JPS60150415A - Diesel particulate filter regenerative device - Google Patents

Abstract

PURPOSE:To regenerate a particulate filter efficiently by feedback controlling the temperature of a high-temperature gas for the combustion of particulate, in two stages, to be low temperature in the early stage of regeneration and high temperature in the latter stage of regeneration. CONSTITUTION:A burner type high-temperature gas feeding mechanism C can feed a high-temperature gas for combustion of particulate, which contains an oxygen gas, to a particulate filter 5. A means ECU for controlling the temperature of high temperature gas adjusts the quantity of fuel fed from a burner fuel pump 30 to the high-temperature gas feeding mechanism C in accordance with a signal from a temperature sensor 20, and feedback controls the temperature of the high-temperature gas for combustion to a defined temperature in the early stage of regeneration, and to another defined temperature higher than said defined temperature in the latter stage of regeneration.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a regeneration device for a particulate filter in an exhaust gas system of a diesel engine.

Conventionally, various devices have been developed that are equipped with particulate filters (DPF) in the exhaust system of diesel engines to prevent the generation of black smoke. A particulate filter ambiguity device for combustion is provided, and this particulate filter regeneration device is provided with a fuel pressure regulator and a fuel flow control valve for supplying fuel, respectively.

The fuel supplied from the fuel pressure regulator and fuel flow control valve has its flow rate and pressure adjusted and is sent to a fuel heater (burner) equipped with a particulate filter regeneration device.

The particulate filter is regenerated by activating this heater to burn particulates trapped in the filter.

Such a diesel particulate filter regeneration device requires periodic regeneration in order to incinerate the particulates accumulated on the filter, but the following requirements exist for the regeneration device as a whole.

1) It is desirable that the number of playbacks be small.

2) It is desirable that the playback time be short.

3) High regeneration efficiency is desirable.

4) Filter damage (cracks, melts, clogging, etc.)
do not.

These demands conflict with each other, and it is necessary to control the regeneration gas temperature T, excess air ratio λ, regeneration gas flow rate Q, etc. within a narrow range, and there is still no diesel particulate material that can meet these demands. No filter regeneration device is proposed.

Furthermore, when regenerating the DPF using a diesel particulate filter regeneration device, it has been found that the higher the DPF artificial regeneration gas temperature T is, the lower the allowable loading amount of the DPF (the loading amount at which the DPF reaches the maximum allowable temperature during combustion) decreases. (See Figure 6).

Furthermore, the regeneration efficiency increases as the temperature of the regeneration gas at the DPF entrance increases (see Figure 7), and the time required for regeneration when the loading amount is constant (for example, 12g) becomes shorter as the temperature of the regeneration gas at the DPF entrance increases (see Figure 7). (See Figure 8).

The present invention is intended to meet the above-mentioned demands based on these findings, and, when regenerating the particulate filter, the temperature of the high temperature gas for particulate combustion supplied to the particulate filter is set to a predetermined temperature at the beginning of the regeneration period. (low temperature) to a predetermined temperature (low temperature) in the late regeneration period.
An object of the present invention is to provide a diesel particulate filter regeneration device that can efficiently regenerate a particulate filter by performing feedback control in two stages (high temperature).

Therefore, in order to regenerate the particulate filter in the exhaust gas system of a diesel engine, the diesel particulate filter regeneration device of the present invention is of a burner type capable of supplying high temperature gas for particulate combustion containing oxygen gas to the particulate filter. A burner fuel pump is provided with a high-temperature gas supply mechanism and supplies fuel to the high-temperature gas supply mechanism to adjust the temperature of the high-temperature gas or the high-temperature gas from the supply mechanism, and detects the temperature on the upstream side of the particulate filter. and a temperature sensor for adjusting the fuel supply amount from the burner fuel pump to the high temperature gas supply mechanism to a predetermined temperature at the beginning of the regeneration period of the diesel particulate filter according to the temperature signal from the temperature sensor. The present invention is characterized in that a high-temperature gas temperature control means is provided which performs feedback control to another predetermined temperature higher than the predetermined temperature in the latter stage.

A diesel particulate filter birthing device as an embodiment of the present invention will be explained below with reference to the drawings.
FIG. 1 is an overall configuration diagram thereof, FIG. 2 is a block diagram thereof, FIGS. 3 to 8 are graphs showing its operation, and FIGS. 9 to 10 are flow charts showing its control procedure.

As shown in FIGS. 1 and 2, the engine E includes a main chamber formed by a cylinder block 1, a cylinder head 2, and a piston (not shown), and an auxiliary chamber (not shown) formed in the cylinder head 2 and communicating with the main chamber. ing.

Further, an intake passage 3 is connected to the main chamber of the diesel engine E via an intake valve (not shown), and an exhaust passage 4 is connected to the main chamber via an exhaust valve (not shown).
This exhaust passage 4 includes a diesel particulate sheet filter (DPF) 5 that captures particulates in the exhaust gas.
is interposed.

Note that particulates here refer to combustible fine particles mainly composed of carbon and hydrocarbons, with an average diameter of about 0.3 μm, and which self-destruct at temperatures of approximately 500°C or higher (350°C or higher in the presence of an oxidation catalyst). set a fire.

Furthermore, this DPF 5 is equipped with a honeycomb-shaped filter inside, but instead of this honeycomb-shaped filter, it may be equipped with a mesh filter or a porous filter inside. .

The DPF 5 communicates with the atmosphere via the muffler 6,
At all times (when not regenerating), exhaust gas from the engine E is received via the turbocharger 11.

The state shown in FIG. 1 shows the non-regeneration state, and in this state, the passage switching valve 7 is switched to the state shown by the solid line, and the hot air supply control valve 8 is switched to the closed state shown by the solid line in FIG. As a result, particulates supplied through the exhaust passage 4 are captured, and the exhaust gas from which the particulates have been removed is released to the atmosphere.

During regeneration, the passage switching valve 7 is switched to the state shown by the broken line in FIG. 1 by the switch valve 9, and the hot air supply control valve 8 is switched to the open state shown by the broken line in FIG. 1 by the switch valve 10. Become.

Negative pressure from a vacuum pump 15 is supplied to the working chamber 9a of the switch valve 9 by an electromagnetic three-way switching valve 12, and supply of negative pressure from the turbocharger 11 to the working chamber 9b of the switch valve 9 is controlled. Downstream intake passage 3
The supply of pressurized air is controlled by an electromagnetic three-way switching valve 13.

Then, the negative pressure from the vacuum pump 15 is transferred to the working chamber 10a of the switch valve 10 by the electromagnetic three-way switching valve 14.
The supply is controlled by

Each solenoid valve 12 to 14 receives a control signal from an electronic control unit (ECU) 16 such as a computer through its respective solenoid 12a, 13a, 14a, and receives a control signal from its valve body 12b, 14a.
3b, 14b to control switching between a negative pressure or pressurized supply state and a state of communicating with the atmosphere via the air filters 24 to 26.

Further, the exhaust passage 4 is communicated with the atmosphere via a bypass passage 17 and a muffler 18, and D
An exhaust side 5a of the PF 5 is communicated with the atmosphere via a muffler 6, and an intake side (downstream side) 5b of the DPF 5 is communicated with a burner 19.

A temperature sensor (thermocouple) 20 is provided on the intake side (upstream side) 5b of the DPF 15 to detect the temperature of the exhaust gas supplied to the DPF 5, and sends a temperature signal to the ECU 16.

Further, a pressure sensor 21 is provided to detect the pressure on the intake side 5b of the DPF 5, and a detection signal from this pressure sensor 21 is sent to the ECU 16.

In order to control the operation of this pressure sensor 21, the pressure sensor 2
An electromagnetic three-way switching valve 23 is installed in the exhaust gas introduction pipe 22 to the
is interposed, and the solenoid 23a of this solenoid valve 23
A control signal is supplied from the ECU 16 to the solenoid 23a, and the pressure sensor 21 is normally connected to the atmosphere through an air filter 27. When a control signal is supplied to the solenoid 23a, the pressure sensor 21 is activated. The intake side of DPF5 (
upstream side) 5b.

A high-temperature gas supply mechanism that supplies high-temperature gas from the burner 19 to the DPF 5 in order to burn particulates captured by the DPF 5 in the DPF regeneration state will be described.

The burner 19 is configured to be supplied with fuel from a fuel injection nozzle 28 configured with a two-fluid nozzle or the like.

Fuel regulated to a set pressure is supplied to the fuel injection nozzle 28 from an injection pump 29 and a burner fuel pump (BFP) 30 that constitute a high-temperature gas supply mechanism through a pipe 3.
1.

An electromagnetic on-off valve 32 is connected to a branch pipe 31a of this piping 31, and the valve part of this electromagnetic valve 32 is always closed, and a control signal is sent from the ECU 16 to the solenoid 32a. At this time, the valve portion is opened and the pipe 31 is communicated with the fire via the air filter 33.

The fuel pressure of the fuel supplied to the fuel injection nozzle 28 is regulated to a set pressure by the injection pump 29, and the amount of fuel is B
It is determined by the drive frequency of the control signal supplied from the ECU 16 to the solenoid 30a of the FP 30.

The ECU 16 controls the rotational states of the primary air pump 37 and the secondary air pump 38, and also controls the ignition timing of the ignition plug 39 in the burner 19 via the igniter 40, which is a high pressure generation source.

A relief valve 42 is installed in a pipe 41 communicating from the primary air pump 37 to the fuel injection nozzle 28, and a large flow blower is installed in a pipe 43 communicating from the secondary air pump 38 to the burner 19. An air control valve 44 and a relief valve 45 are interposed to control the air.

The air control valve 44 receives control pressure from the flow rate correction mechanism D via a pipe 46 in order to correct the burner air flow rate in response to changes in atmospheric pressure.
A control pressure regulated between the vacuum pump 15, the regulator 48, and the atmospheric pressure supplied therethrough is supplied to the piping 46 via the regulator 48 and the electromagnetic on-off valve 49.

The amount of secondary air in the air control valve 44 is detected by a position sensor 44a and is supplied to the ECU 16.

The solenoid valve 49 has its solenoid 49a receiving a control signal from the ECU 16 to control the opening/closing of its valve portion, and the solenoid valve 50 has its solenoid 50a receiving a control signal from the ECU 16 to be controlled. When the control signal is on, the valve is closed and pressure is maintained; when the control signal is off, the valve is open and pressure leaks.

The relief valve 45 receives control pressure from the meteor correction mechanism D via a pipe 47, and this control pressure is regulated by a differential pressure responsive valve 52.

Frequency control of the control signal supplied to the BFP 30 is performed by an electronic control unit (ECU) 16 as a high temperature gas temperature control means.
This ECU16
is the opening signal from the injection pump lever opening sensor 56,
It receives a rotational speed signal from the engine rotational speed sensor 57, a temperature signal from the cooling water temperature sensor 58, a temperature signal from the temperature sensor 20, a pressure signal from the pressure sensor 21, and a secondary air amount signal from the position sensor 44a. It has become.

The ECU 16 receives these signals and outputs a pulse control signal that drives the solenoid 30a of the BFP 30.

This pulse control signal is controlled by the number of pulses, for example, B
This is a signal that controls the number of times the plunger of the FP 30 is driven per unit time.

Note that numerals 53 and 54 in FIG. 1 indicate air filters, 55 indicates an air cleaner, and 59 indicates an exhaust port.

Since the diesel particulate filter regeneration device of the present invention is configured as described above, when the DPF 5 is not regenerated, particulates in the exhaust gas are collected when the exhaust gas from the diesel engine E passes through the DPF 5. The purified exhaust gas is then released to the atmosphere through the exhaust port 59.

And the diesel venticulate filter (DPF)
) 5, the high temperature gas supply mechanism C to the DPF 5 is required.
A high-temperature gas for particulate combustion is supplied from a burner 19 that constitutes a particulate combustion chamber.

At this time, the temperature of the high-temperature gas changes to the BFP30 to the burner 19.
The amount of oxygen gas in the high-temperature gas is determined by the amount of combustion fuel supplied from the air pumps 37 and 38 to the burner 19 and the amount of combustion fuel supplied from the BFP 30. It is determined.

Below, the BFP3
0 drive control, in this flow, immediately before the start of regeneration, the artificial regeneration gas temperature T of the DPF 5 is detected from the temperature sensor 20 (step a1), and the average value T' of the filter upstream atmosphere temperature T is Target temperature (600
±10℃) According to the temperature difference △T1 (=T0-T') from T0, the BFP drive frequency fn is set to 5th according to the map instruction.
It is determined as shown in the figure (step a2), and driving of the BFP 30 is started by open loop control at this BFP drive frequency (step a3).

Note that the BFP drive frequency fn is as shown in FIG.
It may be configured to be determined from the filter upstream atmospheric temperature T.

Then, the regeneration gas temperature T at the inlet of the DPF 5 from the temperature sensor 20 is detected (step a4), and this state is maintained until a certain period of time has elapsed (step a5), and when the certain period of time has elapsed, the regeneration initial state is ended, If the temperature T is equal to or higher than the predetermined temperature TMIN (step a7), according to the BFP feedback (FB) control flow B shown in FIG.
Feedback control of BFP30 is performed, and T<TM
If it is IN, the regeneration is stopped, the driving of the BFP 30 is stopped, the valve body 32b of the solenoid valve 32 is sucked, and the flame is passed through the air filter 33 to the branch pipe 31a and the piping 3.
1, and the fuel is purged.

If the temperature difference ΔT is within the deviation δ from the target temperature at the start of feedback control even before a certain period of time has elapsed (step a6), it is assumed that the predetermined temperature has been reached, and the regeneration initial state is ended and step This leads to a7.

In this control flow, even if it is affected by the outside temperature or the exhaust gas temperature just before the start of regeneration, there is little variation in the time it takes to reach the target temperature, and there is no possibility that the DPF 5 will heat up too much while the burner 19 is warming up. There aren't many.

In the feedback control flow of the BFP 30, as shown in FIG. 10, the driving frequency fn of the BFP 30 is set (step b1), and then the inlet regeneration gas temperature T of the BFP 30 is detected by the temperature sensor 20 (step b2).
), it is determined whether this temperature T is equal to or lower than the maximum allowable temperature TMAX (step b3).

If the temperature T exceeds the maximum allowable temperature TMAX, regeneration is stopped, and if T≦TMAX, the actual temperature (current value) T from the temperature sensor 20 and the target temperature (target value; for example, 6
It is determined whether the absolute value |ΔT| of the temperature difference ΔT (=T−T0) from T0 (00±10° C.) is within the temperature dead zone width ε (for example, 10° C.) (step b4).

If the absolute value |ΔT| of the temperature difference ΔT is within the temperature dead zone width ε, the driving frequency fn of the BFP 30 is maintained as it is (
In step b5), the BFP 30 is driven at this drive frequency fn (step b6), and this state is maintained for a predetermined time (for example, 10 seconds) (step b7).

In step b4, if the absolute value |△T| of the temperature difference ΔT is outside the temperature dead zone width ε, the temperature difference △T is a negative value (step b8), that is, the actual temperature T is the target temperature T0. When the temperature difference ΔT is lower, the BFP drive frequency change width Δfn (≦ΔfnMA
X) is determined (see FIG. 3), and furthermore, the BFP drive frequency is set higher by this BFP drive frequency change width Δfn (step b9).

△fn=k(|△T|-ε) (1) fn=fn+△fn (2) Then, the BFP drive frequency fn with increased frequency is B
If the driving frequency upper limit value fnMAX of FP30 is exceeded (step b10), the BFP driving frequency fn becomes BFP
The driving frequency upper limit value fnMAX is set to 30 (step b11).

Next, in steps b6 and b7, the BFP 30 is driven at this driving frequency fn for a predetermined period of time (for example, 10 seconds).

In step b8, when it is determined that the temperature difference ΔT is a positive value, that is, the actual temperature T is the target temperature T■
When the temperature difference ΔT is higher, the BFP drive frequency change width △fn (≧△fnMIN) corresponding to the temperature difference △T is determined as shown in the following equation (see Figure 3), and furthermore, this BFP drive frequency change width △fn The BFP drive frequency is set lower (step b12).

△fn=k(△T-ε) (3) fn=fn-△fn (4) Then, the lowered BFP drive frequency f is BF
If the drive frequency fn is lower than the lower limit value fnMIN of P30 (step b12), the BFP drive frequency fn is lower than the BFP3 drive frequency lower limit fnMIN.
The driving frequency lower limit value fnMIN is set to 0 (step b14).

Next, in steps b6 and b7, the BFP 30 is driven at this driving frequency fn for a predetermined period of time (for example, 10 seconds).

Then, the feedback control of steps b2 to b15 is continuously performed until a certain period of time (here, the initial total time of the reproduction period is set to 4 minutes) has elapsed.
The end of this regeneration is determined, for example, based on the elapse of a preset DPF regeneration time (step b15).

At the end of the regeneration, the driving of the BFP 30 is stopped, and the fuel in the pipe 31 is purged in the same way as when the regeneration is stopped.

By the control flow B described above, the temperature before the DPF is always maintained at a constant temperature (600±10° C.).

In this control flow, even while the burner 19 is warming up,
The air-fuel ratio A/F of the burner 19 becomes stable.

Next, in the latter half of the regeneration period of the DPF 5, the BFP drive frequency is fixed at a constant frequency (for example, 15 Hz) (step a8), and the BPF 30 is started to be driven by oven loop control (step a9).

This state is maintained until a certain period of time (for example, 30 seconds) has elapsed (step a10), and when the certain period of time has elapsed, the initial reproduction state is ended and the DP from the temperature sensor 20 is
Detect the regeneration gas temperature T at the inlet of F5 (step a11)
, if this temperature T is equal to or higher than the predetermined temperature TMIN (step a12), the BFP feedback (F
B) Control flow B sets the target temperature T0 to (750±1
0)° C., and feedback control of the BFP 30 is performed (steps b1 to b15).

And the temperature in front of the DPF is always constant (750±10)
kept at ℃.

In other words, at the beginning of the DPF5 regeneration period, the loading amount of diesel particulates is large, so
DPF inlet regeneration gas temperature T is low (here, 600°C
), and as shown in FIG. 6, reproduction is performed with the allowable loading amount increased.

Then, with the loading amount reduced due to regeneration, the regeneration period of the DPF 5 is started in the latter half of the period, and the DPF inlet regeneration gas temperature T is raised (to 750°C in this case), as shown in Fig. 7. Regeneration continues with the regeneration efficiency increased, and at this time the loading amount of diesel particulates reaches the DPF inlet regeneration gas temperature T.
Since the loading amount is smaller than the allowable loading amount at (=750° C.), damage to the filter as shown in FIG. 8 does not occur.

In this way, in this embodiment, as shown in Table 1, DPF regeneration control can be performed at a high regeneration speed, the regeneration efficiency is high, and the time required is short.

Note that the drive frequency of the BFP 30 may be configured to be uniformly feedback-controlled from the start of reproduction until the end of the reproduction period.

Furthermore, the BFP drive frequency variation width Δfn may be configured to be zero in an abnormal situation such as when the pre-DPF temperature T becomes 800° C. or higher.

In addition, if the flow rate correction mechanism D is used to appropriately combine and control the flow rate correction of the burner air amount according to changes in atmospheric pressure, the accuracy of DPF regeneration control will be further improved, and the combustion of the burner 19 and the regeneration efficiency of the DPF 5 will be stabilized. .

As detailed above, according to the diesel particulate filter regeneration device of the present invention, in order to regenerate the particulate filter in the exhaust gas system of a diesel engine, badiculate combustion high temperature gas containing oxygen gas is supplied to the particulate filter. a burner fuel pump that supplies fuel to the high-temperature gas supply mechanism in order to adjust the temperature of the high-temperature gas from the high-temperature gas supply mechanism; A temperature sensor for detecting temperature; and a temperature signal from the temperature sensor to control the amount of fuel supplied from the burner fuel pump to the high temperature gas supply mechanism to a predetermined temperature at the beginning of the regeneration period of the diesel particulate filter. , and a high-temperature gas temperature control means that performs feedback control to another predetermined temperature higher than the predetermined temperature in the latter half of the regeneration period, and has the following effects and advantages.

(1) Since the amount of fuel supplied from the burner fuel pump to the high-temperature gas supply mechanism is feedback-controlled in accordance with the temperature signal from the temperature sensor, the control accuracy of the DPF regenerator is significantly improved compared to conventional open-loop control. do.

(2) Burner combustion becomes stable.

(3) By controlling the DPF inlet regeneration gas temperature T in two stages at the early and late stages of the regeneration period, the allowable loading amount can be increased under the same regeneration efficiency.

(4) Regeneration efficiency is improved under conditions where the required regeneration times are approximately equal.

(5) By raising the regeneration gas temperature in the latter half of the regeneration period, the regeneration efficiency is improved and the time required for regeneration is shortened.

(6) It is possible to prevent the temperature of the particulate filter from rising above a predetermined temperature, thereby reliably preventing cracks from occurring in the particulate filter, and eliminating melting damage of the particulate filter.
Filter damage rate is reduced.

[Brief explanation of the drawing]

The figures show a diesel particulate filter regeneration device as an embodiment of the present invention. Fig. 1 is its overall configuration diagram, Fig. 2 is its block diagram, and Figs. 3 to 8 all show its operation. Both the graph and FIGS. 9 and 10 are flowcharts showing the control procedure. 1. Cylinder block, 2. Cylinder head, 3.
-Intake passage, 4...Exhaust passage, 5...Diesel particulate filter (DPF), 5a...Exhaust side, 5b
...Intake side, 6..Muffler, 7..Passage switching valve, 8..
・Hot air supply control valve, 9, 10...Switch valve, 9a
, 9b, 10a... working chamber, 11... turbocharger, 12-14... electromagnetic three-way switching valve, 12a, 13a,
14a... Solenoid, 12b, 13b, 14b... Valve body, 15... Vacuum pump, 16... Electronic control unit (ECU), 17... Bypass path, 18... Muffler,
19... Burner, 20... Temperature sensor, 21... Pressure sensor, 22... Exhaust gas introduction piping, 23... Solenoid three-way switching valve, 23a... Solenoid, 24-27... Air filter, 28... Fuel injection nozzle, 29... injection pump,
30... Burner fuel pump (BFP), 30a...
Solenoid, 31...Piping, 31a...Branch pipe, 32...
・Solenoid on-off valve, 32a...Solenoid, 32b...Valve main, 33 Air filter, 37...Primary air pump, 38
・・Secondary air pump, 33・・Spark plug, 40・・Igniter, 41・・Piping, 42・・Relief valve, 43・・
・Piping, 44...Air control valve, 44a...Position sensor, 45...Relief valve, 46, 47...Piping, 48...Regulator, 49...Solenoid open/close valve, 5
0... Solenoid three-way switching valve, 51... Air filter, 52
・・Differential pressure responsive valve, 53, 54・・Air filter, 55・
・Air cleaner, 56.. Injection pump lever opening sensor, 57.. Engine rotation speed sensor, 58.. Cooling water temperature sensor, 59.. Exhaust port, C.. High temperature gas supply mechanism, D.
・Flow rate correction mechanism, E...engine. Representative Patent Attorney Yoshihiko Iinuma Figure 3 BI Structure and Power Cycle IT Figure 4 r) PF Inlet Meat' [Gas Temperature T - 5th Circle △Tl (=Target Conductivity - Average Temperature Before Regeneration T') - Fig. 6 11 PIi' input regeneration gas temperature T ('C) Fig. 7 DI"+-Person internal cow Hsu 1Mff1- T (")1
・To the effect '1 Mr. Kazuo Wakasugi, Commissioner of the Agency 1 ° Old '1 Indication 1975 1,5ii'l Application No. 68 ] fJ No. 2 Name of the invention Buisel particulate filter internal timing device
Relationship with person iBf'l Applicant postal code '+Nl8 1 Address 5-33-8 Shiba, Minato-ku, Tokyo Name (628)
Kaya, Ryo Jidosha Kogyo Co., Ltd. 1st generation J111 old history number 1G () 11 location 5-3-5 Minamimotomachi, Shinjuku-ku, Tokyo Supplementary 11: Order 111・j 1975 January 411 (Shipping 11 Showa!', 91+; April 241:1
'1 Full details of the store. 7. Regarding the entire text of the detailed description of the amendment, in order to make the font larger, the amendments are made as shown in the attached sheet. 8 Attachment A: Complete list of J documents and amendment specification +ill

Claims (1)

[Claims] In order to regenerate the particulate filter in the exhaust gas system of a diesel engine, a burner-type high-temperature gas supply mechanism capable of supplying high-temperature gas for particulate combustion containing oxygen gas to the above-mentioned particulate filter is provided, and a A burner fuel pump that supplies fuel to the high temperature gas supply mechanism to adjust the temperature of the high temperature gas, a temperature sensor that detects the temperature upstream of the particulate filter, and a temperature sensor that responds to the temperature signal from the temperature sensor. the amount of fuel supplied from the burner fuel pump to the high temperature gas supply mechanism to a predetermined temperature at the beginning of the regeneration period of the diesel particulate filter;
1. A diesel particulate filter regeneration device characterized in that a high temperature gas temperature control means is provided for performing feedback control to another predetermined temperature higher than the predetermined temperature in the latter half of the regeneration period.