WO2016027736A1 - 排気浄化装置の再生装置 - Google Patents

排気浄化装置の再生装置 Download PDF

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Publication number
WO2016027736A1
WO2016027736A1 PCT/JP2015/072776 JP2015072776W WO2016027736A1 WO 2016027736 A1 WO2016027736 A1 WO 2016027736A1 JP 2015072776 W JP2015072776 W JP 2015072776W WO 2016027736 A1 WO2016027736 A1 WO 2016027736A1
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Prior art keywords
regeneration
cylinder
exhaust
injection
intake air
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PCT/JP2015/072776
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English (en)
French (fr)
Inventor
長岡　大治
隆行 坂本
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いすゞ自動車株式会社
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Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to US15/505,587 priority Critical patent/US10174702B2/en
Priority to EP15834168.5A priority patent/EP3184787B1/en
Priority to CN201580044739.5A priority patent/CN106715874B/zh
Publication of WO2016027736A1 publication Critical patent/WO2016027736A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F01N3/0256—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases the fuel being ignited by electrical means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/36—Arrangements for supply of additional fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10373—Sensors for intake systems
    • F02M35/1038—Sensors for intake systems for temperature or pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
    • F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs
    • F02P19/021—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs characterised by power delivery controls
    • F02P19/022—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs characterised by power delivery controls using intermittent current supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
    • F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs
    • F02P19/026—Glow plug actuation during engine operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a regeneration device for an exhaust purification device.
  • a particulate filter (hereinafter referred to as a filter) that collects particulate matter (hereinafter referred to as PM) in exhaust gas and a nitrogen compound (hereinafter referred to as NOx) in exhaust gas is reduced.
  • NOx occlusion reduction type catalysts to be purified are known.
  • the post injection during the regeneration process as described above is performed at a timing delayed by 120 degrees from the compression top dead center.
  • the in-cylinder pressure becomes substantially zero due to the opening of the exhaust valve, and the post-injected supplied fuel does not combust in the cylinder. For this reason, it is difficult to effectively increase the exhaust temperature at the engine outlet, and an oxidation catalyst is essential for the regeneration process.
  • the disclosed system aims to effectively raise the exhaust temperature by in-cylinder combustion of the fuel supplied by post injection.
  • the disclosed system is a regeneration device for an exhaust gas purification device provided in an exhaust system of an internal combustion engine, and an injector that injects fuel into a cylinder of the internal combustion engine, and generates heat by energization to raise the temperature in the cylinder
  • a regeneration control means for controlling the fuel injection of the injector and the energization of the glow plug to restore the purification ability of the exhaust purification device, and the regeneration control means comprises the glow plug;
  • the fuel injection of the injector is controlled by multistage injection including at least post injection, and the glow plug is energized at a predetermined duty ratio to combust in-cylinder the fuel supplied by the post injection.
  • FIG. 1 is a schematic configuration diagram showing an example of an intake / exhaust system of a diesel engine (hereinafter simply referred to as an engine) 10 according to the present embodiment.
  • reference numeral 11 is an injector that directly injects fuel into the cylinder
  • reference numeral 12 is a glow plug that faces the cylinder
  • reference numeral 30 is an in-cylinder pressure sensor
  • reference numeral 31 is an engine speed sensor
  • reference numeral 32 is an accelerator opening sensor.
  • Reference numeral 50 denotes an electronic control unit (hereinafter referred to as ECU).
  • An intake passage 13 for introducing intake air into the cylinder is connected to the intake manifold 10A.
  • an air cleaner 14 In this intake passage 13, an air cleaner 14, a supercharger compressor 15 ⁇ / b> A, an intercooler 16, an intake air temperature sensor 17, and the like are provided in order from the intake upstream side. Further, a boost pressure sensor 18 is provided in the intake manifold 10A.
  • the exhaust manifold 10B is connected to an exhaust passage 20 through which exhaust is led out from the cylinder.
  • the exhaust passage 20 is provided with a turbocharger turbine 15B, an exhaust temperature sensor 21, an exhaust purification device 40, an NOx sensor 22, and the like in order from the exhaust upstream side.
  • the exhaust purification device 40 is configured by arranging a NOx occlusion reduction type catalyst 41 and a filter 42 in order from the exhaust upstream side in a case 40A. Further, a differential pressure sensor 43 that detects a differential pressure across the filter 42 is provided on the upstream side and the downstream side of the filter 42.
  • the NOx occlusion reduction type catalyst 41 is formed, for example, by supporting an alkali metal or the like on the surface of a ceramic carrier such as a honeycomb structure. This NOx occlusion reduction type catalyst 41 occludes NOx in the exhaust when the exhaust is in a lean atmosphere, and reduces and purifies NOx occluded with a reducing agent (HC or the like) contained in the exhaust when the exhaust is in a rich atmosphere. To do.
  • a reducing agent HC or the like
  • the filter 42 is formed, for example, by arranging a large number of cells partitioned by porous partition walls along the flow direction of the exhaust gas and alternately plugging the upstream side and the downstream side of these cells. .
  • the filter 42 collects PM in the exhaust gas in the pores and surfaces of the partition walls, and when the estimated amount of PM deposition reaches a predetermined amount, so-called filter regeneration is performed to remove the combustion.
  • the ECU 50 performs various controls of the engine 10 and includes a known CPU, ROM, RAM, input port, output port, and the like.
  • the ECU 50 also functions as a regeneration control means for performing catalyst regeneration control for releasing NOx and SOx from the NOx storage reduction catalyst 41 and filter regeneration control for burning and removing PM accumulated from the filter 42. Details of these reproduction controls will be described below.
  • the filter regeneration control is performed when the PM accumulation amount estimated based on the differential pressure across the filter 42 detected by the differential pressure sensor 43 reaches a predetermined upper limit threshold, or when the travel distance of the vehicle has changed from the end of the previous filter regeneration.
  • a predetermined amount of fuel is injected into the multi-injection including at least the main injection at a timing delayed by about 40 to 50 degrees from the compression top dead center. It is controlled by executing post injection.
  • the fuel injection amount of the post-injection is determined based on the detected value of the exhaust temperature sensor 21, and the exhaust temperature flowing into the NOx storage reduction catalyst 41 and the filter 42 is a predetermined target temperature required for catalyst regeneration and filter regeneration (for example, The feedback control is performed so that the temperature is maintained at about 550 to 650 ° C.
  • the energization control is controlled by an energization amount map M referred to based on the operating state (load QN) of the engine 10 shown in FIG. On the energization amount map M, an energization region A corresponding to the load QN of the engine 10 that requires temperature increase assistance of the glow plug 12 obtained in advance through experiments or the like, and a predetermined fuel in which the fuel supplied by post injection burns in the cylinder.
  • a relationship with the energization amount (duty ratio D) of the glow plug 12 necessary for raising the in-cylinder gas temperature to the temperature is defined.
  • the duty ratio D on the energization amount map M is set so as to increase as the load QN of the engine 10 becomes lower.
  • the ECU 50 determines whether or not the operating state of the engine 10 acquired from the engine speed sensor 31 or the accelerator opening sensor 32 is within the energization region A on the energization amount map M. To do. If the operation state is in the energization region A, the duty ratio D corresponding to the operation state at that time is read from the energization amount map M, and the glow plug 12 is energized with the read duty ratio D. As a result, the post-injection is reliably burned in the cylinder, and the outlet exhaust temperature of the engine 10 is rapidly raised to a predetermined target temperature required for catalyst regeneration and filter regeneration.
  • energization amount map M Although only one energization amount map M is shown in FIG. 3, three types of energization amount maps for NOx purge, SOx purge, and filter regeneration may be individually provided. Further, an energization amount map may be provided for each cylinder of the engine 10.
  • the ECU 50 detects that the actual intake pressure detected by the intake pressure sensor 17 is lower than a predetermined target intake temperature or the actual intake pressure detected by the boost pressure sensor 18 is a predetermined target.
  • the duty ratio D for energizing the glow plug 12 is increased and corrected.
  • the increase correction amount ⁇ is obtained from a correction amount map or an approximate expression (not shown) that is referred to based on the deviation between the actual intake air temperature and the target intake air temperature or the deviation between the actual intake air pressure and the target intake air pressure that has been created in advance through experiments or the like. Find it.
  • the ECU 50 learns the duty ratio D based on the deviation ⁇ Q between the actual heat generation rate of the post injection and the target heat generation rate estimated from the sensor value of the in-cylinder pressure sensor 30 during the regeneration control. A correction value is calculated, and learning correction for updating the duty ratio D on the energization amount map M is executed with the calculated learning correction value.
  • step S100 it is determined whether or not a regeneration control start condition is satisfied.
  • step S120 it is determined whether or not the operating state of the engine 10 acquired from the engine speed sensor 31 or the accelerator opening sensor 32 is within the range of the energization region A on the energization amount map M.
  • the process proceeds to step S130 to perform temperature increase assistance.
  • the process proceeds to step S160 without performing temperature increase assistance.
  • step S130 it is determined whether or not the actual intake air temperature detected by the intake air temperature sensor 17 is lower than a predetermined target intake air temperature.
  • the process proceeds to step S140, and the glow plug 12 is energized with the duty ratio D read from the energization amount map M.
  • step S150 an increase correction amount corresponding to the deviation between the actual intake air temperature and the target intake air temperature is added to the duty ratio D read from the energization amount map M.
  • the glow plug 12 is energized with a value obtained by adding ⁇ .
  • step S160 post injection for injecting a predetermined amount of fuel is started at a timing delayed by about 40 to 50 degrees from the compression top dead center.
  • step S170 it is determined whether the actual heat generation rate of the post injection estimated from the sensor value of the in-cylinder pressure sensor 30 is lower than the target heat generation rate.
  • the process proceeds to step S180, and the learning correction value for the duty ratio D is calculated based on the deviation ⁇ Q between the actual heat generation rate and the target heat generation rate.
  • learning correction for updating the duty ratio D on the energization amount map M with the learning correction value is executed.
  • step S190 it is determined whether or not a regeneration control end condition is satisfied.
  • the NOx occlusion amount or SOx adsorption amount decreases to a predetermined lower limit threshold
  • the PM accumulation amount decreases to a predetermined lower limit threshold
  • the cumulative time of regeneration control reaches a predetermined upper limit time, or after post injection
  • post-injection is performed at a timing delayed by about 40 to 50 degrees from the compression top dead center during the regeneration processing of the NOx storage reduction catalyst 41 and the filter 42, and the glow plug 12
  • the fuel supplied by the post-injection is effectively burned in the cylinder with the aid of the temperature rise. Therefore, the exhaust temperature can be rapidly increased without using an additional device such as a variable valve timing mechanism or an oxidation catalyst, and the increase in size and cost of the device can be effectively suppressed.
  • the duty ratio D energized to the glow plug 12 is increased and corrected according to the deviation between the actual intake air temperature and the target intake air temperature. . Therefore, even in a low temperature environment, the fuel supplied by post injection can be reliably burned in-cylinder, and the NOx storage reduction catalyst 41 and the filter 42 can be reliably regenerated.
  • the duty ratio D on the energization amount map M is learned and corrected based on the deviation ⁇ Q between the actual heat generation rate by the post injection and the target heat generation rate. Therefore, it is possible to effectively eliminate the influence of aging deterioration, characteristic change, individual difference and the like of the glow plug 12.
  • the NOx catalyst is not limited to the NOx occlusion reduction type catalyst 41 and may be a NOx selective reduction type catalyst using ammonia generated from urea water as a reducing agent.
  • the SOx purge may be configured as the regeneration process.

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Abstract

　ポスト噴射による供給燃料を筒内燃焼させて排気温度を効果的に上昇させる。　内燃機関１０の排気系２０に設けられた排気浄化装置４０の再生装置であって、筒内に燃料を噴射するインジェクタ１１と、通電により発熱して筒内を昇温するグロープラグ１２と、インジェクタ１１の燃料噴射及びグロープラグ１２の通電を制御して、排気浄化装置４０の浄化能力を回復させる再生処理を実行する再生制御部５０とを備え、再生制御部５０は、再生処理に際し、インジェクタ１１の燃料噴射を少なくともポスト噴射を含む多段噴射で制御すると共に、グロープラグ１２を所定のデューティ比で通電してポスト噴射による供給燃料を筒内燃焼させる。

Description

排気浄化装置の再生装置
　本発明は、排気浄化装置の再生装置に関する。
　内燃機関の排気浄化装置として、排気ガス中の粒子状物質（以下、ＰＭという）を捕集するパティキュレートフィルタ（以下、フィルタという）や、排気ガス中の窒素化合物（以下、ＮＯｘという）を還元浄化するＮＯｘ吸蔵還元型触媒が知られている。
　これらフィルタやＮＯｘ吸蔵還元型触媒は、定期的に浄化能力を回復させる再生処理が必要になる。一般的な再生処理は、これらフィルタやＮＯｘ吸蔵還元型触媒の上流側に配置した酸化触媒にポスト噴射による未燃燃料を供給し、酸化反応熱によって排気温度を再生に必要な高温まで昇温することで行われる（例えば、特許文献１参照）。
特開２０１２－２１５０８４号公報
　上述のような再生処理時のポスト噴射は、圧縮上死点から１２０度ほど遅角したタイミングで行われる。しかしながら、圧縮上死点後の約１２０度付近では、排気バルブの開弁によって筒内圧が略ゼロとなり、ポスト噴射の供給燃料が筒内燃焼しない。このため、エンジン出口の排気温度を効果的に上昇させることは難しく、再生処理に酸化触媒が必須となる。
　一方、ポスト噴射による供給燃料を確実に筒内燃焼させるには、圧縮上死点後の早期にポスト噴射を行うことが考えられる。しかしながら、例えば、圧縮上死点後約１５度の早期のタイミングでは、ポスト噴射による供給燃料の燃焼エネルギがトルクとなるため、排気ガスの昇温幅は小さくなる可能性がある。
　これらを解消するには、例えば、圧縮上死点から４０～５０度ほど遅角したタイミングでポスト噴射を行うことが好ましい。しかしながら、圧縮上死点後の４０～５０度付近では、筒内圧が圧縮上死点よりも約半分程度に低下しているため、ポスト噴射による供給燃料を確実に筒内燃焼させられない可能性がある。
　開示のシステムは、ポスト噴射による供給燃料を筒内燃焼させて排気温度を効果的に上昇させることを目的とする。
　開示のシステムは、内燃機関の排気系に設けられた排気浄化装置の再生装置であって、前記内燃機関の筒内に燃料を噴射するインジェクタと、通電により発熱して前記筒内を昇温するグロープラグと、前記インジェクタの燃料噴射及び前記グロープラグの通電を制御して、前記排気浄化装置の浄化能力を回復させる再生処理を実行する再生制御手段と、を備え、前記再生制御手段は、前記再生処理に際し、前記インジェクタの燃料噴射を少なくともポスト噴射を含む多段噴射で制御すると共に、前記グロープラグを所定のデューティ比で通電して前記ポスト噴射による供給燃料を筒内燃焼させる。
本実施形態に係るディーゼルエンジンの吸排気系の一例を示す概略構成図である。 本実施形態に係る再生制御の一燃焼サイクルにおける筒内の熱発生率、筒内圧及び、燃料噴射タイミングを説明する図である。 本実施形態に係る通電量マップの一例を示す模式的な図である。 本実施形態に係る再生制御を説明するフロー図である。
　以下、添付図面に基づいて、本発明の一実施形態に係る排気浄化装置の再生装置を説明する。同一の部品には同一の符号を付してあり、それらの名称及び機能も同じである。したがって、それらについての詳細な説明は繰返さない。
　図１は、本実施形態に係るディーゼルエンジン（以下、単にエンジンとう）１０の吸排気系の一例を示す概略構成図である。図１中において、符号１１は筒内に燃料を直噴するインジェクタ、符号１２は筒内に臨むグロープラグ、符号３０は筒内圧センサ、符号３１はエンジン回転数センサ、符号３２はアクセル開度センサ、符号５０は電子制御ユニット（以下、ＥＣＵという）をそれぞれ示している。
　吸気マニホールド１０Ａには、筒内に吸気を導入する吸気通路１３が接続されている。この吸気通路１３には、吸気上流側から順に、エアクリーナ１４、過給機のコンプレッサ１５Ａ、インタークーラ１６、吸気温度センサ１７等が設けられている。また、吸気マニホールド１０Ａには、ブースト圧センサ１８が設けられている。
　排気マニホールド１０Ｂには、筒内から排気を導出する排気通路２０が接続されている。この排気通路２０には、排気上流側から順に、過給機のタービン１５Ｂ、排気温度センサ２１、排気浄化装置４０、ＮＯｘセンサ２２等が設けられている。
　排気浄化装置４０は、ケース４０Ａ内に排気上流側から順にＮＯｘ吸蔵還元型触媒４１、フィルタ４２を配置して構成されている。また、フィルタ４２の上流側及び下流側には、フィルタ４２の前後差圧を検出する差圧センサ４３が設けられている。
　ＮＯｘ吸蔵還元型触媒４１は、例えば、ハニカム構造体等のセラミック製担体表面にアルカリ金属等を担持して形成されている。このＮＯｘ吸蔵還元型触媒４１は、排気がリーン雰囲気のときに排気中のＮＯｘを吸蔵すると共に、排気がリッチ雰囲気のときに排気中に含まれる還元剤（ＨＣ等）で吸蔵したＮＯｘを還元浄化する。
　フィルタ４２は、例えば、多孔質性の隔壁で区画された多数のセルを排気の流れ方向に沿って配置し、これらセルの上流側と下流側とを交互に目封止して形成されている。フィルタ４２は、排気中のＰＭを隔壁の細孔や表面に捕集すると共に、ＰＭ堆積推定量が所定量に達すると、これを燃焼除去するいわゆるフィルタ再生が実行される。
　ＥＣＵ５０は、エンジン１０の各種制御を行うもので、公知のＣＰＵやＲＯＭ、ＲＡＭ、入力ポート、出力ポート等を備え構成されている。また、ＥＣＵ５０は、ＮＯｘ吸蔵還元型触媒４１からＮＯｘやＳＯｘを離脱させる触媒再生制御及び、フィルタ４２から堆積したＰＭを燃焼除去するフィルタ再生制御を実行する再生制御手段としても機能する。以下、これら再生制御の詳細について説明する。
　［再生制御の開始条件］
　触媒再生制御は、エンジン１０の運転状態やＮＯｘセンサ２２のセンサ値等に基づいて推定したＮＯｘ吸蔵量やＳＯｘ吸着量が所定の上限閾値に達すると、触媒再生フラグＦLNTをオン（ＦLNT＝１）にすることで開始される。
　フィルタ再生制御は、差圧センサ４３で検出されるフィルタ４２の前後差圧に基づいて推定したＰＭ堆積量が所定の上限閾値に達した場合、あるいは、車両の走行距離が前回のフィルタ再生終了から所定の走行距離に達すると、フィルタ再生フラグＦDPFをオン（ＦDPF＝１）にすることで開始される。
　［再生制御時の燃料噴射］
　再生制御中の燃料噴射は、図２（ｃ）に示すように、少なくともメイン噴射を含むマルチ噴射に、圧縮上死点から約４０～５０度ほど遅角したタイミングで所定量の燃料を噴射するポスト噴射を実行することで制御される。このポスト噴射の燃料噴射量は、排気温度センサ２１の検出値に基づいて、ＮＯｘ吸蔵還元型触媒４１やフィルタ４２に流入する排気温度が触媒再生やフィルタ再生に必要な所定の目標温度（例えば、約５５０～６５０℃）に維持されるようにフィードバック制御される。
　［グロープラグの通電制御］
　再生制御中は、ポスト噴射による供給燃料を筒内燃焼させるグロープラグ１２の通電制御が実行される。本実施形態において、通電制御は図３に示すエンジン１０の運転状態（負荷ＱＮ）に基づいて参照される通電量マップＭで制御される。この通電量マップＭ上には、予め実験等により求めたグロープラグ１２の昇温補助が必要となるエンジン１０の負荷ＱＮに対応する通電領域Ａと、ポスト噴射による供給燃料が筒内燃焼する所定温度まで筒内ガス温度を上昇させるのに必要になるグロープラグ１２の通電量（デューティ比Ｄ）との関係が規定されている。通電量マップＭ上のデューティ比Ｄは、エンジン１０の負荷ＱＮが低負荷側になるほど増加するように設定されている。
　ＥＣＵ５０は、再生制御が開始されると、エンジン回転数センサ３１やアクセル開度センサ３２から取得されるエンジン１０の運転状態が、通電量マップＭ上の通電領域Ａ内にあるか否かを判定する。そして、運転状態が通電領域Ａにあれば、通電量マップＭからその時の運転状態に対応するデューティ比Ｄを読み取ると共に、読み取ったデューティ比Ｄでグロープラグ１２を通電する。これにより、ポスト噴射が確実に筒内燃焼されて、エンジン１０の出口排気温度は触媒再生やフィルタ再生に必要な所定の目標温度まで急速に昇温される。
　なお、図３には通電量マップＭが１個のみ示されているが、ＮＯｘパージ用、ＳＯｘパージ用、フィルタ再生用の３種類の通電量マップを個別に備えてもよい。また、エンジン１０の各気筒毎にそれぞれ通電量マップを備えてもよい。
　［デューティ比の増加補正］
　低温環境下等、吸気温度が低下する状態や、過給機１５の応答遅れ等が生じると、通電量マップＭに基づいて設定したデューティ比Ｄでグロープラグ１２を通電しても、ポスト噴射による供給燃料を確実に筒内燃焼させられない可能性がある。
　このような現象を解消すべく、ＥＣＵ５０は、吸気温度センサ１７で検出される実吸気温度が所定の目標吸気温度よりも低い場合又は、ブースト圧センサ１８で検出される実吸気圧が所定の目標吸気圧よりも低い場合に、グロープラグ１２に通電するデューティ比Ｄを増加補正する。増加補正量αは、予め実験等により作成した実吸気温度と目標吸気温度との偏差又は、実吸気圧と目標吸気圧との偏差に基づいて参照される図示しない補正量マップや近似式等から求めればよい。
　［通電量マップの学習補正］
　通電量マップＭから設定したデューティ比Ｄでグロープラグ１２を通電しても、グロープラグ１２の経年劣化や特性変化等の影響を受けると、図２（ａ）に示すように、ポスト噴射の筒内燃焼によって生じる実際の熱発生率が目標とする熱発熱率から乖離する可能性がある。
　このような現象を解消すべく、ＥＣＵ５０は、再生制御中に筒内圧センサ３０のセンサ値から推定したポスト噴射の実熱発生率と目標熱発生率との偏差ΔＱに基づいてデューティ比Ｄの学習補正値を演算すると共に、演算した学習補正値で通電量マップＭ上のデューティ比Ｄを更新する学習補正を実行する。
　［再生制御の終了条件］
　触媒再生制御は、エンジン１０の運転状態やＮＯｘセンサ２２のセンサ値等に基づいて推定したＮＯｘ吸蔵量やＳＯｘ吸着量が所定の下限閾値まで低下すると、触媒再生フラグＦLNTをオフ（ＦLNT＝０）にすることで終了される。
　フィルタ再生制御は、差圧センサ４３で検出されるフィルタ４２の前後差圧に基づいて推定したＰＭ堆積量が所定の下限閾値まで低下した場合に、フィルタ再生フラグＦDPFをオフ（ＦDPF＝０）にすることで終了される。
　また、これら触媒再生制御やフィルタ再生制御は、再生制御開始から積算した累積時間が所定の上限時間に達した場合、あるいは、再生制御開始から積算したポスト噴射の累積噴射量が所定の上限噴射量に達した場合も終了される。
　次に、図４に基づいて、本実施形態に係る再生制御のフローを説明する。
　ステップＳ１００では、再生制御の開始条件が成立したか否かが判定される。ＮＯｘ吸蔵量やＳＯｘ吸着量が所定の上限閾値に達した場合は、ステップＳ１１０に進んで触媒再生フラグＦLNTがオン（ＦLNT＝１）にされる。また、ＰＭ堆積量が所定の上限閾値に達した場合は、ステップＳ１１０に進んでフィルタ再生フラグＦDPFがオン（ＦDPF＝１）にされる。
　ステップＳ１２０では、エンジン回転数センサ３１やアクセル開度センサ３２から取得されるエンジン１０の運転状態が、通電量マップＭ上の通電領域Ａの範囲内にあるか否かが判定される。エンジン１０の運転状態が通電領域Ａにある場合（Ｙｅｓ）は、昇温補助を実行すべくステップＳ１３０に進む。一方、エンジン１０の運転状態が通電領域Ａにない場合（Ｎｏ）は、昇温補助を行うことなくステップＳ１６０に進む。
　ステップＳ１３０では、吸気温度センサ１７で検出される実吸気温度が所定の目標吸気温度よりも低いか否かが判定される。実吸気温度が目標吸気温度よりも低くない場合（Ｎｏ）は、ステップＳ１４０に進み、通電量マップＭから読み取ったデューティ比Ｄでグロープラグ１２が通電される。
　一方、実吸気温度が目標吸気温度よりも低い場合（Ｙｅｓ）は、ステップＳ１５０に進み、通電量マップＭから読み取ったデューティ比Ｄに実吸気温度と目標吸気温度との偏差に応じた増加補正量αを加算した値でグロープラグ１２が通電される。
　ステップＳ１６０では、圧縮上死点から約４０～５０度ほど遅角したタイミングで所定量の燃料を噴射するポスト噴射が開始される。
　ステップＳ１７０では、筒内圧センサ３０のセンサ値から推定したポスト噴射の実熱発生率が目標熱発生率よりも低いか否かが判定される。実熱発生率が目標熱発生率よりも低い場合（Ｙｅｓ）は、ステップＳ１８０に進み、実熱発生率と目標熱発生率との偏差ΔＱに基づいてデューティ比Ｄの学習補正値が演算されると共に、学習補正値で通電量マップＭ上のデューティ比Ｄを更新する学習補正が実行される。
　ステップＳ１９０では、再生制御の終了条件が成立したか否かが判定される。ＮＯｘ吸蔵量やＳＯｘ吸着量が所定の下限閾値まで低下した場合、ＰＭ堆積量が所定の下限閾値まで低下した場合、再生制御の累積時間が所定の上限時間に達した場合、あるいは、ポスト噴射の累積噴射量が所定の上限噴射量に達した場合（Ｙｅｓ）は、ステップＳ２００に進み、触媒再生フラグＦLNTあるいは、フィルタ再生フラグＦDPFをオフ（ＦLNT＝０，ＦDPF＝０）にして、グロープラグ１２の通電及びポスト噴射が終了される。
　次に、本実施形態に係る再生装置の作用効果を説明する。
　本実施形態の再生装置は、ＮＯｘ吸蔵還元型触媒４１やフィルタ４２の再生処理に際し、圧縮上死点から約４０～５０度ほど遅角したタイミングでポスト噴射が実行されると共に、グロープラグ１２の昇温補助によってポスト噴射の供給燃料が効果的に筒内燃焼されるように構成されている。したがって、可変バルブタイミング機構等の追加の装置や酸化触媒を用いることなく、排気温度を急速に上昇させることが可能となり、装置の大型化やコストの上昇を効果的に抑制することができる。
　また、低温環境下等、吸気温度が目標吸気温度よりも低い場合は、グロープラグ１２に通電するデューティ比Ｄを実吸気温度と目標吸気温度との偏差に応じ増加補正するように構成されている。したがって、低温環境下においても、ポスト噴射による供給燃料を確実に筒内燃焼させることが可能となり、ＮＯｘ吸蔵還元型触媒４１やフィルタ４２の再生処理を確実に行うことができる。
　また、再生制御中は、ポスト噴射による実熱発生率と目標熱発生率との偏差ΔＱに基づいて通電量マップＭ上のデューティ比Ｄを学習補正するように構成されている。したがって、グロープラグ１２の経年劣化や特性変化、個体差等の影響を効果的に排除することができる。
　なお、本発明は、上述の実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲で、適宜変形して実施することが可能である。
　例えば、ＮＯｘ触媒はＮＯｘ吸蔵還元型触媒４１に限定されず、尿素水から生成されるアンモニアを還元剤とするＮＯｘ選択還元型触媒であってよい。ＮＯｘ選択還元型触媒の場合は、再生処理としてＳＯｘパージを行うように構成すればよい。

Claims (4)

  1. 　内燃機関の排気系に設けられた排気浄化装置の再生装置であって、
    　前記内燃機関の筒内に燃料を噴射するインジェクタと、
    　通電により発熱して前記筒内を昇温するグロープラグと、
    　前記インジェクタの燃料噴射及び前記グロープラグの通電を制御して、前記排気浄化装置の浄化能力を回復させる再生処理を実行する再生制御手段と、を備え、
    　前記再生制御手段は、前記再生処理に際し、前記インジェクタの燃料噴射を少なくともポスト噴射を含む多段噴射で制御すると共に、前記グロープラグを所定のデューティ比で通電して前記ポスト噴射による供給燃料を筒内燃焼させる
    　ことを特徴とする排気浄化装置の再生装置。
  2. 　前記内燃機関の運転状態を検出する運転状態検出手段と、
    　前記内燃機関の運転状態が低くなるにしたがいデューティ比が大きく設定された通電量マップと、をさらに備え、
    　前記再生制御手段は、前記運転状態検出手段で検出される運転状態に基づいて前記通電量マップを参照することで前記グロープラグに通電するデューティ比を設定する
    　請求項１に記載の排気浄化装置の再生装置。
  3. 　前記内燃機関の実吸気温度を検出する吸気温度センサと、
    　前記吸気温度センサで検出される実吸気温度が所定の目標吸気温度よりも低い場合に当該実吸気温度と当該目標吸気温度との差に応じて前記グロープラグに通電するデューティ比を増加補正する補正手段と、をさらに備える
    　請求項２に記載の排気浄化装置の再生装置。
  4. 　前記筒内の圧力を検出する筒内圧センサと、
    　前記筒内圧センサの検出値に基づいて前記ポスト噴射の実熱発生率を推定する推定手段と、
    　前記推定手段で推定した実熱発生率と所定の目標熱発生率との差に基づいて前記通電量マップのデューティ比を学習補正する学習補正手段と、をさらに備える
    　請求項２又は３に記載の排気浄化装置の再生装置。
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