate the amount of accumulated PM, a pressure sensor 38 is provided in the exhaust pipe 17 at the entrance / exit of the DPF 33, and a differential pressure sensor 39 for detecting the pressure difference at the entrance / exit of the DPF 33 by inputting information from the pressure sensor 38 is provided. It has been. The amount of accumulated PM is estimated from the detection information of the differential pressure sensor 39 (deposition amount deriving means).

  An exhaust temperature sensor is appropriately provided between the oxidation catalyst 31, the NOx trap catalyst 32, and the DPF 33, or in the vicinity of the downstream side of the DPF 33, and flows into the oxidation catalyst 31, the NOx trap catalyst 32, and the DPF 33 by a plurality of exhaust temperature sensors. The temperature of the exhaust gas and the temperature of the exhaust gas discharged are detected. Further, an oxygen concentration sensor for detecting the oxygen concentration in the exhaust gas is provided in the vicinity of the upstream side of the oxidation catalyst 31 and the DPF 33.

  An air-fuel ratio sensor 36 is provided in the exhaust pipe 17 on the downstream side of the DPF 33, the exhaust air-fuel ratio is detected by the air-fuel ratio sensor 36, and feedback control is performed so that the engine 1 is operated at a predetermined air-fuel ratio.

  As shown in FIG. 2, the vehicle is provided with an electronic control unit (ECU) 41, and an engine ECU 42 of the ECU 41 has a storage device that stores an input / output device, a control program, a control map, and the like, a central processing unit, and Timers and counters are provided. And based on the information from various sensors, comprehensive control of the engine 1 and the exhaust emission control device is performed by a command of the engine ECU 42.

  On the other hand, a navigation system that sets and guides a travel route and provides road information is mounted on the vehicle. The navigation system includes a function for detecting the current location of the vehicle, a function for storing map information, a function for inputting a destination, VICS information (traffic information such as traffic volume and construction accident information) and road scale information (national roads, prefectural roads). , Number of lanes, speed limit, etc.) and a function for setting and guiding an optimum route by setting a travel route to the destination.

  The ECU 41 as the control means is provided with a car navigation ECU 43, and necessary information is exchanged between the engine ECU 42 and the car navigation ECU 43. That is, in the ECU 41, when the amount of SOx occluded in the NOx trap catalyst 32 reaches a predetermined amount, or when the amount of PM accumulated in the DPF 33 reaches a predetermined amount, S purge or forced regeneration operation is possible. The presence or absence of a route, that is, a route capable of increasing the load of the engine 1 to raise the temperature of the exhaust gas is determined.

  When it is determined that the amount of SOx stored in the NOx trap catalyst 32 has reached a predetermined amount due to the operation time of the engine 1 or the like, or the accumulated amount of PM has reached a predetermined amount based on the detection information of the differential pressure sensor 39 If it is determined, SOx release removal (S purge) and PM are burned and removed to forcibly regenerate the NOx trap catalyst 32 and DPF 33.

  S purge and forced regeneration are appropriately performed based on information of the navigation system. In the navigation system, when the current travel route is in an area where the operation of the discharge means is not possible, it is determined whether there is a route capable of S purge or forced regeneration in the traveling direction of the vehicle on the current travel route. . When it is determined that there is a path that can perform S purge and forced regeneration, information indicating that is sent to the engine ECU 42 and S purge and forced regeneration are performed in the set path. When it is determined that there is no route that can perform S purge or forced regeneration, a route (evacuation travel route) for retreating that the vehicle cannot travel due to accumulation of SOx or PM is set and guided.

  Based on FIGS. 3-6, the implementation status of S purge and forced regeneration according to the information of a navigation system is demonstrated concretely.

  The amount of PM deposited on the DPF 33 is mapped and stored in relation to the value of the differential pressure sensor 39, as shown in FIG. The amount of PM deposited on the DPF 33 is estimated (derived) based on the travel distance of the vehicle and the map shown in FIG. In the processing described below, the operation of performing the forced regeneration individually based on the PM accumulation amount (or travel distance) estimated based on the map shown in FIG. 6 is described. However, the S purge and the forced regeneration are performed simultaneously. It is possible to set the process to be performed or to perform the S purge individually.

  When the processing starts, as shown in FIG. 3, it is determined whether or not the accumulation amount (deposition amount read from the map of FIG. 6 according to the value of the differential pressure sensor 39) exceeds the reference value A in step S0. To be judged. If it is determined in step S0 that the accumulation amount is A or less, it is determined that the PM accumulation amount is not large, and the processing in step S0 is repeated.

  If it is determined in step S0 that the accumulation amount exceeds A, it is determined in step S1 whether or not the current travel route is in an area where the discharge means can be operated, that is, in an area where forced regeneration can be performed. It is determined whether or not. If it is determined in step S1 that the area is in the area where forced regeneration can be performed, forced regeneration is appropriately performed in step S2 and a return is returned.

  If it is determined in step S1 that there is no region where forced regeneration can be performed (the current travel route is in a region where the discharge means cannot operate), the deposition amount is B (A <B: location) in step S3. It is judged whether or not (quantitative) is exceeded. If it is determined in step S3 that the accumulation amount exceeds B, it is determined in step S4 whether or not the remaining distance until the vehicle cannot travel due to PM accumulation exceeds α.

  The map shown in FIG. 6 is a map showing the relationship between the differential pressure at the inlet / outlet of the DPF 33 and the amount of accumulated PM. The accumulated amount of PM corresponds to the travel distance, so that the vehicle cannot travel. The remaining travel distance (remaining distance) can be estimated based on the amount. The remaining distance until the vehicle can no longer travel can be obtained by separately using a map of the relationship between the accumulation amount and the distance.

  If it is determined in step S4 that the remaining distance until the vehicle cannot travel exceeds α, that is, if it is determined that there is a certain distance until the vehicle cannot travel, in step S5 Then, it is determined whether or not the destination is set by the navigation system. If it is determined in step S4 that the remaining distance is less than or equal to α, that is, if it is determined that the distance until the vehicle becomes unable to travel is shortened, the process proceeds to step (V) shown in FIG. To do).

  If it is determined in step S5 that the destination has been set, it is determined in step S6 whether or not there is a route that can perform forced regeneration up to the destination. When it is determined in step S5 that the destination is not set, the process proceeds to step (IV) shown in FIG. 4 (described later).

  If it is determined in step S6 that there is a route that allows forced regeneration to the destination, the route as it is is guided in step S7. If it is determined in step S6 that there is no route that can be forcibly regenerated to the destination, a detour route (retreat travel route) that can be forcibly regenerated is retrieved and guided in step S8. After the route is guided in step S7 or step S8, it is determined in step S9 whether another route or destination is not set, that is, whether there is no route change.

  If it is determined that there is no route change in step S9, forced regeneration is performed on the guide route (as it is or a detour route) in step S10, and a return is made. If it is determined in step S9 that the route has not been changed, that is, it has been determined that the route has been changed, it is determined whether the remaining distance until the vehicle shifts to step S4 and the vehicle is unable to travel exceeds α. The guidance process is executed again.

  In other words, when the accumulation amount of PM as an exhaust component exceeds B (predetermined amount), based on the information of the navigation system, whether or not there is a route that can be forcibly regenerated in the traveling direction of the vehicle in the current travel route The navigation system sets and guides an evacuation travel route that allows forced regeneration when there is no route that can be forcibly regenerated.

  For this reason, when the accumulation amount of PM exceeds a predetermined amount, the forced regeneration of the exhaust purification catalyst (exhaust purification unit) can be optimally executed by fully utilizing the function of the navigation system.

  And when the destination is set in the navigation system, the detour route to the original destination is searched and used as the retreat travel route, so the guidance to the destination is continued even if the PM accumulation amount increases. be able to.

  Returning to the flowchart of FIG. 3, if it is determined in step S5 that the destination is not set, as shown in FIG. 4, a route in which forced regeneration can be performed in the traveling direction of the vehicle is searched in step S11. In step S12, it is determined whether there is a path in the vehicle traveling direction in which forced regeneration can be performed. If it is determined in step S12 that there is a route in which the forced regeneration can be performed in the traveling direction of the vehicle, the route in which the forced regeneration can be performed is guided in step S13, and the forced regeneration is performed on the route in the traveling direction of the vehicle in step S14. And (III) return is performed as shown in FIG.

  If it is determined in step S12 that there is no route that can be forcibly regenerated in the traveling direction of the vehicle, the process proceeds to step (V) shown in FIG. If it is determined in step S4 shown in FIG. 3 that the distance until the vehicle is unable to travel has been shortened, or if it is determined that there is no route on which forced regeneration can be performed, as shown in FIG. In step S21, a safe place (evacuation travel route) where the vehicle can be stopped is searched.

  In step S22, it is determined whether there is a safe place where the vehicle can be stopped. If it is determined in step S22 that there is a safe place where the vehicle can be stopped, the safe place where the vehicle can be stopped is guided in step S23, and step S24 is performed. Use to flash the warning light. The forced regeneration increases the load of the engine 1 and keeps the rotational speed at a predetermined rotational speed (for example, 3000 rpm) to raise the exhaust gas temperature, so that the sound of the engine 1 increases and the catalyst temperature increases. For this reason, it is necessary to avoid implementation when the vehicle stops in a traffic jam or near a combustible (such as grass), and a safe stop location is guided in step S24.

  In step S25, it is determined whether or not the vehicle has stopped at the guided safe place. That is, in step S25, it is determined whether or not the vehicle has stopped at the guided position. If it is determined that the vehicle has stopped at the position guided in step S25, an urgent forced regeneration is performed in step S26 and (III) return is performed as shown in FIG.

  In other words, when the distance until the vehicle becomes unable to travel is shortened, or when there is no destination setting when the amount of accumulated PM increases, the retreat travel route (stop location) that allows forced regeneration in the direction of travel Therefore, it is possible to guide a safe stop location where forced regeneration can be performed in the traveling direction even if the amount of accumulated PM exceeds B.

  Returning to the flowchart of FIG. 5, if it is determined in step S22 that there is no safe place where the vehicle can be stopped, or if it is determined that the vehicle has not stopped at the position guided in step S25, PM deposition is performed in step S27. It is determined whether or not the amount exceeds C (B <C: second predetermined amount). If it is determined in step S27 that the accumulation amount exceeds C, the warning lamp is always lit in step S28, and a route (retreat travel route) to a nearby service factory (service base) is guided in step S29. As shown in FIG. 3, (III) returns. Note that the second predetermined amount C is a value smaller than the accumulation amount at which the vehicle serving as the reference of α calculated in step S4 cannot travel.

  For this reason, when it is not possible to evacuate to a place where the vehicle can safely stop (when not), the service base can be guided when the amount of accumulated PM further increases.

  Therefore, in the exhaust purification apparatus described above, it is possible to optimally execute the PM removal and removal (forced regeneration) of the exhaust purification unit 10 by making full use of the functions of the navigation system.

  Although the exhaust purification apparatus described above has been described using forced regeneration of the DPF 33, the same processing can be performed for the S purge of the NOx trap catalyst 32. Further, the forced regeneration of the DPF 33 and the S purge of the NOx trap catalyst 32 may be performed simultaneously. At this time, it is preferable to carry out the process when either the PM accumulation amount of the DPF 33 or the SOx occlusion amount of the NOx trap catalyst 32 exceeds the reference value A.

  The present invention determines the presence or absence of a route that can be forcibly regenerated in the traveling direction of the vehicle on the current travel route based on information of the navigation system when the amount of exhaust component accumulation exceeds a predetermined amount, and forcibly regenerate If the navigation system can set and guide the evacuation travel route that evacuates when the vehicle cannot travel when there is no route that can be used, determination of the remaining distance and determination of whether or not the destination is set are performed as appropriate. However, the present invention is not limited to the processing of the above-described embodiment example.

  In the above-described embodiment, the exhaust gas purification unit 10 of the diesel engine has been described as an example. However, the present invention is also applicable to an exhaust gas purification device including an exhaust gas purification unit that performs only S purge in a gasoline engine. is there.

  INDUSTRIAL APPLICABILITY The present invention can be used in the industrial field of an exhaust purification device that purifies exhaust gas discharged from an internal combustion engine.

1 is an overall configuration diagram of a diesel engine including an exhaust purification device according to an embodiment of the present invention. It is a schematic block block diagram of a control means. It is a control flowchart. It is a control flowchart. It is a control flowchart. It is a graph showing the relationship between a differential pressure | voltage and the deposition amount of PM.

Explanation of symbols

1 Multi-cylinder diesel engine (engine)
2 Cylinder Block 3 Cylinder Bore 4 Piston 5 Cylinder Head 6 Connecting Rod 7 Crankshaft 8 Combustion Chamber 10 Exhaust Purification Unit 11 Intake Port 12 Crank Angle Sensor 13 Intake Pipe 14 Intake Valve 15 Exhaust Port 17 Exhaust Pipe 18 Exhaust Valve 20 Catalyst Body 21 Turbocharger 22 Fuel injection valve 23 Common rail 24 EGR system 25 Throttle valve 26 Intercooler 29 Supply pump 30 Fuel tank 31 Diesel oxidation catalyst (oxidation catalyst)
32 NOx trap catalyst 33 Diesel particulate catalyst (DPF)
34 Injector 35 Additive Supply Pipe 36 Air / Fuel Ratio Sensor 38 Pressure Sensor 39 Differential Pressure Sensor 41 Electronic Control Unit (ECU)
42 Engine ECU
43 car navigation ECU

Claims (2)

An exhaust purification unit that is provided in an exhaust passage of an internal combustion engine of a vehicle and purifies exhaust;
Deposition amount deriving means for deriving the accumulation amount of exhaust components occluded or collected in the exhaust purification unit;
Discharge means for raising the temperature of the exhaust purification unit based on the accumulation amount of the exhaust component derived by the accumulation amount deriving means, and releasing and removing the exhaust component;
A navigation system for setting and guiding the travel route of the vehicle and providing road information;
When the accumulation amount of the exhaust component derived by the accumulation amount deriving means exceeds a predetermined amount, it is determined whether there is a path in which the discharge means can operate in the traveling direction of the vehicle in the current traveling route, When it is determined that there is no route on which the discharge means can be operated, the navigation system includes a control means for setting and guiding a retreat travel route on which the discharge means can be operated,
The control means includes
The deposition amount of the exhaust component sets the deposition amount is smaller than the second predetermined amount of the predetermined amount Many said vehicle than is possible running,
When the deposition amount of the exhaust gas component exceeds a predetermined amount, determine the remaining distance to the deposit amount to be the wheelchair-stranded,
If it is determined that the remaining distance exceeds a predetermined value α, it is determined whether or not there is a path in which the discharge means can operate.
The front case operation of Kiho detecting means there is no possible path or when said remaining distance is determined to be equal to or less than the predetermined value alpha, searching for a location that is safe to stop until it exceeds the second predetermined amount An exhaust emission control device characterized in that it is a retreat travel route. The exhaust emission control device according to claim 1,
The control means includes
When the accumulation amount of the exhaust component derived by the accumulation amount deriving means exceeds the second predetermined amount when there is no place where the vehicle can stop safely or when the vehicle does not stop at the place where the vehicle can safely stop An exhaust gas purification apparatus characterized in that a service base for performing the operation of the discharge means is searched for as the retreat travel route .

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