DE10127782A1 - Heater for an internal combustion engine and method for controlling the device - Google Patents

Abstract

A diesel particle filter (34) on an engine (12) combustion gas passage picks up particle substances and cleans the combustion gas, while fitted with an electrical heating unit (38) for using combustion to remove the particle substances picked up and for rebuilding the diesel particle filter. A second battery (36) for supplying the heating unit with power controls a hybrid vehicle (10) independently of a first battery (22).

Description

The invention relates to a heater for a Internal combustion engine and a method for controlling the Heater.

Exhaust gas released during the control of an internal combustion engine usually contains substances which should not be released directly into the atmosphere. In the case of, for example, an internal combustion engine and in particular a diesel engine, exhaust gas also contains particle substances, also referred to as PM (particulate matters), which have soot, detachable organic constituents, detachable organic constituents of lubricating oil, sulfate-containing mist etc. The particle substances cause air pollution. As an example of countermeasures against the particle substances, it is conceivable to provide a diesel particle filter, hereinafter referred to as DPF unit, in a part of an exhaust gas duct of a diesel engine as an exhaust gas cleaning element. This DPF unit can reduce the amount of particulate matter released into the atmosphere by obtaining or trapping the particulate matter in the exhaust gas flowing through the DPF unit. Other substances released during activation of the internal combustion engine include carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NO _x ) etc. These substances can also be provided by providing, for example, an oxidation accelerator or oxidation catalyst, a reduction accelerator or a reduction catalyst or a three-way catalyst the features of the two catalysts (for example, a lean NO _x catalyst) can be obtained in a part of the exhaust gas duct of the internal combustion engine as a cleaning element, whereby the exhaust gas can be cleaned. If a lean NO _x catalyst is used, CO and HC are converted directly into CO ₂ and H ₂ O by oxidation using the catalyst and can then be released. Although NO _x is temporarily adsorbed by the catalyst, it is converted into N ₂ and CO ₂ by periodically carrying out a reduction process of the catalyst and can then be released.

In the former case regarding the DPF unit, the PM acquisition function deteriorates if a predetermined amount or more of particulate matter is obtained and accumulated in the DPF unit. It is therefore necessary to separate and remove the particle substances from the DPF unit with a predetermined timing and to restore the operation of the DPF unit. In the latter case regarding the lean NO _x catalyst, NO _x adsorbed by the catalyst can be easily separated from the catalyst by a reduction process. However, when NO _{x is} adsorbed in the exhaust gas, the lean NO _x catalyst also adsorbs sulfur oxides (SO _x ), which are similar in structure to NO _x . SO _x is chemically bound to the lean NO _x catalyst to a greater degree or strength than NO _x . Therefore, SO _x is not separated from the catalyst even by a reduction process and is accumulated in the catalyst. As a result, the lean NO _x catalyst deteriorates in its ability to adsorb NO _x .

A method for directly heating the cleaning element is known for restoring the exhaust gas cleaning element as described above. For example, in the case of the particle substances obtained by the DPF unit, the particle substances can be removed by combustion due to heating of the DPF unit by means of a heater such as a heater and the like. In the case of the lean NO _x catalyst, on the other hand, SO _x can be reduced to SO and SO ₂ by heating the lean NO _x catalyst, preferably in a reducing atmosphere, and can be separated from the catalyst. In both cases, the cleaning element can be restored.

However, if a cleaning member is regenerated by heating with an electric heater as described above, electric power is supplied from a battery. However, since the battery is usually provided for controlling a vehicle with an internal combustion engine, it can only supply a limited amount of electrical energy to restore the cleaning element. On the other hand, a device with a particulate filter disclosed in Japanese Patent Application Laid-Open No. HEI 8-144739 checks a state of charge of a battery before supplying electric power to a heater during recovery, takes into account a remaining charge amount of the battery, and sets a period for power supply , In this case, however, if the remaining charge of the battery is insufficient, it is impossible to supply electric current sufficiently, that is, to carry out a heating operation sufficiently. Therefore, it is believed that a recovery process cannot be performed satisfactorily. When the prior art disclosed in Japanese Patent Application Laid-Open No. HEI 8-144739 is also applied to a lean NO _x catalyst, it is considered that a recovery process cannot be performed satisfactorily.

Thus, a heater for an internal combustion engine Execution of their function is not satisfactory Way to be able when the charge size of a battery one assumes a certain value.

The object of the invention is to achieve a reliable and sufficient operation of a heater for one Internal combustion engine by ensuring a dimension electrical power, which is used to heat the heater required for an electrical energy storage device is.

A heater for an internal combustion engine according to one first embodiment of the invention includes a Heater for heating at least part of the Internal combustion engine and one Electrical energy storage device that the heater electrical energy for heating the heating device feeds, and includes one Electrical power requirement calculation device for Calculation of a measure of for the heater required electrical power and one Loading gauge control device for controlling a loading gauge Electrical energy storage device based on the by the electric power demand calculator calculated electrical power requirement.

According to the heater, the Electrical power requirement calculation device a measure of Electrical power needs based on a measure electrical required for the heater Power and controls the loading gauge control device  Loading dimension of the electrical energy storage device on the Basis of the measure of the electrical power requirement. There one required electrical power in advance according to the measure electrical required for the heater Power is provided, a heating process run reliably and satisfactorily when the heating device requires heating.

The heater can also be a Heating dimension requirement estimation device for estimating a through the heating device contain the required heating dimension, wherein the electrical power demand computing device Degree of electrical power based on the through the heating dimension requirement estimating device Calculated heating requirement. The heater can also be a Include cleaning element that on an exhaust duct Internal combustion engine is provided and cleans exhaust gas, wherein the heater to restore the Cleaning element due to heating the Cleaning element is set up.

According to a second embodiment of the invention a heater for an internal combustion engine Cleaning element that is in an exhaust duct Diesel engine is provided and particulate matter obtained and cleans exhaust gas, a heating device for Restoration of the cleaning element by heating of the cleaning element, with which by the cleaning element obtained particle substances are removed, and a Electrical energy storage device that the heater supplied with electrical power, as well as a PM Accumulation measure calculation device for calculating a Accumulation of particle substances, one Electrical power requirement calculation device for Calculation of a measure of electrical power required for  Removal of the particle substances obtained using a Warming is required, and one Loading gauge control device for controlling a loading gauge Electrical energy storage device based on the through the electrical power demand calculator calculated electrical power requirement.

The cleaning element that is in the exhaust duct of the Diesel engine is provided and particulate matter obtained and cleans exhaust gas corresponds, for example, to one DPF unit or the same. The heater includes, for example, a component that a Heating process using a heating cartridge or a heating element or a heater line type heater unit which are additionally provided on the cleaning element. is the cleaning element is electrically conductive, contains the Heater also a component that one Heating process by direct supply of electrical current runs to the cleaning element and generates heat caused by the cleaning element.

According to this structure, the Electrical power requirement calculation device a measure of for the removal of particle substances by combustion required electrical power based an accumulation measure of the particle substances, which by the PM accumulation measure calculator calculates has been, and controls the loading dimension control device Loading dimension of the electrical energy storage device on the Basis of the electrical power requirement. Since therefore the required electrical power in advance according to a Measure of accumulation of particle substances is provided, the cleaning element can be heated sufficiently when the need arises. So can  the cleaning element reliable and in sufficient Way to be restored.

The PM accumulation measure calculation device can do this Accumulation measure of the particle substances on the basis an engine speed and one Calculate fuel injection dimension.

According to a third embodiment of the invention, a heater for an internal combustion engine includes a cleaning element which is provided on an exhaust gas duct of the internal combustion engine and which adsorbs nitrogen oxides and purifies exhaust gas, a heating device for restoring the cleaning element by heating the cleaning element, and its ability to adsorb nitrogen oxides as a result of accumulation of sulfur oxides flowing into the cleaning member together with nitrogen oxides, and for removing the sulfur oxides, and an electric energy storage device that supplies electric power to the heater, and is further equipped with an SO _x accumulation amount calculation device for calculating an accumulation amount of the sulfur oxides, an electric power demand calculation device for calculation a measure of electrical power which is used to heat the accumulated sulfur oxides and to remove them from the Cleaning element is required, and a charge control device for controlling a charge of the electrical energy storage device on the basis of the calculated by the electrical power demand calculation device.

The internal combustion engine comprises both a diesel engine and a gasoline engine. The cleaning element, which adsorbs nitrogen oxides and purifies exhaust gas, corresponds, for example, to a lean NO _x catalyst. The heating device includes, for example, a component that carries out a heating process by means of a heating cartridge or a heating line type heating device, which are additionally provided on the cleaning element. If the cleaning element is electrically conductive, the heating device also contains a component which carries out a heating process by directly supplying electrical current to the cleaning element and causes heat to be generated by the cleaning element.

According to this structure, the electric power demand calculator calculates a measure of electric power required to remove sulfur oxides based on an accumulation amount of the sulfur oxides calculated by the SO _x accumulation amount calculator, and controls the charge amount control device a charge amount of the electric energy storage device based on the electric power demand. Since the required electrical power is thus provided in advance in accordance with an accumulation measure of the sulfur oxides, the cleaning element can be heated sufficiently if the need arises for this. The cleaning element can thus be regenerated reliably and in a satisfactory manner.

The heater can also during a Reduction process of nitrogen oxides are heated. Since that Interior of the cleaning element during a Reduction process of nitrogen oxides with a more pronounced reduction atmosphere is filled  Sulfur oxides with higher efficiency or effectiveness rather reduced.

The SO _x accumulation amount calculator may calculate the accumulation amount of the sulfur oxides based on a fuel injection amount, a concentration of sulfur in the fuel, and an engine speed.

In addition, the heater for the internal combustion engine be attached to a vehicle according to the invention and can the electrical energy storage device generally for Providing electrical power to control the Vehicle can be used and the Loading measure control device a charging process with electrical Power to control the heater regardless of an electrical power to control the vehicle To run.

To manage a residual loading dimension, the Electrical energy storage device Ensuring electrical power to control the Vehicle and an area to ensure electrical Power for heating the heater as a separate Have areas. The electrical energy storage device cannot have individual areas and can Management based on the sum of electrical Power to control the vehicle and electrical Carry out heating power.

According to this structure, particle substances and Sulfur oxides reliably without being influenced by Charge dimension of the vehicle's electrical energy storage device be removed.  

According to the invention, the heater for Internal combustion engine to be attached to a vehicle and can the electrical energy storage device one Electrical energy storage device that are used for the Heater is designed and independent of one Electrical energy storage device for provision electrical power to control the vehicle is arranged.

The electrical energy storage device for the Heater is installed on the vehicle performed loading in the same way as that Electrical energy storage device for controlling the Vehicle loaded.

According to this structure, particle substances and Sulfur oxides can be reliably removed. The level of Particle substances or sulfur oxides, which on the Cleaning element accumulated always corresponds to that Loading dimension of the electrical energy storage device for the Heater. Even if the memory contents of the Accumulation measure calculation device from certain The reason may have been deleted Particle substances or sulfur oxides, which on the Cleaning element are accumulated by measuring one Loading dimension of the electrical energy storage device for the Heater can be calculated. So that can Cleaning element restored appropriately become.

According to a fourth embodiment of the invention, a Heater for an internal combustion engine with a Heater for heating at least part of one Internal combustion engine, with a cleaning element that  an exhaust duct of the internal combustion engine is provided and Particle substances obtained and exhaust gas cleaned, and / or a cleaning element connected to an exhaust duct Internal combustion engine is provided and at least nitrogen oxides adsorbs and cleans exhaust gas, and one Electrical energy storage device provided by the Heater supplies electrical power. The device is characterized in that the heating device a Internal combustion engine control device for detecting a Operating state of the internal combustion engine and for control of the operating state of the internal combustion engine and furthermore a Electric energy storage device controller shows that the Electrical energy storage device controller Electrical energy storage state detection unit for Detection of an electrical energy storage state of the Electrical energy storage device and one Loading dimension control unit for controlling a loading dimension Electrical energy storage device includes that Internal combustion engine control device at least one Heating requirement of the heating device based on a Operating state of the internal combustion engine estimates, and that the loading dimension control unit a loading dimension based on the estimated heating requirements and one by the Electrical energy storage detection unit recognized Electric energy storage measure controls.

While the internal combustion engine control device controls an operating state of the internal combustion engine in the heater, a heating measure requirement, a PM accumulation measure and a SO _x accumulation measure can be calculated on the basis of the operating state of the internal combustion engine. Furthermore, the electrical energy storage device control device can recognize a measure of stored electrical energy and control a charge measure. Therefore, an effective tax system can be built.

The electrical energy storage device can be a battery correspond.

According to a fifth embodiment of the invention a method of controlling a heater for a Internal combustion engine with a heater connected to the Internal combustion engine is provided, and one Electrical energy storage device, the electrical power supplies for heating the heater, one Electrical power demand calculation step for calculation of a level of electrical power required for the Heater is required and one Loading dimension control step for controlling a loading dimension Electrical energy storage device based on the Electrical power requirements in the Electrical power requirement calculation step has been calculated is. The methods can include a heating measure demand estimation step to estimate one required by the heater Include heating measure, the measure of for the Required heating power required electrical power in the Electrical power demand calculation step based the heating measure requirement estimated in the demand estimation step is calculated.

Objectives, features and advantages of the invention will become apparent from the the description below in conjunction with the attached Drawing can be seen. Show it:

Fig. 1 is a structural explanatory view of a concept of a hybrid vehicle (HF), which is equipped with a heater according to a first embodiment of the invention,

Fig. 2 is an explanatory view of operations for calculating a charge amount of a battery of the heater according to the first embodiment of the invention,

Fig. 3 is a PM-Erzeugungsmaßkennfeld of calculating a measure to hereinafter also referred to as PM particulates which are generated at a cleaning element according to the first embodiment of the invention,

Fig. 4 is an explanatory view of changes of a state of charge of a second battery and a PM accumulation amount of the heater according to the first embodiment,

Fig. 5 is an explanatory view of a structural concept of a hybrid vehicle of the invention is equipped with a heater according to a second embodiment, and

Fig. 6 is an explanatory view of processes for calculating a charge dimension of a battery of the heater according to the second embodiment of the invention.

Preferred embodiments of the Invention described with reference to the drawing.

Fig. 1 shows a structural concept of a hybrid vehicle (HF) 10, which is equipped with a heater according to a first embodiment of the invention. The description of the first embodiment is made in terms of restoration in a case where a diesel particulate filter, hereinafter referred to as a DPF unit, which is made of ceramic or metal, is used as a cleaning element that cleans exhaust gas by removing particulate matter (PM), which are contained in exhaust gas discharged during driving of a diesel engine, and contain carbon black, releasable organic components, releasable organic components of lubricating oil, sulfate-containing mists, and the like. Since, as described further below, a battery must be charged in accordance with an accumulation measure of particle substances, the first exemplary embodiment is described with regard to a vehicle with a hybrid vehicle system which makes it easy to control a charge dimension of a battery. However, as long as the charge level of a battery can be controlled as desired, the invention is also applicable to a vehicle that is not equipped with a hybrid vehicle system.

The concept mentioned in the description of the invention accumulation represents a state in which Particle substances in the cleaning element in one caught in a heat-removable manner. The The concept of accumulation includes, for example Adsorption (both chemical adsorption as well physical adsorption), a deposit, an absorption and an occlusion.

A hybrid vehicle 10 includes a diesel engine 12 (hereinafter, referred to as an engine for simplicity) as an internal combustion engine and a motor / generator (MG) 14 . Although FIG. 1 shows the motor / generator 14 separately as a motor 14 A and a generator 14 B for ease of explanation, it is noted that the motor 14 A and the generator 14 B form a unit. According to a driving state of the hybrid vehicle 10 , the engine 14 A works as the generator 14 B or the generator 14 B works as the motor 14 A.

The hybrid vehicle 10 further includes a decelerator 18 , a power distribution mechanism (e.g., a planetary gear set shown in FIG. 1) 20 , a first battery 22 , a converter 24 , an electronic control device (ECU) for the first battery (hereinafter referred to as denotes the ECU for the first battery) 26 , an engine ECU 28 , an engine / generator ECU or an MG-ECU 30 , a hybrid vehicle ECU 32 , etc.

The decelerator 18 transmits power generated by the engine 12 and the motor / generator 14 to a wheel side 16 or transmits a driving force from the wheel side 16 to the engine 12 and the motor / generator 14 . The power distribution mechanism (for example, the planetary gear according to FIG. 1) 20 distributes power generated by the engine 12 over two paths, that is to say on the wheel side 16 and the generator 14 B. The first battery 22 is supplied with electrical power for driving the motor / generator 14 and from auxiliary devices (an air conditioning device and other vehicle-side electronic equipment) loaded, which are not shown. The converter 24 performs current control while direct current of the first battery 22 and alternating current of the motor 14 A and the generator 14 B are exchanged. The ECU 26 for the first battery manages and controls a state of charge and a state of discharge of the first battery 22 . The engine ECU 28 controls an operating state of the engine 12 . The motor / generator ECU 30 controls the motor / generator 14 , the first battery ECU 26 , the converter 24 , and so on according to a state of the hybrid vehicle 10 . The hybrid vehicle ECU 32 manages and controls the battery ECU 26 , the engine ECU 28 , the motor / generator ECU 30 , etc. in conjunction with each other and controls an overall hybrid vehicle system in such a manner that the hybrid vehicle 10 can be driven most efficiently , Although the electronic control units shown in FIG. 1 are formed separately, they can also be implemented as a single electronic control unit, in which two or more control units are included.

If the engine 12 is working in the hybrid vehicle 10 equipped with the hybrid vehicle system according to FIG. 1 with little effectiveness or power, such as during starting, a state with a low driving speed, etc., the hybrid vehicle 10 only drives by means of the motor 14 A of the motor / generator 14 . During a normal driving condition, the power of the engine 12 is distributed over two paths by the power distribution mechanism 20, for example. The power distributed on one of the paths drives the wheel side 16 directly, whereas the power distributed on the further path drives the generator 14 B and generates electricity. The electrical power generated at this moment drives the motor 14 A and supports the drive of the wheel side 16 . During high-speed running state or an acceleration driving state Moreover, electrical power is supplied to A 14 of the first battery 22 to the motor. Thereafter, the output of the motor 14 A increases and a driving force is added to the wheel side 16 .

On the other hand, during a deceleration, the motor 14 A driven by the wheel side 16 acts as a generator and performs power recovery. Electrical power recovered by this power recovery is accumulated in the first battery 22 . Has decreased to such an extent that the first battery needs to be charged in a certain way the loading gauge 22 of the first battery 22, the output of the engine 12 is increased. The amount of electricity generated by the generator 14 B then increases, whereby the charge of the first battery 22 increases. Of course, even during a low speed running condition, control for increasing a driving amount of the engine 12 is carried out when the need arises. This control is carried out, for example, if the first battery 22 needs to be charged as described above, in a case where auxiliary devices such as an air conditioner are driven, in a case where a cooling device for the engine 12 has been warmed up to a predetermined temperature is, etc.

According to the first exemplary embodiment, a specific heating battery is provided for regenerating the DPF unit 34 by means of heating. The DPF unit 34 is provided on an exhaust gas duct or an exhaust gas passage of the engine 12 and is arranged as a cleaning element which acquires or traps particulate substances contained in the exhaust gas and cleans the exhaust gas. The heating battery is charged in accordance with an accumulation measure of the particle substances obtained by the DPF unit 34 and is always ready to supply electrical power for regeneration of the DPF unit 34 .

A certain second battery 36 is thus connected to the converter 24 , which is independent of the first battery 22 , which is charged with electrical power for controlling the motor / generator 14 and the auxiliary devices. The second battery 36 supplies electrical heating power to an electrical heating unit 38 as a heating device arranged on the DPF unit 34 . The second battery 36 is controlled by an ECU 40 (also referred to as an electrical energy storage device controller) for the second battery so that it is charged with electric power according to an electric power demand generated by the motor / generator 14 via the converter 24 . The ECU 40 for the second battery appropriately exchanges information with the motor / generator ECU 30 and the hybrid vehicle ECU 32, and is suitably configured to charge the second battery 36 without efficiently driving or driving the To hinder hybrid vehicle 10 .

If the DPF unit 34 is made with non-conductive material such as ceramic, the heating unit 38 can either be provided by heating lines around and in the DPF unit 34 or by inserting and arranging a heating cartridge or a heating element etc. in the DPF Unit 34 must be constructed. If the DPF unit 34 is made of a conductive material such as metal, the heating unit may be constructed so that an electrode is attached to the DPF unit 34 and the DPF unit 34 itself is caused to generate heat. In this case, the DPF unit 34 must be isolated from its environmental components.

FIG. 2 shows a block diagram to explain a charge level control of the first battery 22 and the second battery 36 in connection with the electronic control units shown in FIG. 1. The hybrid vehicle ECU 32 includes an auxiliary demand detection section 50 , an accelerator opening detection section 42 , a vehicle speed detection section 44 , an output shaft torque calculation section 46 , a vehicle power demand calculation section 48, and an engine output determination section 46 . The ECU 26 for the first battery includes a state of charge detection section 52 and a calculation section 54 for the electric power generation demand of the first battery. The second battery ECU 40 includes a second battery electric power generation demand calculation section 62 and a PM accumulation amount calculation section 56 . The engine ECU 28 includes an engine speed determination section 58 and a fuel injection amount / ignition timing determination section 60 .

During the execution of a driving control of the hybrid vehicle 10 , the hybrid vehicle ECU 32 normally manages an output from the engine 12 and a driving state of the motor / generator 14 in a comprehensive manner such that a state of charge of the first battery 22, also referred to as SOC, with a target state of charge converges.

To ensure that both a charging process and an unloading process can be carried out to a certain extent, the target charge state is set at 60%, for example, as a default value. According to the first embodiment, the hybrid vehicle ECU 32 manages an output from the engine 12 and a driving state of the motor / generator 14 so that the state of charge of the first battery 22 converges to the target state of charge and that the second battery 36 can be charged with electric power, required to restore DPF unit 34 .

Control of the entire hybrid vehicle 10 will be described below. First, the accelerator opening detection section 42 included in the hybrid vehicle ECU 32 recognizes an operation amount of an accelerator (not shown) operated by a driver using a sensor provided on the accelerator pedal. The vehicle speed detection section 44 detects a current vehicle speed of the hybrid vehicle 10 based on information from a vehicle speed sensor, etc. Based on the accelerator opening and the vehicle speed, the output shaft torque calculation section 46 calculates an output shaft torque required to achieve a driving condition desired by the driver. The vehicle power demand computing section 48 calculates an engine power required to achieve a driving condition desired by the driver. On the basis of operating conditions of auxiliary devices such as an air conditioning device, the additional demand detection section 50 included in the hybrid vehicle ECU 32 calculates the energy required for the operation of the auxiliary devices.

On the other hand, the SOC detection section 62 included in the ECU 26 for the first battery checks a state of charge of the first battery 22 . In order to optimally maintain a state of charge of the first battery 22 , a target state of charge is set for the ECU 26 for the first battery. The first battery electric power generation requirement calculation section 54 calculates a measure of the electric power generation (electric power generation requirement) of the generator 14 B that is required for the state of charge to converge with the target state of charge (60%, for example).

In the hybrid vehicle 10 of the first embodiment, as described above, the second battery 36 , which is assigned to the heating unit 38 controlled for removal of particulate substances by combustion, must be charged in parallel with the charging process of the first battery 22 . Thus, the ECU 40 for the second battery must recognize a level of particulate matter obtained by the DPF unit 34 and determine a charge level requirement. Thus, the ECU 40 for the second battery includes the PM accumulation amount calculation section 56 . Based on an engine speed at an immediately preceding time (an engine speed determined by the engine speed determination section 58 described below) and a fuel injection amount (a fuel injection amount determined by the fuel injection amount / ignition timing determination section 60 ), the PM accumulation amount calculation section 56 calculates a generation amount particulates. As shown in FIG. 3, in particular, a PM generation map that is a generation (gram / second) of particulate substances using an engine speed (revolution per minute or rpm) and a fuel injection amount per stroke (mm ³ / stroke) as Shows parameters previously stored in the ECU 40 for the second battery, whereby the ECU 40 for the second battery calculates a generation amount of particulate matter according to a driving state of the hybrid vehicle 10 . An alternate long and short dash line in the PM generation map of FIG. 3 indicates a drive range of the engine 12 (for example, it is assumed that the engine speed should not drop below 600 rpm during a normal driving condition). Lines 1 to 8, which define a PM generation measurement range, are shown in the control range. If the hybrid vehicle 10 is driving, for example, at 1200 rpm and 30 mm ³ / stroke, the PM generation measure is indicated by a range between line 1 and line 2. For example, it is calculated that particle substances at 1.5 g / sec. be generated.

When the PM accumulation amount calculation section 56 calculates a PM accumulation amount, the second battery electric power generation demand calculation section 62 included in the second battery ECU 40 ( the second battery electric power generation demand calculation section includes a second battery electric power storage state recognizer) a measure of an electric power generation required by the second battery 36 , ie a state of charge for the second battery 36 . A charge amount control section included in the ECU 40 for the second battery generates a charge demand signal for the purpose of charging with electric power required to remove obtained particulate matter by combustion. This charge demand signal is sent to the hybrid vehicle ECU 32 .

The engine output determination section 64 included in the hybrid vehicle ECU 32 determines an engine output obtained by obtaining an engine power required to achieve a driving condition desired by the driver and calculated by the vehicle power demand calculating section 48 , an engine power required to obtain for the operation of auxiliary power required is required and has been calculated by the additional demand detection section 50 , an engine power required to obtain a level of electric power generation required to converge the state of charge of the first battery 22 , and by the calculation section 54 for the The electric power generation demand of the first battery has been calculated, and the engine power required to obtain a degree of electric power generation is summed up for removing particulate matter obtained by the EPF unit 34 by combustion, and has been calculated by the electric power generation requirement calculation section 62 of the second battery.

When the engine output determination section 64 of the hybrid vehicle ECU 32 determines an engine output, the engine speed determination section 58 included in the engine ECU 28 determines an engine speed. The fuel injection amount / ignition timing determination section 60 determines a fuel injection amount and an ignition timing. The above-mentioned electronic control units thus determine an operating state of the engine 12 of the hybrid vehicle 10 , ie they carry out a driving control. Thus, according to the first embodiment, charging dimensions are managed in such a manner that the first battery 22 and the second battery 36 , which are provided independently of each other, can perform their required functions.

As shown in FIG. 4 of the state of charge of the second battery 36 a PM Akkumulationsmaß the DPF unit 34 is determined in accordance with, they are proportional to each other (as indicated by a single line in Fig. 4). Thus, when the state of charge of the second battery 36 has reached a predetermined value or the sum of the accumulation measures calculated by the PM accumulation amount calculating section 56 has reached a predetermined value or when a predetermined recovery time has been reached, the ECU 40 for the second battery assigns the second battery 36 Output electricity and starts a heating process of the DPF unit 34 by means of the heating unit 38 . The DPF unit 34 is heated for a predetermined period according to a PM accumulation rate, whereby particulate matter obtained by the DPF unit 34 is removed by combustion. As a result, the DPF unit 34 is restored.

Thus, in the heater of the first embodiment, electric power required for removing particulate matter by combustion for the second battery 36 is ensured according to a degree of the particulate matter obtained by the DPF unit 34 and accumulated therein. Therefore, if the need arises, particle substances can be removed by combustion in a sufficient and reliable manner without being influenced by the state of charge of the first battery 22 for driving control of the hybrid vehicle 10 , and the DPF unit 34 can be regenerated well.

FIG. 5 shows a structural concept of a hybrid vehicle (HF) 66 that is equipped with a heater according to a second exemplary embodiment of the invention. The second embodiment relates to recovery in a case where a lean NO _x catalyst (lean NO _x catalyst) is used as a cleaning member that adsorbs nitrogen oxides (NO _x ) that are generated during driving of an engine emitted exhaust gas are included, and that cleans the exhaust gas. As mentioned above, the lean NO _x catalyst is a three-way catalyst and together adsorbs carbon monoxide (CO), hydrocarbons (HC), etc. and purifies exhaust gas. However, the lean NO _x catalyst also adsorbs sulfur oxides (SO _x ), which are similar in molecular structure to NO _x . NO _x can be easily separated from the lean NO _x catalyst by reduction. However, SO _x cannot be easily separated from the lean NO _x catalyst even if it is subjected to a reduction process. For this reason, SO _{x is} accumulated in the lean NO _x catalyst and thus adversely affects the NO _x adsorption efficiency. However, SO _x can be separated from the lean NO _x catalyst by heating. That is, to separate SO _x from the lean NO _x catalyst and to restore the lean NO _x catalyst, the SO _x must be heated according to its degree of accumulation.

In the second embodiment, a certain heater battery is arranged, which heats and removes the SO _x which has been adsorbed by a lean NO _x catalyst 68 together with NO _x . The lean NO _x catalyst 68 is disposed on an exhaust passage of the engine 12 as a cleaning member that adsorbs and reduces NO _x contained in the exhaust gas and purifies the exhaust gas. The heater battery is charged according to a level of SO _x accumulated in the lean NO _x catalyst 68 and is always ready to supply electric power to restore the lean NO _x catalyst.

The basic structure of the heater of the second exemplary embodiment is identical to that of the heater with the DPF unit 34 according to FIG. 1. Elements of the same type are denoted by the same reference symbols and their description is omitted. As in the case of the first embodiment, the electric heating unit 38 provided on the lean NO _x catalyst 68 also uses heating lines, a heating cartridge, an electrode to directly cause the catalyst to generate heat, etc.

Fig. 6 shows a block diagram showing internal structures of electronic control units of the second embodiment according to their functions. The block diagram according to FIG. 6 is identical to the block diagram of the first exemplary embodiment according to FIG. 2, with the exception that a SO _x - accumulation measure calculation section 70 is arranged instead of the PM accumulation measure calculation section 56 . A description of the block diagram according to FIG. 6 is therefore omitted. The SO _x accumulation amount calculation section 70 is included in the ECU 40 for the second battery (also referred to as a second electric energy storage device controller). According to the second embodiment, the SO _x accumulation amount calculation section 70 can generate a generation amount of SO _x per unit time by accumulating a fuel injection amount determined by the fuel injection amount / ignition timing determination section 60 , a concentration of sulfur in fuel, and an engine speed determined by the engine speed determination section 58 to calculate. When the SO _x accumulation amount calculating section 70 has calculated an accumulation amount of SO _x , the calculation section 62 for the electric power generation demand of the second battery included in the ECU 40 for the second battery (the calculation section for the electric power generation demand of the second battery includes an electric power storage state detection means Battery) a measure of the electric power generation required by the second battery 36 , ie a state of charge for the second battery 36 . The charge amount control section included in the ECU 40 for the second battery generates a charge demand signal for the purpose of charging with electric power, for heating accumulated SO _x , reducing it to a relatively stable state of SO and SO ₂ , etc., and separating it from the catalyst is required. This charge demand signal is sent to the hybrid vehicle ECU 32 .

The engine output determination section 64 included in the hybrid vehicle ECU 32 determines an engine output calculated by summing an engine power required to realize a driver-requested driving state and calculated by the vehicle power demand calculation section 48 , an engine power required to obtain an energy required for the operation of the auxiliary devices and calculated by the additional demand detection section 50 , an engine power required to obtain a level of electric power generation required to converge the state of charge of the first battery 22 , and by the calculation section 54 for the electric power generation need of the first battery has been calculated, and an engine power is obtained which is necessary to obtain a measure of electric power generation ch that is required to separate and remove SO _x accumulated in the lean NO _x catalyst 68 , and has been calculated by the electric power generation demand calculation section 62 of the second battery.

When the engine output determination section 64 of the hybrid vehicle ECU 32 determines an engine output, the engine speed determination section 58 included in the engine ECU 28 determines an engine speed. The fuel injection amount / ignition timing determination section 60 determines a fuel injection amount and an ignition timing. A determination of an operating state of the engine 12 of the hybrid vehicle 10 , ie a driving control, is thus carried out. Thus, in the second exemplary embodiment, charging dimensions are managed in such a way that the first battery 22 and the second battery 36 , which are provided independently of one another, can perform their required functions. The state of charge of the second battery 36 is proportional to the amount of SO _x accumulated in the lean NO _x catalytic converter 68 . Therefore, if the state of charge of the second battery 36 has reached a predetermined value or the sum of the accumulation measures calculated by the SO _x accumulation measure calculation section 70 has reached a predetermined value or a predetermined recovery time has been reached, the ECU 40 assigns the second battery 36 for the second battery Dispenses electricity and starts a heating process of the lean NO _x catalyst 68 by means of the heating unit 38 . The lean _NOx catalyst 68 is for a predetermined period corresponding to an SO _x - Akkumulationsmaß heated, whereby in the Lean NO _x - catalyst 68 accumulated SO _x to a relatively stable state of SO, SO _2, etc. is reduced, and is separated from the lean NO _x catalyst 68 . As a result, the lean NO _x catalyst 68 is regenerated. If the reduction of SO _{x is carried out} simultaneously with a reduction of NO _x , high effectiveness is achieved.

In the heating apparatus of the second embodiment thus _x required to separate and remove SO electric power for the second battery 36 may be a level of SO _x to be ensured in accordance with that in the lean-NO _x - has been adsorbed catalyst 68 and accumulated. Therefore, when the need arises, SO _x can be removed satisfactorily and reliably without being influenced by the state of charge of the first battery 22 for driving control of the hybrid vehicle 10 , and the lean NO _x catalyst 68 can be restored.

As shown in FIGS. 1 and 5 for a case in which the second battery 36 is provided independently, the state of charge of the second battery 36 is proportional to the PM accumulation amount or the SO _x - accumulation amount. Even if the electric power supplied to the electronic control units has been interrupted for some reason (for example, in the event that the batteries, etc. have been removed for maintenance of the hybrid vehicle 10 ) and storage contents of the accumulation amount have been deleted, an accumulation amount can be measured again a state of charge of the second battery 36 can be estimated. As a result, the DPF unit 34 or the lean NO _x catalyst 68 can always be regenerated satisfactorily at an appropriate time according to a PM acquisition state or a SO _x accumulation state.

The above-mentioned first and second exemplary embodiments show by way of example that two batteries, ie the first battery 22 and the second battery 36 , are provided in a separate manner. However, as long as there is a construction that can constantly ensure an electric power that can be supplied to the heating unit 38 , it is possible to achieve substantially the same effects as in the first and second embodiments. For example, an internal charging area of a single battery may be divided into two areas, using one of the areas as the area that is charged with an electric power required to control the hybrid vehicle 10 , using the wider area as the area that is charged with an electric power required for the heating unit 38 , and the electric power required for the control of the hybrid vehicle 10 and the electric power required for the heating unit 38 can be obtained by controlling a charge dimension of the individual battery. The state of charge of the battery can be controlled so that it is always set to a state that takes into account the use of the heating unit 38 .

According to the above embodiments, since the PM accumulation amount and the SO _x accumulation amount are proportional to the heating amount of the heater (heating amount requirement), there is no need to estimate a heating amount requirement. That is, a charge amount control can be directly carried out using a calculated PM accumulation amount and a calculated SO _x accumulation amount.

According to the above embodiments, the PM accumulation amount calculation section or the SO _x accumulation measurement calculation section is included in the ECU for the second battery. However, the PM accumulation calculation section or the SO _x accumulation calculation section may be included in the engine ECU. In this case, a state of the engine is estimated from an engine speed, etc., and a measure of particulate matter or PM or SO _{x is} calculated which are accumulated in the cleaning member. The engine ECU sends an output signal to the hybrid vehicle ECU according to the calculated amount of accumulation. The ECU for the second battery (also referred to as a second electric energy storage device controller) calculates a charge amount requirement based on an accumulation amount that can be obtained from the hybrid vehicle ECU and a current state of charge (this state of charge can also be calculated by the ECU for the second battery ). Thereafter, the ECU for the second battery sends an output signal to the hybrid vehicle ECU in accordance with the amount of charge required. According to the output signal, the hybrid vehicle ECU determines an engine output that is obtained by an engine power that is required for realizing a driving condition desired by the driver, an engine power that is required for obtaining an energy that is required for the operation of auxiliary devices, an engine power required to obtain a level of electric power generation required to converge the state of charge of the first battery and an engine power required to obtain a level of electric power generation required to be removed by the DPF Particle substances obtained by combustion is required. The hybrid vehicle ECU then sends an output signal corresponding to the engine output to the engine ECU. The hybrid vehicle ECU also sends a control signal to the engine / generator ECU so that the first and second batteries can sufficiently perform their required functions. Although the description above relates to a hybrid vehicle, other types of vehicles could be used instead.

In the above-described embodiments, the PM accumulation amount calculation section serves as a PM accumulation amount calculation device of the invention, and the SO _x accumulation amount calculation section serves as a SO _x accumulation amount calculation device of the invention, and the electric power generation demand calculation section serves as an electric power demand requirement calculation device of the invention Loading gauge control section as a loading gauge control device of the invention.

In the above embodiments, removal of particulate matter (PM) accumulated in the DPF unit and removal of SO _x accumulated in the lean NO _x catalyst have been described. However, the invention is not so limited. For example, the invention can be applied to a vehicle that includes a catalyst equipped with an electric heating unit and an electric energy storage device that supplies electric power to the electric heating unit. In this case, this electrical energy storage device is charged during driving of the vehicle, so that electrical power for the electrical energy storage device is ensured which is required for quickly activating the catalytic converter during an engine start-up process.

In a device such as a hybrid vehicle in which one Engine is operated intermittently, so is it conceivable a drop in temperature of a catalyst in a Engine standstill period during activation of the vehicle to estimate the Electrical energy storage device with required electrical power and charge the catalyst to heat a predetermined timing.

A charging process of the invention is not a charging for Heating a cleaning element for exhaust gas limited. For example, the invention can be applied to a vehicle be applied with a heating device an engine coolant is equipped. In this Fall will be an electrical energy storage device during a control of the vehicle loaded so that a measure of for quickly warming up the engine during its Required electricity (an example a heating requirement of the invention) for the Electrical energy storage device is ensured. Consequently includes the internal combustion engine of the invention relevant Components such as an engine body, a Cooling unit for the internal combustion engine and a Cleaning element for exhaust gas etc.

In each of the exemplary embodiments, it has been described that the charge size of the electrical energy storage device is controlled based on the heating requirement that is on based on a PM accumulation measure and one Temperature of the internal combustion engine is determined. however  these control processes can be used to control a loading dimension of the electrical energy storage device can be combined.

A control can be carried out in such a way that the electrical energy storage device is charged with the sum of a loading dimension required for restoring a cleaning element for exhaust gas and a loading dimension required for warming up the engine. In the case of a heater in which an electrical energy storage device restores both a cleaning element of a diesel engine and a cleaning element of a gasoline engine, the electrical energy storage device can be charged with the sum of a loading dimension in accordance with a PM accumulation dimension and a loading dimension in accordance with a SO _x accumulation dimension. In an internal combustion engine that can be used with both light or liquid oil and gasoline as fuel, an electrical energy storage device can have the sum of a charge amount determined on the basis of a PM accumulation measure and one based on a SO _x accumulation measure Loading measure.

The electrical energy storage device of the invention is not limited to a battery and can for example correspond to a capacity.

Heating the invention involves combustion.

According to the invention, a diesel particle filter ( 34 ), which is provided on an exhaust gas duct of an engine ( 12 ) and obtains particle substances and purifies exhaust gas, is equipped with an electric heating unit ( 38 ), which removes the particle substances obtained by combustion and restores the diesel particle filter ( 34 ) , A second battery ( 36 ), which supplies the heating unit ( 38 ) with electrical power, is provided independently of a first battery ( 22 ) for controlling a hybrid vehicle ( 10 ). An electronic control unit ( 40 ) for the second battery, which manages the second battery ( 36 ), calculates a measure of particle substances obtained by the diesel particle filter ( 34 ) from a control state of an engine ( 12 ), charges the second battery ( 36 ) according to the measure of obtained Particle substances, discharges the second battery ( 36 ) during combustion of the particle substances and causes the electric heating unit ( 38 ) to generate heat.

Claims (14)

1. Heater for an internal combustion engine with
a heating device ( 38 ) for heating at least a part of the internal combustion engine and
an electrical energy storage device ( 36 ) for supplying the heating device ( 38 ) with electrical power,
marked by
an electric power demand calculator ( 62 ) for calculating a measure of electric power required for the heater and
charge amount control means ( 40 ) for controlling a charge amount of the electric energy storage device based on the electric power demand calculated by the electric power demand calculating means. 2. Heater for an internal combustion engine according to claim 1, characterized by
a heating measure requirement estimation device ( 56 , 70 ) for estimating a heating measure required by the heating device ( 38 ),
wherein the electric power demand calculation means ( 62 ) calculates the amount of electric power based on the heating amount demand estimated by the heating amount demand estimating means ( 56 , 70 ). 3. Heater for an internal combustion engine according to claim 1, characterized by
a cleaning element ( 34 ) which is provided on an exhaust gas passage of the internal combustion engine and cleans exhaust gas,
wherein the heating device ( 38 ) is set up to restore the cleaning element by heating the cleaning element. 4. Heater for an internal combustion engine with a cleaning element ( 34 ), which is provided on an exhaust passage of a diesel engine and obtains particulate matter and cleans exhaust gas, a heating device ( 38 ) for restoring the cleaning element by heating the cleaning element, which is obtained by the cleaning element ( 34 ) Particle substances are removed, and an electrical energy storage device ( 36 ), which supplies the heating device ( 38 ) with electrical power, characterized by
a particle substance accumulation measure calculation device ( 56 ) for calculating an accumulation measure of the particle substances,
an electrical power requirement calculating device ( 62 ) for calculating a measure of the electrical conduction required for the removal of the obtained particle substances by means of combustion and
charge amount control means ( 40 ) for controlling a charge amount of the electric energy storage device based on the electric power demand calculated by the electric power demand calculating means. 5. A heater for an internal combustion engine according to claim 4, characterized in that the particle substance accumulation measure calculation device ( 56 ) calculates the accumulation measure of the particle substances on the basis of an engine speed and a fuel injection measure. 6. Heater for an internal combustion engine with a cleaning element ( 68 ) which is provided on an exhaust passage of the internal combustion engine and adsorbs nitrogen oxides and cleans exhaust gas, a heating device ( 38 ) for restoring the cleaning element by heating the cleaning element ( 68 ), the ability to adsorb Nitrogen oxides has deteriorated due to an accumulation of sulfur oxides flowing into the cleaning element ( 68 ) together with the nitrogen oxides, and for removing the sulfur oxides, and an electrical energy storage device ( 36 ), which supplies the heating device with electrical power, characterized by
a SO _x accumulation measure calculation device ( 70 ) for calculating an accumulation measure of the sulfur oxides,
an electrical power demand calculator ( 62 ) for calculating a measure of the electric power required to heat the accumulated sulfur oxides and to remove them from the cleaning member, and
charge amount control means ( 40 ) for controlling a charge amount of the electric energy storage device based on the electric power demand calculated by the electric power demand calculating means. 7. Heater according to claim 6, characterized in that the heating device ( 38 ) is heated during a reduction process of nitrogen oxides. 8. Heater according to one of claims 6 or 7, characterized in that the SO _x accumulation measure calculation device ( 70 ) calculates the accumulation measure of the sulfur oxides on the basis of a fuel injection measure, a concentration of sulfur in the fuel and an engine speed. 9. Heater according to one of claims 1 to 8, characterized in
that the heater is attached to a vehicle,
that the electrical energy storage device is generally used to provide electrical power to control the vehicle, and
that the loading measure control device carries out a charging process with electrical power for controlling the heating device independently of electrical power for controlling the vehicle. 10. Heater according to one of claims 1 to 8, characterized in
that the heater is attached to a vehicle, and
that the electrical energy storage device ( 36 ) corresponds to an electrical energy storage device which is designed for the heating device and is arranged independently of an electrical energy storage device ( 22 ) for providing electrical power for controlling the vehicle. 11.Heating device for an internal combustion engine with a heating device ( 34 ) for heating at least part of an internal combustion engine ( 12 ), with a cleaning element ( 34 ) which is provided on an exhaust gas passage of the internal combustion engine ( 12 ) and which acquires particle substances and cleans exhaust gas, and / or a cleaning element ( 68 ) which is provided on an exhaust gas passage of the internal combustion engine ( 12 ) and at least adsorbs nitrogen oxides and cleans exhaust gas, and an electrical energy storage device ( 36 ) which supplies the heating device ( 34 ) with electrical power, characterized in that
that the heating device includes an internal combustion engine control device ( 28 , 32 ) for detecting an operating state of the internal combustion engine and for controlling the operating state of the internal combustion engine ( 12 ) and has an electrical energy storage device control device ( 40 ),
that the electric energy storage device control device ( 40 ) includes an electric energy storage state detection unit for detecting an electric energy storage state of the electric energy storage device ( 36 ) and a charge level control unit for controlling a charge amount of the electrical energy storage device ( 36 ),
that the internal combustion engine control device ( 28 , 32 ) estimates at least one heating requirement of the heating device ( 38 ) based on an operating state of the internal combustion engine ( 12 ), and
that the charge measure control unit controls a charge measure based on the estimated heating measure demand and an electrical energy storage measure detected by the electrical energy storage state detection unit. 12. Heater according to one of claims 1 to 11, characterized in that the electrical energy storage device corresponds to a battery ( 36 ). 13. A method for controlling a heating device for an internal combustion engine with a heating device for heating at least a part of the internal combustion engine and an electrical energy storage device for supplying electrical power for heating the heating device, characterized by
an electric power demand calculating step for calculating a measure of electric power required for the heater, and
a charge amount control step for controlling a charge amount of the electric power storage device based on the electric power demand calculated in the electric power demand calculation step. 14. A method for controlling a heater for an internal combustion engine according to claim 13, characterized by
a heating measure requirement estimation step for estimating a heating measure required by the heating device,
wherein the amount of electrical power required for the heating measure demand is calculated in the electric power demand calculation step based on the heating measure demand estimated by the demand estimation step.