JP2001289033A - Exhaust gas purification device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent most particles from being trapped on one side of a partition wall of a particulate filter, to exert an oxidizing and removing action on the downstream particulates from the partition, and to oxidize and remove the particulates by active oxygen. It transmits to all the fine particles to prevent the accumulation of the fine particles, and when the amount of the fine particles to be removed by oxidation is still small, the flow of the exhaust gas is reversed so that the temporarily collected fine particles are prevented from desorbing from the filter. It is possible to avoid that the exhaust gas flow is reversed based on the filter pressure loss regardless of the amount of the removed fine particles and the back pressure rises more than necessary. SOLUTION: A partition 54 of a particulate filter 22 is provided with an active oxygen releasing agent 61 for releasing active oxygen for oxidizing fine particles.
The exhaust gas flow passing through the partition 54 is reversed by the exhaust switching valve 73, and the fine particles collected by the partition 54 are dispersed on one surface and the other surface of the partition 54, and the fine particles are oxidized and removed. The next exhaust gas reversal timing is determined based on the amount of fine particles removed by oxidation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an exhaust gas purifying apparatus for an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, a particulate filter for collecting particulates in exhaust gas discharged from a combustion chamber is disposed in an engine exhaust passage, and exhaust gas is exhausted when the exhaust gas passes through a wall of the particulate filter. 2. Description of the Related Art There is known an exhaust gas purifying apparatus for an internal combustion engine configured to collect fine particles in a gas. An example of this type of exhaust gas purifying apparatus for an internal combustion engine is disclosed in Japanese Patent Publication No. 7-106290.

[0003]

SUMMARY OF THE INVENTION However, Japanese Patent Laid-Open No. 7-1
In the exhaust gas purifying apparatus for an internal combustion engine described in JP 06290 Gazette, the flow of the exhaust gas passing through the particulate filter is not reversed. Therefore, the fine particles collected on the wall of the particulate filter cannot be dispersed on one surface and the other surface of the wall of the particulate filter. As a result, when a certain amount or more of fine particles are collected on the wall of the particulate filter, the action of removing the fine particles is not sufficiently transmitted to all the fine particles. Therefore, in the exhaust gas purifying apparatus for an internal combustion engine described in Japanese Patent Application Laid-Open No. 7-106290, when the amount of particulates flowing into the particulate filter exceeds a certain amount, all of the particulates are removed from one side of the wall of the particulate filter. As the particles are trapped on the surface, the particle removing action of the particulate filter is not sufficiently transmitted to all the particles, and as a result, the particles are deposited on the walls of the particulate filter. Therefore, the particulate filter is clogged and the back pressure increases.

In view of the above problems, the present invention reverses the flow of exhaust gas passing through a particulate filter,
By sufficiently transmitting the oxidizing / removing action of oxidizing and removing the fine particles trapped on the wall of the particulate filter to all the fine particles, the fine particles are prevented from being deposited on the wall of the particulate filter, and are not oxidized and removed. In this way, it is possible to prevent the fine particles temporarily trapped in the particulate filter from detaching from the particulate filter and being discharged as it is, and to prevent the back pressure from unnecessarily increasing. It is an object of the present invention to provide an exhaust gas purification device for an internal combustion engine that can be used.

[0005]

According to the first aspect of the present invention, a particulate filter for collecting fine particles in exhaust gas discharged from a combustion chamber is disposed in an engine exhaust passage, and the exhaust gas is discharged. In an exhaust gas purifying apparatus for an internal combustion engine, wherein particulates in exhaust gas are trapped when the gas passes through the wall of the particulate filter, the particulates temporarily trapped on the wall of the particulate filter An oxidizing agent for releasing active oxygen for oxidizing the particulate filter is supported on the wall of the particulate filter, and exhaust gas backflow means for reversing the flow of exhaust gas passing through the wall of the particulate filter is provided; By reversing the flow of the exhaust gas passing through the wall of the particulate filter, the fine particles trapped on the wall of the particulate filter are removed. The particulate filter is dispersed on one side and the other side of the wall of the particulate filter, thereby reducing the possibility that fine particles trapped on the wall of the particulate filter are deposited without being oxidized and removed. An exhaust gas purifying apparatus for an internal combustion engine, provided with means for estimating the amount of oxidized and removed fine particles for estimating the amount of removed fine particles, and determining the next timing of reversing the flow of exhaust gas based on the amount of oxidized and removed fine particles; Is provided.

In the exhaust gas purifying apparatus for an internal combustion engine according to the first aspect, an oxidizing agent for releasing active oxygen for oxidizing fine particles temporarily collected on the wall of the particulate filter is provided on the wall of the particulate filter. By reversing the flow of the exhaust gas that is carried and passes through the wall of the particulate filter, the fine particles collected on the wall of the particulate filter are dispersed on one side and the other side of the wall of the particulate filter. You. Therefore, it is possible to prevent most of the fine particles flowing into the particulate filter from being trapped on one surface of the particulate filter wall, and at the same time, downstream of the exhaust gas flow from the particulate filter wall. Can have an oxidative removal effect on the fine particles. Further, in the exhaust gas purifying apparatus for an internal combustion engine according to claim 1, fine particles collected on the wall of the particulate filter are dispersed on one surface and the other surface of the wall of the particulate filter.
The possibility that the fine particles trapped on the wall of the particulate filter are deposited without being oxidized and removed is reduced. Therefore, it is possible to sufficiently transmit the oxidizing / removing action of oxidizing and removing the fine particles collected on the wall of the particulate filter with active oxygen to all the fine particles, and as a result, the fine particles accumulate on the wall of the particulate filter. Can be prevented. In addition, in the exhaust gas purifying apparatus for an internal combustion engine according to the first aspect, the next time when the flow of the exhaust gas is reversed is determined based on the amount of the oxidized and removed fine particles. Therefore, when the flow of the exhaust gas is reversed without considering the amount of the oxidized and removed fine particles when the amount of the oxidized and removed fine particles is still small, the particles are temporarily captured by the particulate filter without being oxidized and removed. It is possible to prevent the collected fine particles from desorbing from the particulate filter and being directly discharged. Also, it is possible to prevent the back pressure from unnecessarily increasing as in the case where the flow of the exhaust gas is reversed based on the pressure loss of the particulate filter without considering the amount of the fine particles removed by oxidation. Can be.

According to the second aspect of the present invention, there is provided an inflowing particulate amount estimating means for estimating the amount of the particulates flowing into the particulate filter. The exhaust gas purifying apparatus for an internal combustion engine according to claim 1, wherein the flow of the exhaust gas is reversed when the ratio of the amount of the particulates exceeds a predetermined value.

In the exhaust gas purifying apparatus for an internal combustion engine according to the present invention, when the ratio of the amount of the oxidized and removed particles to the amount of the particles flowing into the particulate filter exceeds a predetermined value, that is, the amount of the particles is reduced. When the purification rate exceeds the target purification rate, the flow of the exhaust gas is reversed. Therefore, it is possible to achieve the target purification rate of the fine particles while avoiding that the fine particles are discharged as they are and that the back pressure is unnecessarily increased.

According to the third aspect of the present invention, there is provided an inflowing particulate amount estimating means for estimating the amount of the particulates flowing into the particulate filter, and the oxidized and removed amount of the particulates flowing into the particulate filter is reduced. 2. The exhaust gas purifying apparatus for an internal combustion engine according to claim 1, wherein the flow of the exhaust gas is reversed during the deceleration operation of the internal combustion engine after the ratio of the amount of the fine particles exceeds a predetermined value.

In the exhaust gas purifying apparatus for an internal combustion engine according to the third aspect, the deceleration of the internal combustion engine after the ratio of the amount of the oxidized and removed particles to the amount of the particles flowing into the particulate filter exceeds a predetermined value. When driving, that is,
The flow of the exhaust gas is reversed after the target purification rate of the particulates has been achieved and when it is necessary to switch the exhaust gas backflow means to bypass the exhaust gas during the deceleration operation of the internal combustion engine. Therefore, it is possible to achieve the target purification rate of the particulates and to switch the exhaust gas backflow means more frequently than necessary, while avoiding the particulates being discharged as they are and the unnecessary increase in the back pressure. Can be avoided.

According to the fourth aspect of the present invention, there is provided an inflowing particulate amount estimating means for estimating the amount of the particulates flowing into the particulate filter. The exhaust gas purifying apparatus for an internal combustion engine according to claim 1, wherein the flow of the exhaust gas is reversed when the difference from the amount of the particulates exceeds a predetermined value.

In the exhaust gas purifying apparatus for an internal combustion engine according to the present invention, when the difference between the amount of fine particles flowing into the particulate filter and the amount of fine particles removed by oxidation exceeds a predetermined value, that is, When the amount of fine particles deposited on the curated filter exceeds a threshold value, the flow of the exhaust gas is reversed. Therefore, it is possible to prevent the particulates from being discharged without being oxidized and removed and the back pressure from being unnecessarily increased before the amount of the particulates deposited on the particulate filter exceeds the threshold value. .

According to the fifth aspect of the present invention, there is provided an inflowing particulate amount estimating means for estimating the amount of the particulates flowing into the particulate filter, and the amount of the particulates flowing into the particulate filter and the amount of the oxidized and removed particles are reduced. The exhaust gas purifying apparatus for an internal combustion engine according to claim 1, wherein the flow of the exhaust gas is reversed during the deceleration operation of the internal combustion engine after the difference from the amount of the particulates exceeds a predetermined value.

In the exhaust gas purifying apparatus for an internal combustion engine according to the present invention, the difference between the amount of fine particles flowing into the particulate filter and the amount of fine particles oxidized and removed exceeds a predetermined value. At the time of deceleration operation, that is, after the amount of fine particles deposited on the particulate filter exceeds the threshold value and when it is necessary to switch the exhaust gas backflow means to bypass the exhaust gas during the deceleration operation of the internal combustion engine , The flow of exhaust gas is reversed. Therefore, while preventing the particulates from being discharged as they are without being oxidized and removed until the amount of the particulates deposited on the particulate filter exceeds the threshold value, and preventing the back pressure from unnecessarily increasing, the exhaust pressure is reduced. It is possible to prevent the gas backflow means from being switched more frequently than necessary.

According to the present invention, the flow of the exhaust gas is reversed when the amount of the oxidized and removed fine particles exceeds a predetermined value. A purification device is provided.

In the exhaust gas purifying apparatus for an internal combustion engine according to the present invention, when the amount of oxidized and removed particulates exceeds a predetermined value, that is, the amount of oxidized and removed particulates exceeds the target amount of oxidized and removed particulates. The flow of exhaust gas is reversed. For this reason, it is possible to achieve the target amount of oxidation-removed fine particles while preventing the fine particles from being discharged as they are and from increasing the back pressure more than necessary.

According to the present invention, the flow of the exhaust gas is reversed during the deceleration operation of the internal combustion engine after the amount of the oxidized and removed fine particles exceeds a predetermined value. An exhaust gas purification device for an internal combustion engine according to claim 1 is provided.

In the exhaust gas purifying apparatus for an internal combustion engine according to the present invention, during the deceleration operation of the internal combustion engine after the amount of the oxidized and removed fine particles exceeds a predetermined value, that is, the target amount of the oxidized and removed fine particles is reduced. Is achieved, and when it is necessary to switch the exhaust gas backflow means in order to bypass the exhaust gas during the deceleration operation of the internal combustion engine, the flow of the exhaust gas is reversed. Therefore, it is possible to achieve the target amount of oxidation-removed fine particles and to switch the exhaust gas backflow means more frequently than necessary, while avoiding that the fine particles are directly discharged and that the back pressure is not unnecessarily increased. Can be avoided.

According to the invention as set forth in claim 8, the flow of exhaust gas is prevented from being reversed during acceleration operation of the internal combustion engine. An engine exhaust purification device is provided.

In the exhaust gas purifying apparatus for an internal combustion engine according to the present invention, reversing the flow of the exhaust gas during the acceleration operation of the internal combustion engine is prohibited. Therefore, along with reversing the flow of the exhaust gas during the acceleration operation of the internal combustion engine in which the amount of the exhaust gas is relatively large, the fine particles before being oxidized and removed are temporarily collected by the particulate filter. It is possible to prevent the remaining fine particles from desorbing from the particulate filter and being directly discharged.

According to the ninth aspect of the present invention, the exhaust gas backflow means has a bypass mode in which the exhaust gas bypasses the particulate filter without flowing into the particulate filter. The exhaust gas backflow means is prohibited from being arranged in a bypass mode when a temperature raising control for raising the temperature of the curable filter is being performed.
An exhaust gas purification device for an internal combustion engine according to any one of the above items 7 is provided.

In the exhaust gas purifying apparatus for an internal combustion engine according to the ninth aspect, it is prohibited to arrange the exhaust gas backflow means in the bypass mode when the temperature raising control for raising the temperature of the particulate filter is performed. Is done. Therefore, even though the exhaust gas temperature control of the internal combustion engine is executed to raise the temperature of the particulate filter, the heated exhaust gas is bypassed through the particulate filter, and the particulate filter is raised. It can be avoided that the heating cannot be performed.

According to the tenth aspect of the present invention, as the particulate filter, the amount of particulates discharged from the combustion chamber per unit time is oxidized on the particulate filter without emitting a bright flame per unit time. When the amount is smaller than the amount of oxidizable and removable particles, the particles in the exhaust gas are oxidized and removed in a short time without emitting a bright flame as soon as they flow into the particulate filter, and the amount of the discharged particles is temporarily reduced. Even when the amount of particulates accumulated on the particulate filter becomes smaller than a certain limit even when the amount of particulates becomes larger than the amount of oxidizable and removable particles, the amount of the discharged particulates becomes smaller than the amount of oxidizable and removable particles on the particulate filter. Putty that fine particles can be oxidized and removed without emitting luminous flame Using a curable filter, the amount of the oxidizable and removable fine particles depends on the temperature of the particulate filter, the amount of the discharged fine particles is usually smaller than the amount of the oxidizable and removable fine particles, and the amount of the discharged fine particles is temporarily reduced. Even if the amount of the oxidizable and removable particles becomes larger than the amount of the oxidizable and removable particles, when the amount of the discharged fine particles becomes less than the amount of the oxidizable and removable particles, only particles of a certain amount or less that can be oxidized and removed are deposited on the particulate filter. Control means for maintaining the amount of the discharged particulates and the temperature of the particulate filter, whereby the particulates in the exhaust gas are oxidized and removed on the particulate filter without emitting a bright flame. An exhaust gas purification device for an internal combustion engine according to any one of the preceding claims 9 is provided.

In the exhaust gas purifying apparatus for an internal combustion engine according to the tenth aspect, it is assumed that the amount of the discharged fine particles is usually smaller than the amount of the fine particles that can be oxidized and removed, and the amount of the discharged fine particles temporarily exceeds the amount of the fine particles that can be oxidized and removed. After that, when the amount of discharged particulates becomes smaller than the amount of particulates that can be removed by oxidation, the amount of discharged particulates and the temperature of the particulate filter are maintained so that only a certain amount of particulates that can be oxidized and removed is not deposited on the particulate filter. As a result, the fine particles in the exhaust gas are oxidized and removed on the particulate filter without emitting a bright flame.
Therefore, it is not necessary to emit a luminous flame and remove the fine particles after the fine particles are deposited on the particulate filter in a stacked manner as in the conventional case, and the fine particles are removed before the fine particles are stacked on the particulate filter. By oxidizing, fine particles in the exhaust gas can be removed.

According to the eleventh aspect of the present invention, the amount of the discharged fine particles is usually smaller than the amount of the oxidizable and removable fine particles, and the amount of the discharged fine particles is temporarily larger than the amount of the oxidizable and removable fine particles. Even after that, when the amount of the discharged fine particles becomes smaller than the amount of the fine particles that can be oxidized and removed, the amount of the discharged fine particles and the particulate filter are adjusted so that only a small amount of particles that can be oxidized and removed is less than a certain limit on the particulate filter. The exhaust gas purifying apparatus for an internal combustion engine according to claim 10, wherein operating conditions of the internal combustion engine are controlled to maintain the temperature of the internal combustion engine.

[0026] In the exhaust gas purifying apparatus for an internal combustion engine according to the eleventh aspect, it is assumed that the amount of the discharged fine particles is usually smaller than the amount of the oxidizable and removable particles, and the amount of the discharged fine particles is temporarily larger than the amount of the oxidizable and removable particles. After that, when the amount of discharged particulates becomes smaller than the amount of particulates that can be oxidized and removed, the amount of discharged particulates and the temperature of the particulate filter are maintained so that only a limited amount of particulates that can be oxidized and removed are deposited on the particulate filter. The operating conditions of the internal combustion engine are controlled to this end. In detail, the amount of discharged fine particles is set to be smaller than the amount of fine particles that can be removed by oxidation, or even if the amount of discharged fine particles temporarily exceeds the amount of fine particles that can be removed by oxidation, The operating conditions of the internal combustion engine are controlled based on the amount of exhaust particulates and the temperature of the particulate filter so that only a small amount of particulates, which can be oxidized and removed when the amount becomes smaller, is deposited on the particulate filter. Therefore, the operating condition of the internal combustion engine is such that the amount of exhausted particulates is smaller than the amount of particulates that can be removed by oxidation,
Alternatively, even if the amount of discharged fine particles temporarily exceeds the amount of fine particles that can be oxidized and removed, only particles of a certain amount or less that can be oxidized and removed when the amount of discharged fine particles becomes smaller than the amount of fine particles that can be oxidized and removed thereafter. Unlike the case where the operating condition does not accumulate on the filter, the amount of discharged particulates is surely smaller than the amount of fine particles that can be removed by oxidation, or the amount of discharged particulates temporarily exceeds the amount of fine particles that can be removed by oxidation. Even if the amount of discharged fine particles becomes smaller than the amount of fine particles that can be oxidized and removed thereafter, only particles of a certain amount or less that can be oxidized and removed can be prevented from depositing on the particulate filter. Therefore, compared to the case where the operating conditions of the internal combustion engine coincide with each other, the fine particles can be more reliably oxidized before the fine particles are deposited on the particulate filter in a stacked state.

According to the twelfth aspect of the present invention, the oxidizing agent takes in oxygen and retains oxygen when there is excess oxygen in the surroundings, and converts the retained oxygen into active oxygen when the surrounding oxygen concentration decreases. The exhaust gas purifying apparatus for an internal combustion engine according to any one of claims 1 to 11, which is an oxygen storage / active oxygen release agent that is released in a form.

In the exhaust gas purifying apparatus for an internal combustion engine according to the twelfth aspect, the oxygen storage / active oxygen release agent carried on the particulate filter captures and holds oxygen when excess oxygen exists in the surroundings. When the oxygen concentration in the surroundings decreases, the retained oxygen is released in the form of active oxygen. Therefore, unlike the conventional case, the fine particles are deposited on the particulate filter and then removed by emitting a bright flame, but before the fine particles are deposited on the particulate filter in a stacked state. The fine particles can be oxidized and removed by the active oxygen released from the oxygen storage / active oxygen releasing agent without emitting a bright flame.

According to the thirteenth aspect of the present invention, the backflow means includes a forward flow mode in which exhaust gas passes through the wall of the particulate filter in the first direction, and an exhaust gas flowing through the wall of the particulate filter in the second direction. A reverse flow mode that passes in a second direction opposite to the one direction, and as the amount of inert gas supplied into the combustion chamber increases, the amount of soot generated gradually increases and peaks And when the amount of inert gas supplied into the combustion chamber is further increased, the temperature of the fuel and surrounding gas during combustion in the combustion chamber becomes lower than the temperature at which soot is generated, and soot is almost generated. Using an internal combustion engine that no longer runs, in the forward flow mode of the backflow means, performs combustion in which the amount of inert gas supplied into the combustion chamber is smaller than the amount of inert gas at which the generation amount of soot becomes a peak, Of backflow means 13. The combustion mode according to claim 1, wherein in the flow mode, the amount of the inert gas supplied into the combustion chamber is larger than the amount of the inert gas at which the amount of generated soot becomes a peak, and the combustion is performed so that almost no soot is generated. An exhaust gas purification device for an internal combustion engine according to any one of the preceding claims.

In the exhaust gas purifying apparatus for an internal combustion engine according to the thirteenth aspect, in the forward flow mode of the backflow means, the amount of the inert gas supplied into the combustion chamber is larger than the amount of the inert gas at which the amount of soot becomes a peak. When the backflow mode of the backflow means, the amount of the inert gas supplied into the combustion chamber is larger than the amount of the inert gas at which the generation amount of soot reaches a peak, and the combustion in which little soot is generated is performed. Is done. In other words, since the amount of the inert gas supplied into the combustion chamber is larger than the amount of the inert gas at which the generation amount of soot is at a peak, and the combustion is performed with almost no generation of soot, the combustion gas is included in the exhaust gas at that time. HC and CO can promote the oxidizing and removing action of the fine particles. Further, the exhaust gas is caused to flow backward when the combustion is performed in which the amount of the inert gas supplied into the combustion chamber is larger than the amount of the inert gas at which the generation amount of soot becomes a peak and soot is hardly generated. Therefore, when the amount of the inert gas supplied into the combustion chamber is smaller than the amount of the inert gas at which the amount of generated soot becomes a peak, the particulates are deposited on one surface of the particulate filter when the combustion is performed, Even if the catalyst on the surface of the particulate filter has been poisoned with sulfur, HC- and CO-containing exhaust gas that has flowed in from the opposite surface of the particulate filter and passed through the inside of the particulate filter wall, Fine particles deposited on one surface of the particulate filter can be oxidized and removed without being affected by sulfur poisoning.

According to the fourteenth aspect of the present invention, the oxidizing agent is carried inside the wall of the particulate filter, and the flow of the exhaust gas passing through the wall of the particulate filter is reversed. The exhaust gas purifying apparatus for an internal combustion engine according to any one of claims 1 to 13, wherein the fine particles temporarily trapped inside the wall of the particulate filter are moved.

In the exhaust gas purifying apparatus for an internal combustion engine according to the present invention, the oxidizing agent is carried inside the wall of the particulate filter. Can be oxidized and removed inside the wall of the particulate filter. Further, in the exhaust gas purifying apparatus for an internal combustion engine according to claim 14, by temporarily reversing the flow of the exhaust gas passing through the wall of the particulate filter, the particulates temporarily trapped inside the wall of the particulate filter are reduced. Moved. Therefore, the oxidizing agent that oxidizes and removes the fine particles inside the particulate filter wall by the oxidizing agent inside the particulate filter wall moves the fine particles temporarily trapped inside the particulate filter wall. Can be promoted by:

[0033]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows a first embodiment in which the exhaust gas purifying apparatus of the present invention is applied to a compression ignition type internal combustion engine. The present invention can also be applied to a spark ignition type internal combustion engine. Referring to FIG. 1, 1 is an engine body, 2 is a cylinder block, 3 is a cylinder head, 4 is a piston, 5 is a combustion chamber, 6 is an electrically controlled fuel injection valve, 7 is an intake valve, 8 is an intake port, 9 Denotes an exhaust valve, and 10 denotes an exhaust port. The intake port 8 is connected to a surge tank 12 via a corresponding intake branch pipe 11, and the surge tank 12 is connected to a compressor 15 of an exhaust turbocharger 14 via an intake duct 13. A throttle valve 17 driven by a step motor 16 is arranged in the intake duct 13, and a cooling device 18 for cooling intake air flowing through the intake duct 13 is arranged around the intake duct 13. In the embodiment shown in FIG. 1, the engine cooling water is guided into the cooling device 18, and the engine cooling water cools the intake air. On the other hand, the exhaust port 10 is connected to the exhaust manifold 1.
The exhaust turbine 21 of the exhaust turbocharger 14 is connected to the exhaust turbine 21 via the exhaust pipe 9 and the exhaust pipe 20, and the outlet of the exhaust turbine 21 is connected to a casing 23 containing a particulate filter 22.

The particulate filter 22 is configured to allow the exhaust gas to flow in both the forward flow direction and the reverse flow direction. A first passage 71 is an upstream passage of the particulate filter 22 when the exhaust gas passes through the particulate filter 22 in the forward flow direction. The second passage is an upstream passage of the filter 22. Reference numeral 73 denotes an exhaust switching valve for switching the flow of exhaust gas between a forward flow direction, a backward flow direction, and a bypass state, and 74 denotes an exhaust switching valve driving device.

The exhaust manifold 19 and the surge tank 12 are connected to each other via an exhaust gas recirculation (hereinafter, referred to as EGR) passage 24, and an electrically controlled EGR control valve 25 is disposed in the EGR passage 24. Also, the EGR passage 24
A cooling device 26 for cooling the EGR gas flowing in the EGR passage 24 is disposed around the cooling device 26. In the embodiment shown in FIG. 1, the engine cooling water is guided into the cooling device 26, and the engine cooling water cools the EGR gas. On the other hand, each fuel injection valve 6 is connected to a fuel reservoir, a so-called common rail 27, via a fuel supply pipe 26. An electric control type variable discharge fuel pump 28 is provided in the common rail 27.
The fuel supplied from the common rail 27 is supplied to the fuel injection valve 6 through each fuel supply pipe 26. A fuel pressure sensor 29 for detecting the fuel pressure in the common rail 27 is attached to the common rail 27, and the common rail 27 is detected based on an output signal of the fuel pressure sensor 29.
The discharge amount of the fuel pump 28 is controlled so that the internal fuel pressure becomes the target fuel pressure.

The electronic control unit 30 is composed of a digital computer, and is connected to a ROM (Read Only Memory) 32, a RAM (Random Access Memory) 33, a CPU (Microprocessor) 34, an input port 35, An output port 36 is provided. The output signal of the fuel pressure sensor 29 is input to the input port 35 via the corresponding AD converter 37. A temperature sensor 39 for detecting the temperature of the particulate filter 22 is mounted in the casing 23, and an output signal of the temperature sensor 39 is input to an input port 35 via a corresponding AD converter 37. Accelerator pedal 40
Is connected to a load sensor 41 that generates an output voltage proportional to the depression amount L of the accelerator pedal 40.
1 is input to the input port 35 via the corresponding AD converter 37. Further, the input port 35 is connected to a crank angle sensor 42 that generates an output pulse every time the crankshaft rotates, for example, by 30 °. On the other hand, the output port 36 is connected to the fuel injection valve 6, the throttle valve driving step motor 16, the EGR control valve 25, the fuel pump 28, and the exhaust switching valve driving device 74 via the corresponding driving circuit 38.

FIG. 2 shows the structure of the particulate filter 22. 2A shows a front view of the particulate filter 22, and FIG. 2B shows a side sectional view of the particulate filter 22. FIG. FIG.
As shown in FIGS. 1A and 1B, the particulate filter 22 has a honeycomb structure and includes a plurality of exhaust passages 50 and 51 extending in parallel with each other. These exhaust passages are constituted by an exhaust gas inflow passage 50 whose downstream end is closed by a plug 52 and an exhaust gas outflow passage 51 whose upstream end is closed by a plug 53. In FIG. 2 (A), the hatched portion is the plug 5
3 is shown. Therefore, the exhaust gas inflow passages 50 and the exhaust gas outflow passages 51 are alternately arranged with the thin partition walls 54 interposed therebetween. In other words, the exhaust gas inflow passages 50 and the exhaust gas outflow passages 51 are each surrounded by four exhaust gas outflow passages 51, and each exhaust gas outflow passage 51 is surrounded by four exhaust gas inflow passages 50. It is arranged so that. The particulate filter 22 is formed of, for example, a porous material such as cordierite. Therefore, the exhaust gas that has flowed into the exhaust gas inflow passage 50 is in the surrounding partition wall 54 as shown by an arrow in FIG. And flows out into the adjacent exhaust gas outflow passage 51.

In the embodiment according to the present invention, the outer wall surface of each exhaust gas inflow passage 50 and each exhaust gas outflow passage 51, that is, on both side surfaces of each partition wall 54, the outer end surface of the plug 53 and the plugs 52,5
A support layer made of, for example, alumina is formed on the entire inner end face of the support 3. On this support, a noble metal catalyst and excess oxygen in the surroundings take in oxygen to retain oxygen. In addition, the oxygen storage / active oxygen releasing agent that releases the retained oxygen in the form of active oxygen when the surrounding oxygen concentration decreases oxidizes the fine particles temporarily collected on the surface of the partition wall 54 of the particulate filter. Supported as an oxidation catalyst.

In this case, in the embodiment according to the present invention, platinum Pt is used as a noble metal catalyst, and an alkali metal such as potassium K, sodium Na, lithium Li, cesium Cs, and rubidium Rb is used as an oxygen storage / active oxygen release agent. At least one selected from alkaline earth metals such as barium Ba, calcium Ca and strontium Sr, rare earths such as lanthanum La and yttrium Y, and transition metals is used. In this case, as an oxygen storage / active oxygen release agent, an alkali metal or alkaline earth metal having a higher ionization tendency than calcium Ca, that is, potassium K, lithium Li, cesium Cs, rubidium Rb, barium Ba, and strontium Sr is used. Is preferred.

Next, the action of the particulate filter 22 for removing fine particles in the exhaust gas will be described.
Although the case where potassium and potassium K are carried will be described as an example, the same fine particle removing action can be performed by using other noble metals, alkali metals, alkaline earth metals, rare earths, and transition metals. In a compression ignition type internal combustion engine as shown in FIG. 1, combustion takes place under excess air, and thus the exhaust gas contains a large amount of excess air. That is, if the ratio of air to fuel supplied into the intake passage and the combustion chamber 5 is referred to as the air-fuel ratio of the exhaust gas, the air-fuel ratio of the exhaust gas is lean in a compression ignition type internal combustion engine as shown in FIG. ing. Further, since NO is generated in the combustion chamber 5, NO is contained in the exhaust gas. The fuel contains sulfur S, which reacts with oxygen in the combustion chamber 5 to become SO ₂ .
Therefore, SO ₂ is contained in the exhaust gas. Therefore, exhaust gas containing excess oxygen, NO and SO ₂ flows into the exhaust gas inflow passage 50 of the particulate filter 22.

FIGS. 3A and 3B show an exhaust gas inflow passage.
50 is an enlarged view of the surface of the carrier layer formed on the inner peripheral surface of the substrate 50.
It is represented in a formula. 3 (A) and 3 (B).
60 indicates platinum Pt particles, and 61 indicates potassium.
Shows oxygen storage / active oxygen release agent containing K
You. As described above, the exhaust gas contains a large amount of excess oxygen.
Exhaust gas is particulate filter 2
When the gas flows into the exhaust gas inflow passage 50 of FIG.
As shown, these oxygen O_TwoIs O_Two ^-Or O ^2-In the form of
It adheres to the surface of platinum Pt. On the other hand, NO in exhaust gas
O on the surface of platinum Pt_Two ^-Or O^2-Reacts with NO_TwoWhen
(2NO + O_Two→ 2NO_Two). Then the generated N
O_TwoPart of oxygen is oxidized on platinum Pt and oxygen storage and activity
While being absorbed in the oxygen releasing agent 61 and binding to potassium K
3A, nitrate ions NO_Three ^-Form of
Diffuses into the oxygen storage / active oxygen release agent 61 with potassium nitrate
Umm KNO_ThreeGenerate

On the other hand, as described above, SO is contained in the exhaust gas.
_TwoIs also included in this SO_TwoIs the same mechanism as NO
Absorbed by the oxygen storage / active oxygen release agent 61
You. That is, as described above, the oxygen O_TwoIs O_Two ^-Or O^2-of
Adhered to the surface of platinum Pt in the form of SO
_TwoIs O on the surface of platinum Pt_Two ^-Or O^2-Reacts with SO _Three
Becomes Then the generated SO_ThreePart of is on platinum Pt
While being oxidized, it is absorbed into the oxygen storage / active oxygen release agent 61.
Collected and combined with potassium K to form sulfate ion SO._Four ^2-
Diffuses into the oxygen storage / active oxygen release agent 61 in the form of
Potassium K_TwoSO_FourGenerate In this way, oxygen absorption
The storage / active oxygen release catalyst 61 contains potassium nitrate KNO_Three
And potassium sulfate K_TwoSO_FourIs generated.

On the other hand, fine particles mainly composed of carbon C are generated in the combustion chamber 5, so that the exhaust gas contains these fine particles. These fine particles contained in the exhaust gas are used as the particulate filter 2 in the exhaust gas.
2B, when flowing in the exhaust gas inflow passage 50, or when heading from the exhaust gas inflow passage 50 to the exhaust gas outflow passage 51, as shown by 62 in FIG. It contacts and adheres to the surface of the storage / active oxygen release agent 61.

As described above, when the fine particles 62 adhere to the surface of the oxygen storage / active oxygen release agent 61, the oxygen concentration at the contact surface between the fine particles 62 and the oxygen storage / active oxygen release agent 61 decreases. When the oxygen concentration decreases, oxygen storage with a high oxygen concentration
A concentration difference occurs between the active oxygen release agent 61 and the oxygen storage / active oxygen release agent 61, so that the oxygen in the oxygen storage / active oxygen release agent 61 moves toward the contact surface between the fine particles 62 and the oxygen storage / active oxygen release agent 61. And As a result, the oxygen storage / active oxygen release agent 6
Potassium nitrate KNO ₃ formed in 1 is decomposed into potassium K, oxygen O and NO, and the oxygen O moves toward the contact surface between the fine particles 62 and the oxygen storage / active oxygen release agent 61,
O is released from the oxygen storage / active oxygen release agent 61 to the outside. The NO released to the outside is oxidized on platinum Pt on the downstream side, and is again absorbed in the oxygen storage / active oxygen release agent 61.

On the other hand, at this time, an oxygen storage / active oxygen release agent
Potassium sulfate K formed in 61_TwoSO_FourMokari
Umm K, Oxygen O and SO_TwoDecomposed into oxygen O
To the contact surface between 62 and the oxygen storage / active oxygen release agent 61
Yes, SO_TwoFrom the oxygen storage / active oxygen release agent 61 to the outside
Released. SO released to the outside_TwoIs the platinum P on the downstream side
t is oxidized on the surface, and is an oxygen storage / active oxygen release agent again
It is absorbed in 61. However, potassium sulfate K_TwoSO_Four
Is potassium nitrate KNO _Threecompared to
Hard to release active oxygen.

On the other hand, oxygen O heading toward the contact surface between the fine particles 62 and the oxygen storage / active oxygen releasing agent 61 is potassium nitrate KN
Oxygen decomposed from compounds such as O ₃ . Oxygen O decomposed from the compound has high energy and extremely high activity. Therefore, the fine particles 62 and oxygen storage /
Oxygen toward the contact surface with the active oxygen releasing agent 61 is active oxygen O. When the active oxygen O comes into contact with the fine particles 62, the fine particles 62 are immediately oxidized without emitting a bright flame, and the fine particles 62 are completely eliminated. Therefore, the fine particles 62 do not accumulate on the particulate filter 22.

The conventional particulate filter 2
When the fine particles deposited in a stack on the combustor 2 are burned, the particulate filter 22 glows red and burns with a flame. The combustion with such a flame cannot be sustained unless it is at a high temperature, and therefore, the temperature of the particulate filter 22 must be maintained at a high temperature in order to maintain the combustion with such a flame.

On the other hand, in the present invention, the fine particles 62 are oxidized without emitting a bright flame as described above, and the surface of the particulate filter 22 does not glow at this time. In other words, in other words, in the present invention, the fine particles 62 are oxidized and removed at a considerably lower temperature than in the prior art. Therefore, fine particles 6 which do not emit a bright flame according to the present invention 6
The action of removing fine particles by oxidation of 2 is completely different from the action of removing fine particles by conventional combustion accompanied by a flame.

Since the platinum Pt and the oxygen storage / active oxygen releasing agent 61 are activated as the temperature of the particulate filter 22 rises, the amount of active oxygen O that can be released per unit time by the oxygen storage / active oxygen releasing agent 61 per unit time Increases as the temperature of the particulate filter 22 increases. Accordingly, the amount of fine particles that can be oxidized and removed on the particulate filter 22 without emitting a bright flame per unit time increases as the temperature of the particulate filter 22 increases.

The solid line in FIG. 5 shows the amount G of the oxidizable and removable fine particles that can be oxidized and removed without emitting a bright flame per unit time. In FIG. 5, the horizontal axis represents the temperature TF of the particulate filter 22. When the amount of fine particles discharged from the combustion chamber 5 per unit time is referred to as a discharged fine particle amount M, when the discharged fine particle amount M is smaller than the oxidizable and removable fine particles G, that is, in the region I in FIG. As soon as all the fine particles come into contact with the particulate filter 22, they are oxidized and removed on the particulate filter 22 within a short period of time without emitting a bright flame.

On the other hand, when the amount M of discharged fine particles is larger than the amount G of fine particles that can be removed by oxidation, that is, in the region II of FIG. 5, the amount of active oxygen is insufficient to oxidize all the fine particles.
FIGS. 4A to 4C show how the fine particles are oxidized in such a case. That is, when the amount of active oxygen is insufficient to oxidize all the fine particles, as shown in FIG. 4A, when the fine particles 62 adhere to the oxygen storage / active oxygen releasing agent 61, a part of the fine particles 62 Only the fine particles are oxidized, and the fine particles that have not been sufficiently oxidized remain on the carrier layer. Next, when the state of the shortage of the amount of active oxygen continues, fine particles that have not been oxidized remain one after another on the carrier layer, and as a result, the surface of the carrier layer remains as shown in FIG. It becomes covered with the fine particle portion 63.

The residual fine particle portion 6 covering the surface of the carrier layer
3 gradually changes to a carbon material that is hardly oxidized, and thus the residual fine particle portion 63 tends to remain as it is. Further, when the surface of the carrier layer is covered with the residual fine particle portion 63, the oxidizing action of NO and SO ₂ by the platinum Pt and the releasing action of the active oxygen by the oxygen storage / active oxygen releasing agent 61 are suppressed. As a result, as shown in FIG. 4C, another fine particle 64 is deposited on the remaining fine particle portion 63 one after another. That is, the fine particles are deposited in a layered manner. When the fine particles are deposited in a stack, the fine particles are separated from the platinum Pt and the oxygen storage / active oxygen releasing agent 61, so that even if the fine particles are easily oxidized, they are no longer oxidized by the active oxygen O. Therefore, further fine particles accumulate on the fine particles 64 one after another. That is, when the state in which the amount M of discharged fine particles is larger than the amount G of fine particles that can be removed by oxidation continues, the fine particles are deposited on the particulate filter 22 in a layered manner. Unless the temperature of the filter 22 is increased, the deposited fine particles cannot be ignited and burned.

As described above, in the region I of FIG. 5, the fine particles are oxidized in a short time without emitting a bright flame on the particulate filter 22, and in the region II of FIG. 5, the fine particles are laminated on the particulate filter 22. Deposit in a shape. Therefore, the fine particles are
In order to prevent the particles from being deposited on the upper layer, the amount M of discharged fine particles needs to be always smaller than the amount G of fine particles that can be removed by oxidation.

As can be seen from FIG. 5, the particulate filter 22 used in the embodiment of the present invention can oxidize the fine particles even when the temperature TF of the particulate filter 22 is considerably low. In the compression ignition type internal combustion engine shown, the amount M of discharged particulates and the temperature TF of the particulate filter 22
Can be maintained to be always smaller than the amount G of the oxidizable and removable fine particles. Therefore, in the first embodiment according to the present invention, the amount M of discharged particulate and the temperature TF of the particulate filter 22 are maintained such that the amount M of discharged particulate is always smaller than the amount G of particulate that can be removed by oxidation. If the amount M of discharged fine particles is always smaller than the amount G of fine particles that can be removed by oxidation, the fine particles hardly accumulate on the particulate filter 22, and thus the back pressure hardly increases. Therefore, the engine output does not decrease.

On the other hand, as described above, once the fine particles are deposited in a layer on the particulate filter 22, the fine particles are oxidized by the active oxygen O even if the discharged fine particle amount M becomes smaller than the oxidizable and removable fine particle amount G. It is difficult. However, when the unoxidized fine particle portion is beginning to remain, that is, when the fine particles are deposited only below a certain limit, the exhaust fine particle amount M
Is smaller than the amount G of fine particles that can be oxidized and removed, the remaining fine particles are oxidized and removed by the active oxygen O without emitting a bright flame. Therefore, in the second embodiment, the amount M of discharged fine particles is usually smaller than the amount G of fine particles that can be removed by oxidation,
And the amount M of discharged fine particles is temporarily the amount G of fine particles that can be oxidized and removed.
Even if the amount increases, as shown in FIG. 4B, the surface of the carrier layer is not covered with the residual fine particle portion 63, that is, when the discharged fine particle amount M becomes smaller than the oxidizable and removable fine particle amount G. The amount M of discharged particulates and the temperature TF of the particulate filter 22 are maintained so that only a small amount of particulates that can be removed by oxidation is less than a certain limit on the particulate filter 22.

Immediately after the start of the engine, the temperature TF of the particulate filter 22 is low. Therefore, it is considered that the second embodiment is more suitable for actual driving. On the other hand, even if the amount M of discharged particulates and the temperature TF of the particulate filter 22 are controlled so that the first embodiment or the second embodiment can be executed, the particulates are deposited on the particulate filter 22 in a stacked manner. May be. In such a case, the particulates deposited on the particulate filter 22 can be oxidized without emitting a bright flame by temporarily making the air-fuel ratio of a part or the whole of the exhaust gas rich.

That is, when the air-fuel ratio of the exhaust gas is made rich, that is, when the oxygen concentration in the exhaust gas is reduced, the active oxygen O is released from the oxygen storage / active oxygen releasing agent 61 to the outside at once, and is released at once. The fine particles deposited by the active oxygen O are burned and removed at once without emitting a bright flame. In this case, the air-fuel ratio of the exhaust gas may be made rich when the particulates are deposited on the particulate filter 22 in a layered manner, or the air-fuel ratio of the exhaust gas may be made rich periodically. As a method of making the air-fuel ratio of the exhaust gas rich, for example, when the engine load is relatively low, the EG
R rate (EGR gas amount / (intake air amount + EGR gas amount))
Of the throttle valve 17 and the opening of the EGR control valve 25 so that the average air-fuel ratio in the combustion chamber 5 becomes rich. be able to.

FIG. 6 shows an example of an engine operation control routine. Referring to FIG. 6, first, at step 100, it is determined whether or not the average air-fuel ratio in the combustion chamber 5 should be made rich. When it is not necessary to make the average air-fuel ratio in the combustion chamber 5 rich, the opening of the throttle valve 17 is controlled in step 101 so that the amount M of discharged particulates becomes smaller than the amount G of particulates that can be removed by oxidation. The opening of the control valve 25 is controlled, and step 103
In, the fuel injection amount is controlled.

On the other hand, when it is determined in step 100 that the average air-fuel ratio in the combustion chamber 5 should be made rich, the opening of the throttle valve 17 is controlled in step 104 so that the EGR rate becomes 65% or more. ,
In step 105, the opening degree of the EGR control valve 25 is controlled, and in step 106, the fuel injection amount is controlled so that the average air-fuel ratio in the combustion chamber 5 becomes rich.

Incidentally, fuel and lubricating oil contain calcium Ca, and therefore, calcium Ca is contained in the exhaust gas. This calcium Ca produces calcium sulfate CaSO ₄ when SO ₃ is present. This calcium sulfate CaSO ₄ is solid and does not thermally decompose even at high temperatures. Therefore, when the calcium sulfate CaSO ₄ is generated, the pores of the particulate filter 22 are blocked by the calcium sulfate CaSO ₄ , and as a result, it becomes difficult for the exhaust gas to flow through the particulate filter 22. In this case, when an alkali metal or an alkaline earth metal having a higher ionization tendency than calcium Ca, for example, potassium K is used as the oxygen storage / active oxygen release agent 61, SO ₃ diffused into the oxygen storage / active oxygen release agent 61 becomes potassium. Combined with K to form potassium sulfate K ₂ SO ₄ , calcium Ca flows through the partition wall 54 of the particulate filter 22 and out into the exhaust gas outflow passage 51 without being combined with SO ₃ . Therefore, the particulate filter 2
No clogging of the two pores occurs. Therefore, as described above, as the oxygen storage / active oxygen release agent 61, an alkali metal or an alkaline earth metal having a higher ionization tendency than calcium Ca, that is, potassium K, lithium Li, cesium Cs, rubidium Rb, barium Ba, strontium Sr is used. It will be preferable to use.

FIG. 7 is an enlarged sectional view of the partition wall 54 of the particulate filter 22 shown in FIG. In FIG. 7, reference numeral 66 denotes an exhaust gas passage extending inside the partition wall 54; 67, a base material of the particulate filter;
Is an oxygen storage / active oxygen release agent carried on the surface of the partition wall 54 of the particulate filter. As described above, the oxygen storage / active oxygen release agent 261 has a function of oxidizing fine particles temporarily collected on the surface of the partition wall 54 of the particulate filter. 161 is an oxygen storage / active oxygen release agent carried inside the partition wall 54 of the particulate filter. The oxygen storage / active oxygen release agent 161 is also used as the oxygen storage / active oxygen release agent 261.
Has the same oxidizing function as described above, and can oxidize the fine particles temporarily trapped inside the partition wall 54 of the particulate filter.

FIG. 8 is an enlarged view of the particulate filter 22 shown in FIG. Specifically, FIG. 8A is an enlarged plan view of the particulate filter, and FIG. 8B is an enlarged side view of the particulate filter. FIG. 9 is a diagram showing the relationship between the switching position of the exhaust switching valve and the flow of exhaust gas. Specifically, FIG. 9A shows the exhaust switching valve 7.
FIG. 9B is a diagram when the exhaust switching valve 73 is at the reverse flow position, and FIG. 9C is a diagram when the exhaust switching valve 73 is at the bypass position.
When the exhaust gas switching valve 73 is at the forward flow position, FIG.
As shown in the figure, the exhaust gas that has flowed into the casing 23 through the exhaust switching valve 73 first passes through the first passage 71, then passes through the particulate filter 22,
Finally, the gas passes through the second passage 72, and is again returned to the exhaust switching valve 73.
Is returned to the exhaust pipe. When the exhaust switching valve 73 is at the reverse flow position, as shown in FIG. 9B, the exhaust gas that has passed through the exhaust switching valve 73 and flowed into the casing 23 first passes through the second passage 72, and then passes through the It passes through the curated filter 22 in the direction opposite to that shown in FIG. 9A, finally passes through the first passage 71, passes through the exhaust switching valve 73 again, and returns to the exhaust pipe. When the exhaust switching valve 73 is in the bypass position, the pressure in the first passage 71 and the pressure in the second passage 72 become equal, as shown in FIG. 9C, so that the exhaust switching valve 73 is reached. The exhaust gas passes through the exhaust switching valve 73 without flowing into the casing 23.

FIG. 10 is a view showing a state in which the fine particles inside the partition wall 54 of the particulate filter move as the position of the exhaust switching valve 73 is switched.
More specifically, FIG. 10A is an enlarged cross-sectional view of the partition wall 54 of the particulate filter 22 when the exhaust switching valve 73 is at the forward flow position (see FIG. 9A), and FIG. 73 is a forward flow position to a backward flow position (FIG. 9B)
FIG. 5 is an enlarged cross-sectional view of a partition wall 54 of the particulate filter 22 when the state is switched to (see). As shown in FIG. 10A, when the exhaust switching valve 73 is disposed at the forward flow position, and when the exhaust gas flows from the upper side to the lower side, the fine particles 162 present in the exhaust gas passage 66 inside the partition wall are exhausted. The gas is pressed against the oxygen storage / active oxygen release agent 161 inside the partition wall by the flow of the gas, and is deposited thereon. Therefore, the fine particles 162 that are not in direct contact with the oxygen storage / active oxygen release agent 161 have not been sufficiently oxidized. Next, as shown in FIG. 10B, when the exhaust gas switching valve 73 is switched from the forward flow position to the reverse flow position and the exhaust gas flows from the lower side to the upper side, the fine particles 162 existing in the exhaust gas passage 66 inside the partition wall become It is moved by the flow of exhaust gas. As a result, the fine particles 162 that have not been sufficiently oxidized are brought into direct contact with the oxygen storage / active oxygen releasing agent 161 to be sufficiently oxidized. Further, when the exhaust gas switching valve 73 was disposed at the forward flow position (see FIG. 10A), a part of the fine particles deposited on the oxygen storage / active oxygen release agent 261 on the partition wall surface of the particulate filter were removed. When the exhaust switching valve 73 is switched from the forward flow position to the reverse flow position, the exhaust gas is released from the oxygen storage / active oxygen release agent 261 on the partition wall surface of the particulate filter (FIG. 10).
(B)). The amount of desorbed fine particles increases as the temperature of the particulate filter 22 increases, and increases as the amount of exhaust gas increases. The higher the temperature of the particulate filter 22, the larger the amount of desorbed fine particles is.
This is because as the temperature of the particulate filter 22 increases, the bonding force of the SOF as the binder on which the fine particles are deposited becomes weaker.

In the present embodiment, the exhaust gas switching valve 73 is switched from the forward flow position shown in FIG. 9A to the reverse flow position shown in FIG. 9B, and from the reverse flow position shown in FIG. The switching to the forward flow position shown in (A) is performed by dispersing the fine particles collected by the partition wall 54 of the particulate filter 22 on the upper surface and the lower surface (see FIG. 7) of the particulate filter 22. Will be By switching the exhaust switching valve 73 in this manner, the possibility that the fine particles trapped in the partition walls 54 of the particulate filter 22 accumulate without being oxidized and removed is reduced. Preferably, the fine particles trapped by the partition walls 54 of the particulate filter 22 are substantially equally dispersed on the upper and lower surfaces of the partition walls 54 of the particulate filter 22.

FIG. 11 is a graph showing the relationship between the vehicle speed (engine speed), the amount of inflowing particulates (integrated value) flowing into the particulate filter, and time during steady operation of the internal combustion engine. More specifically, FIG. 11A is a diagram showing the relationship between the time when the vehicle speed (engine speed) is relatively high and the amount of inflowing particulates, and FIG. 11B is a diagram showing the relationship between the vehicle speed (engine speed). FIG. 4 is a diagram illustrating a relationship between time when the temperature is relatively low and the amount of inflowing fine particles. As shown in FIG. 11, the higher the vehicle speed (engine speed), the faster the amount of inflowing particulates increases. That is, the amount of the inflowing fine particles increases more rapidly in the case of FIG. 11A than in the case of FIG. 11B. FIG. 12 is a graph showing the relationship between the vehicle speed (engine speed), the amount of inflowing particulates (integrated value) flowing into the particulate filter, and time during transient (deceleration) operation of the internal combustion engine. As shown in FIG. 12, during the deceleration operation period of the internal combustion engine (from time t1 to time t2), the amount of integrated particles (integrated value) does not increase because the fuel cut is performed.

FIG. 13 is a diagram showing the relationship between the amount of fine particles removed by oxidation and time. Here, the amount of oxidation-removed fine particles refers to an integrated value of the amount of fine particles that are oxidized and removed in the particulate filter 22 among the particles flowing into the particulate filter 22. That is, the curve G shown in FIG.
The value obtained by integrating (TF) with time. As shown in FIG. 13, the temperature TF of the particulate filter 22 rises as time elapses for a while after the oxidization and removal of the fine particles is started. The amount G (TF) also increases with time (see FIG. 5). As a result, the amount of fine particles that can be removed by oxidation (the integral value of G (TF)) increases in a higher-order curve. After a while, particulate filter 2
2 when the temperature TF becomes constant, the amount
Since (TF) becomes a constant value, the amount of fine particles that can be removed by oxidation (integrated value of G (TF)) increases in a linear curve. FIG.
Although only one curve is shown in FIG. 3, this curve differs depending on the amount of inflowing particulates (FIGS. 11 and 12) and the operating conditions of the internal combustion engine.

FIG. 14 is a diagram showing the relationship between the amount of inflowing particulates (integrated value), the amount of oxidized and removed particulates (integrated value) and the amount of accumulated particulates (integrated value) and the time during steady operation of the internal combustion engine. More specifically, FIG. 14A shows the amount of inflow particulates (integrated value), the amount of oxidation-removed particulates (integrated value), the amount of accumulated particulates (integrated value), and the time when the exhaust gas flow is not reversed by the exhaust switching valve 73. FIG. 1 is a diagram showing the relationship of FIG.
4 (B) shows the amount of inflow particulates (integrated value), the amount of oxidation-removed particulates (integrated value), the amount of accumulated particulates (integrated value), the amount of accumulated particulates (integrated value), and the time when the exhaust gas flow is reversed by the exhaust switching valve 73 in this embodiment. FIG. As shown in FIG. 14, a value obtained by subtracting the amount of the oxidation-removed fine particles (the integrated value) from the amount of the inflowing fine particles (the integrated value) becomes the amount of the fine particles deposited on the particulate filter 22 (the integrated value). The amount of the fine particles desorbed from is also included in the amount of the deposited fine particles.)

As shown in FIG. 14B, in the present embodiment, the ratio of the amount of oxidized and removed fine particles to the amount of inflow fine particles (=
The target purification rate (=
When (PMA1−PMA2) / PMA1) is exceeded (time t3), the exhaust gas flow is reversed by the exhaust switching valve 73. That is, the exhaust switching valve 73 is switched from the forward flow position (FIG. 9A) to the reverse flow position (FIG. 9B), or from the reverse flow position (FIG. 9B) to the forward flow position (FIG. 9 (B)). A)). On the other hand, FIG.
As shown in (A), when the exhaust gas flow is not reversed at time t3 and the exhaust gas continues to flow from one side, the amount of accumulated particulates (integrated value) becomes too large, and the pressure loss of the particulate filter 22 increases. Would. As a result, the back pressure rises more than necessary. Although not shown, if the reversal of the exhaust gas flow is performed before the time t3, if the reversal of the exhaust gas flow is performed at the time t3, it must have been oxidized and removed by the time t3. The deposited fine particles are separated from the particulate filter 22 by the impact of the reversal of the flow of the exhaust gas, and are discharged as it is. That is, the two problems described above can be overcome by performing the reversal of the exhaust gas flow at the timing of the present embodiment.

FIG. 15 is a diagram showing the relationship between the amount of inflowing particulates (integrated value), the amount of oxidized and removed particulates (integrated value) and the amount of accumulated particulates (integrated value) and the time during transient operation of the internal combustion engine. More specifically, FIG. 15A shows the amount of inflow particulates (integrated value), the amount of oxidized and removed particulates (integrated value), the amount of accumulated particulates (integrated value), and the time when the exhaust gas flow is not reversed by the exhaust gas switching valve 73. FIG. 1 is a diagram showing the relationship of FIG.
5 (B) shows the amount of inflow particulates (integrated value), the amount of oxidation-removed particulates (integrated value), the amount of accumulated particulates (integrated value), and the amount of time when the exhaust gas flow is reversed by the exhaust gas switching valve 73 in this embodiment. FIG.

As shown in FIG. 15B, in the present embodiment, the ratio of the amount of oxidized and removed fine particles to the amount of inflowing fine particles (=
The target purification rate (=
(PMA3-PMA4) / PMA3 = (PMA1-PM
When A2) / PMA1) is exceeded (time t4), the exhaust gas flow is reversed by the exhaust switching valve 73. That is, the exhaust switching valve 73 is switched from the forward flow position (FIG. 9A) to the reverse flow position (FIG. 9B), or from the reverse flow position (FIG. 9B) to the forward flow position (FIG. 9B).
(A)). On the other hand, if the exhaust gas flow is not reversed at time t4 and the exhaust gas continues to flow from one side as shown in FIG. 15A, the amount of accumulated particulates (integrated value) becomes too large, and the particulate filter 22 Pressure loss increases. As a result, the back pressure rises more than necessary. Although not shown, if the reversal of the exhaust gas flow is performed between the time t1 and the time t2 before the time t4 with the deceleration of the internal combustion engine (from the time t1 to the time t2), the reversal of the exhaust gas flow is performed. Is carried out at the time t4, the deposited fine particles that should have been oxidized and removed by the time t4 are separated from the particulate filter 22 by the impact of the reversal of the exhaust gas flow, and are discharged as it is. That is, the two problems described above can be overcome by performing the reversal of the exhaust gas flow at the timing of the present embodiment.

FIG. 16 is a flowchart showing a method for controlling the switching of the exhaust gas switching valve according to this embodiment. As shown in FIG. 16, when this routine is started, first, in step 200, the amount of inflowing particulates (see FIGS. 11 and 12) is calculated. More specifically, a plurality of maps of the amount of inflowing particulates according to the operating conditions of the internal combustion engine as shown in FIGS. Is selected from among a plurality of maps in the ROM 32, and the current inflow particulate amount (integrated value) is calculated. Next, in step 201, the amount of the oxidized and removed fine particles (see FIGS. 13, 14, and 15) is calculated. More specifically, the temperature of the particulate filter 22 detected by the temperature sensor 39, the relationship between the amount G (TF) of particulates removable by oxidation stored in the ROM 32 and the temperature of the particulate filter 22 (FIG. 5), The current amount of oxidation-removed particulates (integrated value) is calculated based on the operation history of the engine and the history of the amount of integrated particulates (integrated value).

Next, at step 202, the particle purification rate (= current amount of oxidized and removed particles (integrated value) / current amount of inflowing particles (integrated value)) is calculated. Then step 20
In step 3, the particulate purification rate calculated in step 202 is equal to the target purification rate (= (PMA1−PMA2) / PMA).
1) It is determined whether or not (see FIG. 14) has been exceeded. YE
In the case of S, the process proceeds to step 204, and the exhaust gas flow is reversed. That is, the exhaust switching valve 73 is switched from the forward flow position (FIG. 9A) to the reverse flow position (FIG. 9B), or from the reverse flow position (FIG. 9B) to the forward flow position (FIG. 9 (B)). A)). On the other hand, when the determination is NO, the position of the exhaust switching valve 73 is maintained as it is.

FIG. 17 is a flowchart showing an exhaust gas flow reversal prohibition control method according to this embodiment. This exhaust gas flow reversal prohibition control is interrupted and executed during execution of the switching control of the exhaust switching valve shown in FIG. When this routine is started, first, at step 300, it is determined whether or not the internal combustion engine is being accelerated. If YES, the reverse rotation of the exhaust gas flow is prohibited in step 301. That is, execution of step 204 in FIG. 16 is prohibited. On the other hand, when the determination is NO, the reverse rotation of the exhaust gas flow is not prohibited. That is, step 204 in FIG.
Is executed, step 204 is executed.

FIG. 18 is a flowchart showing a bypass mode inhibition control method according to the present embodiment. This bypass mode prohibition control is also executed by interruption during execution of the switching control of the exhaust switching valve shown in FIG. When this routine is started, first, at step 400, it is determined whether or not the temperature raising control for raising the exhaust gas temperature of the internal combustion engine is being executed. If YES, step 401
And switching to the bypass mode is prohibited. That is, switching from the forward flow position (FIG. 9 (A)) to the bypass position (FIG. 9 (C)) and switching from the reverse flow position (FIG. 9 (B)) to the bypass position (FIG. 9 (C)). Both are prohibited. On the other hand, when NO, switching to the bypass mode is not prohibited.

FIG. 19 shows changes in output torque and smoke when the air-fuel ratio A / F (horizontal axis in FIG. 19) is changed by changing the opening of the throttle valve 17 and the EGR rate during low engine load operation. , HC, CO, and NOx are shown. As can be seen from FIG. 19, in this experimental example, as the air-fuel ratio A / F becomes smaller, E becomes smaller.
When the GR rate increases and is equal to or lower than the stoichiometric air-fuel ratio (≒ 14.6), the EGR rate is equal to or higher than 65%.
As shown in FIG. 19, when the air-fuel ratio A / F is decreased by increasing the EGR rate, the amount of smoke generated when the EGR rate becomes about 40% and the air-fuel ratio A / F becomes about 30 is reduced. Start growing. Then, further EG
When the R ratio is increased and the air-fuel ratio A / F is decreased, the amount of smoke generated sharply increases and reaches a peak. Then further EG
When the R ratio is increased and the air-fuel ratio A / F is reduced, the smoke is sharply reduced, the EGR ratio is set to 65% or more, and the smoke becomes almost zero when the air-fuel ratio A / F is around 15.0. That is, almost no soot is generated. At this time, the output torque of the engine is slightly reduced, and the amount of generated NOx is considerably reduced. On the other hand, at this time, the generation amounts of HC and CO begin to increase.

FIG. 20 (A) shows a change in the combustion pressure in the combustion chamber 5 when the air-fuel ratio A / F is around 21 and the amount of generated smoke is the largest, and FIG. 20 (B) shows the air-fuel ratio A / F. F is 18
The graph shows changes in the combustion pressure in the combustion chamber 5 when the amount of generated smoke is almost zero in the vicinity. FIG. 20 (A) and FIG.
As can be seen from a comparison with FIG. 20B, the combustion pressure is lower in the case of FIG. 20B where the amount of smoke generation is almost zero than in the case of FIG. 20A where the amount of smoke generation is large. You can see that.

The following can be said from the experimental results shown in FIGS. That is, first, when the air-fuel ratio A / F is 15.0 or less and the amount of generated smoke is almost zero, the amount of generated NOx is considerably reduced as shown in FIG. A decrease in the amount of generated NOx means that the combustion temperature in the combustion chamber 5 has decreased. Therefore, it can be said that the combustion temperature in the combustion chamber 5 is low when little soot is generated. . The same can be said from FIG. That is, FIG. 20B in which almost no soot is generated
In the state shown in (1), the combustion pressure is low, so that the combustion temperature in the combustion chamber 5 is low at this time.

Second, when the amount of generated smoke, that is, the amount of generated soot becomes almost zero, HC and C are reduced as shown in FIG.
O emission increases. This means that hydrocarbons are emitted without growing to soot. That is, linear hydrocarbons and aromatic hydrocarbons contained in the fuel as shown in FIG. 21 are thermally decomposed to form a soot precursor when the temperature is increased in a state of oxygen shortage, and then mainly, Soot consisting of a solid aggregate of carbon atoms is produced. in this case,
The actual process of producing soot is complicated, and it is not clear what form the soot precursor takes, but in any case, FIG.
Hydrocarbons as shown in Figure 1 will grow to soot via soot precursors. Therefore, when the amount of generated soot becomes almost zero as described above, HC and C are reduced as shown in FIG.
At this time, HC is a soot precursor or a hydrocarbon in a state before the O.

These considerations based on the experimental results shown in FIGS. 19 and 20 are summarized as follows. When the combustion temperature in the combustion chamber 5 is low, the amount of soot generation becomes almost zero. Is discharged from the combustion chamber 5. As a result of further detailed experimental study on this, when the temperature of the fuel and the surrounding gas in the combustion chamber 5 is lower than a certain temperature, the growth process of the soot is stopped halfway. Does not occur at all,
It has been found that when the temperature of the fuel in the combustion chamber 5 and its surroundings becomes higher than a certain temperature, soot is generated.

The temperature of the fuel and its surroundings when the process of producing hydrocarbons is stopped in the state of the soot precursor, that is, the above-mentioned certain temperature, depends on various factors such as the type of fuel and the air-fuel ratio compression ratio. Although it cannot be said how many times the temperature changes, this certain temperature has a deep relationship with the amount of generated NOx. Therefore, this certain temperature can be defined to some extent from the amount of generated NOx. it can. That is, as the EGR rate increases, the temperature of the fuel during combustion and the gas temperature around it decrease, and the amount of generated NOx decreases. At this time, when the generation amount of NOx becomes about 10 p.pm or less, soot is hardly generated. Therefore, the above certain temperature is NO
The temperature almost coincides with the temperature when the amount of generated x is about 10 p.pm or less.

Once soot has been produced, it cannot be purified by post-treatment using a catalyst having an oxidizing function. On the other hand, the soot precursor or the hydrocarbon in a state before the soot can be easily purified by a post-treatment using a catalyst having an oxidation function. Considering the post-treatment with a catalyst having an oxidation function as described above, it is extremely difficult to discharge hydrocarbons from the combustion chamber 5 in the state of a precursor of soot or in the state before the soot or in the form of soot from the combustion chamber 5. There is a big difference. The new combustion system employed in the present invention discharges hydrocarbons from the combustion chamber 5 in the form of a soot precursor or previous state without producing soot in the combustion chamber 5 and removes the hydrocarbons. The core is to oxidize with a catalyst having an oxidation function.

Now, in order to stop the growth of hydrocarbons before the soot is generated, the temperature of the fuel and the surrounding gas during combustion in the combustion chamber 5 is set to a temperature lower than the temperature at which the soot is generated. It needs to be suppressed. In this case, it has been found that the endothermic effect of the gas around the fuel when the fuel burns has an extremely large effect on suppressing the temperature of the fuel and the gas around the fuel. That is, if there is only air around the fuel, the evaporated fuel immediately reacts with oxygen in the air and burns. In this case, the temperature of the air separated from the fuel does not rise so much, and only the temperature around the fuel becomes extremely high locally. That is, at this time, the air separated from the fuel hardly absorbs the heat of combustion heat of the fuel. In this case, since the combustion temperature becomes extremely high locally, the unburned hydrocarbons that have received the heat of combustion will generate soot.

On the other hand, when fuel is present in a mixed gas of a large amount of inert gas and a small amount of air, the situation is slightly different.
In this case, the fuel vapor diffuses to the surroundings, reacts with oxygen mixed in the inert gas, and burns. In this case, the combustion temperature is not increased so much because the combustion heat is absorbed by the surrounding inert gas. That is, the combustion temperature can be kept low. That is, the presence of the inert gas plays an important role in suppressing the combustion temperature, and the combustion temperature can be kept low by the endothermic effect of the inert gas.

In this case, in order to suppress the temperature of the fuel and the gas around it to a temperature lower than the temperature at which soot is generated, an amount of the inert gas that can absorb a sufficient amount of heat to do so is required. . Therefore, if the fuel amount increases, the required amount of inert gas increases accordingly. In this case, as the specific heat of the inert gas increases, the endothermic effect becomes stronger. Therefore, the inert gas preferably has a higher specific heat. In this regard, it can be said that it is preferable to use EGR gas as the inert gas since CO ₂ and EGR gas have relatively large specific heats.

FIG. 22 shows the relationship between the EGR rate and the smoke when the EGR gas is used as the inert gas and the degree of cooling of the EGR gas is changed. That is, in FIG. 22, curve A shows the case where the EGR gas is cooled strongly and the EGR gas temperature is maintained at approximately 90 ° C., and curve B shows the case where the EGR gas is cooled by a small cooling device. , Curve C shows a case where the EGR gas is not forcibly cooled. As shown by the curve A in FIG. 22, when the EGR gas is cooled strongly, the amount of soot generation reaches a peak at a point where the EGR rate is slightly lower than 50%. Then, almost no soot is generated. On the other hand, when the EGR gas is slightly cooled as shown by the curve B in FIG. 22, the amount of soot generation peaks at a point where the EGR rate is slightly higher than 50%. If so, almost no soot is generated. When the EGR gas is not forcibly cooled as shown by the curve C in FIG. 22, the amount of soot generation reaches a peak near the EGR rate of 55%, and in this case, the EGR rate becomes approximately 70%. Above a percentage, little soot is generated. FIG. 22 shows the amount of smoke generated when the engine load is relatively high. When the engine load decreases, the EGR rate at which the amount of soot peaks slightly decreases, and the EGR rate at which almost no soot is generated Also lowers slightly. As described above, the lower limit of the EGR rate at which almost no soot is generated varies depending on the degree of cooling of the EGR gas and the engine load.

FIG. 23 shows a mixture of EGR gas and air necessary to make the temperature of fuel during combustion and the surrounding gas lower than the temperature at which soot is generated when EGR gas is used as the inert gas. A gas amount, a ratio of air in this mixed gas amount, and a ratio of EGR gas in this mixed gas are shown. In FIG. 23, the vertical axis indicates the total intake gas amount drawn into the combustion chamber 5, and the dashed line Y indicates the total intake gas amount that can be drawn into the combustion chamber 5 when supercharging is not performed. ing. The horizontal axis indicates the required load. Referring to FIG. 23, the proportion of air, that is, the amount of air in the mixed gas, indicates the amount of air necessary to completely burn the injected fuel. That is, in the case shown in FIG. 23, the ratio between the air amount and the injected fuel amount is the stoichiometric air-fuel ratio. On the other hand, in FIG. 23, the ratio of the EGR gas, that is, the amount of the EGR gas in the mixed gas, is set so that when the injected fuel is burned, the temperature of the fuel and the surrounding gas is made lower than the temperature at which soot is formed. The required minimum EGR gas amount is shown. The EGR gas amount is approximately 55% or more in terms of the EGR rate, and is 70% or more in the embodiment shown in FIG. That is, the total intake gas amount sucked into the combustion chamber 5 is indicated by a solid line X in FIG. 23, and the ratio between the air amount and the EGR gas amount in the total intake gas amount X is as shown in FIG. The temperature of the fuel and the gas around it will be lower than the temperature at which soot is produced, so that no soot is generated. In this case, the amount of generated NOx is about 10 p.pm or less, and therefore, the amount of generated NOx is extremely small.

When the fuel injection amount increases, the amount of heat generated when the fuel burns increases. Therefore, in order to maintain the temperature of the fuel and the surrounding gas at a temperature lower than the temperature at which the soot is generated, the heat generated by the EGR gas is required. Must be increased. Therefore, as shown in FIG. 23, the EGR gas amount must be increased as the injected fuel amount increases. That is, the EGR gas amount needs to increase as the required load increases. By the way, when the supercharging is not performed, the upper limit of the total intake gas amount X sucked into the combustion chamber 5 is Y. Therefore, in the region where the required load is larger than Lo in FIG. Unless the EGR gas ratio is reduced, the air-fuel ratio cannot be maintained at the stoichiometric air-fuel ratio. In other words, when the supercharging is not performed, and when the required air-fuel ratio is maintained at the stoichiometric air-fuel ratio in a region where the required load is larger than Lo, the EGR rate decreases as the required load increases. In a region where the required load is larger than Lo, the temperature of the fuel and the surrounding gas cannot be maintained at a temperature lower than the temperature at which soot is generated.

However, although not shown, when the EGR gas is recirculated through the EGR passage to the inlet side of the supercharger, that is, into the air suction pipe of the exhaust turbocharger, the EGR rate becomes 55% or more in a region where the required load is larger than Lo. ,
For example, it can be maintained at 70 percent, and thus the temperature of the fuel and its surrounding gas can be kept below the temperature at which soot is produced. That is, if the EGR gas is recirculated so that the EGR rate in the air suction pipe becomes, for example, 70%, the EGR rate of the suction gas boosted by the compressor of the exhaust turbocharger also becomes 70%, and thus the pressure is increased by the compressor. To the extent possible, the temperature of the fuel and its surrounding gas can be kept below the temperature at which soot is produced. Therefore, the operating range of the engine that can generate low-temperature combustion can be expanded. When the EGR rate is set to 55% or more in a region where the required load is larger than Lo, the EGR control valve is fully opened and the throttle valve is slightly closed.

As described above, FIG. 23 shows the case where the fuel is burned under the stoichiometric air-fuel ratio.
Even if the air amount is smaller than the air amount shown in FIG.
ppm, and even if the air amount is larger than the air amount shown in FIG. 23, that is, even if the average value of the air-fuel ratio is 17 to 18 lean, soot generation is prevented. Meanwhile, the amount of generated NOx can be reduced to about 10 p.pm or less. That is, when the air-fuel ratio is made rich, the fuel becomes excessive, but since the combustion temperature is suppressed to a low temperature, the excess fuel does not grow to soot, and thus no soot is generated. At this time, only a very small amount of NOx is generated. On the other hand, when the average air-fuel ratio is lean, or even when the air-fuel ratio is the stoichiometric air-fuel ratio, a small amount of soot is generated if the combustion temperature increases, but in the present invention, the soot is suppressed to a low temperature, so that the soot is reduced. Not generated at all.
Further, only a very small amount of NOx is generated. As described above, when low-temperature combustion is performed, soot is not generated regardless of the air-fuel ratio, that is, regardless of whether the air-fuel ratio is rich, the stoichiometric air-fuel ratio, or the average air-fuel ratio is lean, The generation amount of NOx becomes extremely small. Therefore, considering the improvement of the fuel consumption rate, it can be said that it is preferable to make the average air-fuel ratio lean at this time.

By the way, the temperature of the fuel during combustion in the combustion chamber and its surrounding gas can be suppressed to a temperature lower than the temperature at which the growth of hydrocarbons stops halfway, only when the engine is operating at a low load and the calorific value due to combustion is relatively small. It is. Therefore, in the embodiment according to the present invention, during the low load operation in the engine, the first combustion, that is, the low-temperature combustion is performed by suppressing the temperature of the fuel during combustion and the gas around it to a temperature below the temperature at which the growth of hydrocarbons stops halfway. In addition, the second combustion, that is, the combustion that is usually performed conventionally, is performed during the high load operation of the engine. Here, the first combustion, that is, the low-temperature combustion, has a larger amount of the inert gas in the combustion chamber than the amount of the inert gas at which the soot generation amount is at a peak, as is clear from the description so far. The second combustion, that is, the combustion that has been performed normally in the past, is a combustion in which the amount of inert gas in the combustion chamber is smaller than the amount of inert gas at which the amount of soot is peaked. Say that.

FIG. 24 shows a first operation region I 'in which the first combustion, that is, low-temperature combustion is performed, and a second operation region II', in which the combustion by the conventional combustion method is performed. Is shown. In FIG. 24, the vertical axis L indicates the amount of depression of the accelerator pedal 40, that is, the required load, and the horizontal axis N
Indicates the engine speed. In FIG. 24, X
(N) indicates a first boundary between the first operating region I ′ and the second operating region II ′, and Y (N) indicates the first operating region I ′ and the second operating region II ′. Are shown as the second boundary. The determination of the change of the operation region from the first operation region I 'to the second operation region II' is made based on the first boundary X (N), and the change from the second operation region II 'to the first operation region. The determination of the change of the operation region to I 'is made based on the second boundary Y (N). That is, if the required load L exceeds a first boundary X (N), which is a function of the engine speed N, when the operating state of the engine is in the first operating region I ′ and low-temperature combustion is being performed. It is determined that the region has shifted to the second operation region II ', and combustion is performed by a conventional combustion method. Next, when the required load L becomes lower than a second boundary Y (N) which is a function of the engine speed N, it is determined that the operation region has shifted to the first operation region I ′, and low-temperature combustion is performed again.

The two boundaries of the first boundary X (N) and the second boundary Y (N) on the lower load side than the first boundary X (N) are provided as follows. For three reasons. The first reason is that the combustion temperature is relatively high on the high load side of the second operation region II ′, and even if the required load L becomes lower than the first boundary X (N), low-temperature combustion can be performed immediately. Because there is no. That is, the low-temperature combustion does not immediately start unless the required load L becomes considerably low, that is, when the required load L becomes lower than the second boundary Y (N). The second reason is to provide a hysteresis for a change in the operation range between the first operation range I 'and the second operation range II'.

By the way, when the operation region of the engine is in the first operation region I 'and low-temperature combustion is being performed, almost no soot is generated, and instead, the unburned hydrocarbon is replaced with the precursor of soot or the state before it. From the combustion chamber 5 in the form of At this time, the unburned hydrocarbon discharged from the combustion chamber 5 is favorably oxidized by a catalyst (not shown) having an oxidizing function. The catalyst may be an oxidation catalyst, a three-way catalyst, or NOx.
An absorbent can be used. NOx absorbent is in combustion chamber 5
When the average air-fuel ratio in the combustion chamber 5 is lean, NOx is absorbed.
It has the function of releasing Ox. The NOx absorbent uses, for example, alumina as a carrier, and on the carrier, for example, alkali metals such as potassium K, sodium Na, lithium Li, cesium Cs, alkaline earths such as barium Ba, calcium Ca, lanthanum La, yttrium Y And at least one noble metal such as platinum Pt. Not only oxidation catalyst,
The three-way catalyst and the NOx absorbent also have an oxidation function,
Therefore, as described above, the three-way catalyst and the NOx absorbent can be used as the above-described catalyst.

FIG. 25 shows the output of an air-fuel ratio sensor (not shown). As shown in FIG. 25, the output current I of the air-fuel ratio sensor changes according to the air-fuel ratio A / F. Therefore, the air-fuel ratio can be known from the output current I of the air-fuel ratio sensor.

Next, the operation control in the first operation region I 'and the second operation region II' will be schematically described with reference to FIG. FIG. 26 shows the opening of the throttle valve 17, the opening of the EGR control valve 25, and the EGR with respect to the required load L.
The ratio, the air-fuel ratio, the injection timing, and the injection amount are shown. FIG.
As shown in FIG. 6, in the first operating region I 'where the required load L is low, the opening of the throttle valve 17 is gradually increased from almost fully closed to about 2/3 as the required load L increases. The opening degree of the EGR control valve 25 is gradually increased from near full close to full open as the required load L increases. In the example shown in FIG. 26, the EGR rate is set to approximately 70% in the first operation region I ′,
The air-fuel ratio is a slightly lean air-fuel ratio.

In other words, in the first operation region I ', EG
The throttle valve 17 is adjusted so that the R ratio becomes approximately 70% and the air-fuel ratio becomes a slightly lean air-fuel ratio.
And the opening of the EGR control valve 25 are controlled. In the first operation region I ′, fuel injection is performed before the compression top dead center TDC. In this case, the injection start timing θS is delayed as the required load L is increased, and the injection completion timing θE is delayed as the injection start timing θS is delayed. In addition,
At the time of idling, the throttle valve 17 is closed until the valve is almost fully closed. At this time, the EGR control valve 25 is also closed almost completely. When the throttle valve 17 is closed close to the fully closed state, the pressure in the combustion chamber 5 at the start of compression decreases, so that the compression pressure decreases. When the compression pressure decreases, the piston 4
As a result, the vibration of the engine body 1 is reduced. That is, at the time of idling operation, the throttle valve 17 is closed to almost fully closed in order to suppress the vibration of the engine body 1.

On the other hand, when the operating region of the engine changes from the first operating region I 'to the second operating region II', the throttle valve 2
The opening degree of 0 is increased stepwise from about 2/3 opening degree toward the full opening direction. At this time, in the example shown in FIG.
The rate is reduced in steps from approximately 70 percent to less than 40 percent, and the air-fuel ratio is increased in steps. That is, since the EGR rate jumps over the EGR rate range (FIG. 22) in which a large amount of smoke is generated, a large amount of smoke is generated when the operation region of the engine changes from the first operation region I ′ to the second operation region II ′. I can't. In the second operation region II ', the conventional combustion is performed. In the second operation region II ', the throttle valve 17 is maintained in a fully open state except for a part, and the opening of the EGR control valve 25 is gradually reduced as the required load L increases. In this operating region II ′, the EGR rate decreases as the required load L increases, and the air-fuel ratio decreases as the required load L increases. However, the air-fuel ratio is a lean air-fuel ratio even when the required load L increases. In the second operation region II ′, the injection start timing θS is set near the compression top dead center TDC.

FIG. 27A shows the target air-fuel ratio A / F in the first operation region I '. In FIG. 27A, A / F = 15.5, A / F = 16, A / F = 17,
Each curve represented by A / F = 18 has a target air-fuel ratio of 1
5.5, 16, 17, and 18, and the air-fuel ratio between the curves is determined by proportional distribution. FIG.
As shown in (A), the air-fuel ratio is lean in the first operating region I ', and in the first operating region I', the target air-fuel ratio A / F becomes leaner as the required load L decreases. You. That is, the lower the required load L, the smaller the amount of heat generated by combustion. Therefore, as the required load L decreases, the EGR
Even if the rate is reduced, low-temperature combustion can be performed. EGR
When the air-fuel ratio is reduced, the air-fuel ratio increases.
As shown in (A), as the required load L decreases, the target air-fuel ratio A / F increases. As the target air-fuel ratio A / F increases, the fuel consumption rate increases. Therefore, in order to make the air-fuel ratio as lean as possible, the embodiment according to the present invention increases the target air-fuel ratio A / F as the required load L decreases. .

Note that the target air-fuel ratio A / F shown in FIG. 27A is stored in a ROM 3 in advance in the form of a map as a function of the required load L and the engine speed N as shown in FIG.
2 is stored. Also, the throttle valve 1 required to set the air-fuel ratio to the target air-fuel ratio A / F shown in FIG.
As shown in FIG. 28 (A), the target opening ST of No. 7 is stored in the ROM 32 in advance in the form of a map as a function of the required load L and the engine speed N.
EGR required to achieve target air-fuel ratio A / F shown in (A)
The target opening SE of the control valve 25 is stored in the ROM 32 in advance in the form of a map as a function of the required load L and the engine speed N as shown in FIG.

FIG. 29A shows the target air-fuel ratio A when the second combustion, that is, ordinary combustion by the conventional combustion method is performed.
/ F. Note that A / F in FIG.
= 24, A / F = 35, A / F = 45, and A / F = 60 indicate target air-fuel ratios of 24, 35, 45, and 6, respectively.
0 is shown. The target air-fuel ratio A shown in FIG.
/ F is stored in the ROM 32 in advance in the form of a map as a function of the required load L and the engine speed N as shown in FIG.
Is stored within. Also, the throttle valve 17 required to set the air-fuel ratio to the target air-fuel ratio A / F shown in FIG.
The target opening ST is stored in the ROM 32 in advance in the form of a map as a function of the required load L and the engine speed N as shown in FIG.
The target opening SE of the EGR control valve 25 required to obtain the target air-fuel ratio A / F shown in FIG. It is stored in the ROM 32.

When the second combustion is being performed, the fuel injection amount Q is calculated based on the required load L and the engine speed N. The fuel injection amount Q is stored in the ROM 32 in advance in the form of a map as a function of the required load L and the engine speed N as shown in FIG.

Next, the operation control of this embodiment will be described with reference to FIG. Referring to FIG. 32, first, in step 1100, it is determined whether or not a flag I indicating that the operation state of the engine is in the first operation region I 'is set. When the flag I is set, that is, when the operation state of the engine is in the first operation region I ', the process proceeds to step 1101 to determine whether the required load L has become larger than the first boundary X (N). Is determined. L
When ≤X (N), the routine proceeds to step 1103, where low-temperature combustion is performed. On the other hand, in step 1101, L> X
When it is determined that (N) has been reached, step 1102
And the flag I is reset.
Going to 09, the second combustion is performed.

In step 1100, when it is determined that the flag I indicating that the operation state of the engine is in the first operation area I 'is not set, that is, when the operation state of the engine is in the second operation area II'. If, step 11
Proceeding to 08, it is determined whether or not the required load L has become lower than the second boundary Y (N). When L ≧ Y (N), the process proceeds to step 1110, where the second combustion is performed under a lean air-fuel ratio. On the other hand, at step 1108, L <
If it is determined that Y (N) has been reached, step 110
9 and the flag I is set.
Proceeding to 03, low-temperature combustion is performed.

In step 1103, the target opening ST of the throttle valve 17 is calculated from the map shown in FIG. 28A, and the opening of the throttle valve 17 is set to the target opening ST. Next, at step 1104, the target opening SE of the EGR control valve 25 is calculated from the map shown in FIG.
The opening of the EGR control valve 25 is set as the target opening SE.
Next, at step 1105, the mass flow rate (hereinafter simply referred to as “intake air amount”) Ga of the intake air detected by the mass flow rate detector (not shown) is acquired.
At 106, the target air-fuel ratio A is obtained from the map shown in FIG.
/ F is calculated. Next, at step 1107, a fuel injection amount Q required for setting the air-fuel ratio to the target air-fuel ratio A / F is calculated based on the intake air amount Ga and the target air-fuel ratio A / F.

As described above, when the required load L or the engine speed N changes during low-temperature combustion, the opening of the throttle valve 17 and the opening of the EGR control valve 25 immediately change the required load L and the engine speed. The target opening degrees ST and SE according to N are made to coincide with each other. Therefore, for example, when the required load L is increased, the amount of air in the combustion chamber 5 is immediately increased, and the generated torque of the engine is immediately increased. On the other hand, when the opening of the throttle valve 17 or the opening of the EGR control valve 25 changes to change the intake air amount, the change in the intake air amount Ga is detected by the mass flow rate detector, and the detected intake air amount Ga , The fuel injection amount Q is controlled. That is, the fuel injection amount Q is changed after the intake air amount Ga actually changes.

In step 1110, the target fuel injection amount Q is calculated from the map shown in FIG. 31, and the fuel injection amount is set as the target fuel injection amount Q. Then step 1111
Then, the target opening ST of the throttle valve 17 is calculated from the map shown in FIG. Next, at step 1112, the target opening SE of the EGR control valve 25 is calculated from the map shown in FIG. 30B, and the opening of the EGR control valve 25 is set as the target opening SE. Next, at step 1113, the intake air amount Ga detected by the mass flow detector is taken. Next, at step 1114, the actual air-fuel ratio (A / F) _R is calculated from the fuel injection amount Q and the intake air amount Ga. Next, at step 1115, the target air-fuel ratio A / F is calculated from the map shown in FIG. Next, at step 1116, it is determined whether or not the actual air-fuel ratio (A / F) _R is larger than the target air-fuel ratio A / F. (A / F) _R
If> A / F, the routine proceeds to step 1117, where the throttle opening correction value ΔST is decreased by a constant value α,
Next, the routine proceeds to step 1119. (A /
F) When _R ≦ A / F, the routine proceeds to step 1118, where the correction value ΔST is increased by a constant value α, and then the routine proceeds to step 1119. At step 1119, the final target opening ST is calculated by adding the correction value ΔST to the target opening ST of the throttle valve 17, and the final target opening ST is calculated.
The opening 7 is the final target opening ST. That is,
The opening of the throttle valve 17 is controlled so that the actual air-fuel ratio (A / F) _R becomes the target air-fuel ratio A / F.

When the required load L or the engine speed N changes during the second combustion, the fuel injection amount immediately matches the target fuel injection amount Q corresponding to the required load L and the engine speed N. I'm sullen. For example, the required load L
Is increased, the fuel injection amount is immediately increased, and thus the generated torque of the engine is immediately increased. On the other hand, when the fuel injection amount Q is increased and the air-fuel ratio deviates from the target air-fuel ratio A / F, the air-fuel ratio becomes the target air-fuel ratio A.
The opening of the throttle valve 20 is controlled so as to be / F. That is, the air-fuel ratio is changed after the fuel injection amount Q changes.

In the above-described embodiments, the fuel injection amount Q is controlled by open loop when low-temperature combustion is performed, and the air-fuel ratio is controlled by the opening degree of the throttle valve 20 when the second combustion is performed. It is controlled by changing.
However, the fuel injection amount Q can be feedback-controlled based on the output signal of the air-fuel ratio sensor 27 when the low-temperature combustion is being performed, and the air-fuel ratio can be controlled by the EGR control when the second combustion is being performed. The control can also be performed by changing the opening of the valve 31.

In this embodiment, FIGS. 9A and 10
In the forward flow mode shown in (A), the normal combustion described above, that is, EG as an inert gas at which the generation amount of soot reaches a peak.
The combustion in which the amount of the EGR gas supplied into the combustion chamber 5 is smaller than the amount of the R gas is performed, and FIG. 9B and FIG.
In the backflow mode shown in (B), the low-temperature combustion described above, that is, EG as an inert gas at which the generation amount of soot reaches a peak.
The combustion in which the amount of EGR gas supplied into the combustion chamber 5 is larger than the amount of R gas and little soot is generated is executed.

Further, in the present embodiment, the amount of fine particles discharged from the combustion chamber 5 per unit time is determined by the amount of fine particles that can be oxidized and removed on the particulate filter 22 without generating a bright flame per unit time. In other words, even if the amount of the discharged fine particles is usually located in the region I of FIG. 5 and is temporarily larger than the amount of the oxidizable and removable fine particles and is located in the region II of FIG. When the amount of fine particles is smaller than the amount of fine particles that can be oxidized and removed, only fine particles of a certain amount or less that can be oxidized and removed are deposited on the particulate filter 22,
Operating conditions of the internal combustion engine are controlled so as to maintain the amount of discharged particulates and the temperature of the particulate filter 22.

According to the present embodiment, as shown in FIG. 7, oxygen storage / activity as an oxidizing agent for releasing active oxygen for oxidizing fine particles temporarily trapped in the partition wall 54 of the particulate filter 22 is performed. The oxygen releasing agent 261 is carried on the partition wall 54 of the particulate filter 22, and the flow of exhaust gas passing through the partition wall 54 of the particulate filter 22 is reversed as shown in FIG. The fine particles collected by the filter are dispersed on the upper surface and the lower surface (see FIG. 7) of the partition wall 54 of the particulate filter 22. Therefore, it is possible to prevent most of the fine particles flowing into the particulate filter from being trapped on one surface of the partition wall of the particulate filter, and to reduce the flow of the exhaust gas from the partition wall 54 of the particulate filter 22. Oxidation removal action can be exerted on fine particles on the downstream side. Since the above-described oxidizing / removing action requires the oxygen storage / active oxygen release agent 261 (see FIG. 7) on the surface of the partition wall 54 of the particulate filter 22 as an essential requirement, the oxygen storage / retention inside the partition wall 54 of the particulate filter 22 is performed. This can be achieved even when the active oxygen releasing agent 161 (see FIG. 7) is not present.

Further, according to the present embodiment, as described above, the fine particles trapped by the partition walls 54 of the particulate filter 22 are dispersed on one surface and the other surface of the partition walls 54 of the particulate filter 22. Accordingly, the possibility that the fine particles collected on the partition walls 54 of the particulate filter 22 are deposited without being oxidized and removed is reduced as compared with the case where the fine particles are not dispersed. for that reason,
It is possible to sufficiently transmit the oxidizing and removing effect of oxidizing and removing the fine particles trapped in the partition walls 54 of the particulate filter 22 by active oxygen to all the fine particles.
Can be prevented. In order to sufficiently transmit the oxidizing / removing action to all the fine particles, since the oxygen storage / active oxygen release agent 261 (see FIG. 7) on the surface of the partition 54 of the particulate filter 22 is an essential requirement, the partition of the particulate filter 22 is required. This can be achieved even when the oxygen storage / active oxygen release agent 161 (see FIG. 7) does not exist inside 54.

Further, according to the present embodiment, step 203
Then, based on the amount of the fine particles oxidized and removed in step 204, the next time when the flow of the exhaust gas is reversed is determined. Therefore, when the flow of the exhaust gas is reversed without considering the amount of the oxidized and removed fine particles when the amount of the oxidized and removed fine particles is still small, the particles are temporarily captured by the particulate filter without being oxidized and removed. It is possible to prevent the collected fine particles from desorbing from the particulate filter and being directly discharged. Also, it is possible to prevent the back pressure from unnecessarily increasing as in the case where the flow of the exhaust gas is reversed based on the pressure loss of the particulate filter without considering the amount of the fine particles removed by oxidation. Can be. Specifically, according to the present embodiment, when it is determined in step 203 that the purification rate of the particulates has exceeded the target purification rate, the flow of the exhaust gas is reversed in step 204. Therefore, it is possible to achieve the target purification rate of the fine particles while avoiding that the fine particles are discharged as they are and that the back pressure is unnecessarily increased.

Further, according to the present embodiment, step 300
When it is determined that the internal combustion engine is accelerating operation,
In step 301, reversing the flow of exhaust gas is prohibited. Therefore, along with reversing the flow of the exhaust gas during the acceleration operation of the internal combustion engine in which the amount of the exhaust gas is relatively large, the fine particles before being oxidized and removed are temporarily collected by the particulate filter. It is possible to prevent the remaining fine particles from desorbing from the particulate filter and being directly discharged.

According to the present embodiment, step 400
When it is determined in step 401 that the temperature raising control for raising the temperature of the particulate filter 22 is being performed, the exhaust switching valve 73 is prohibited from being disposed at the bypass position (FIG. 9C) in step 401. You. Therefore, although the exhaust gas temperature control of the internal combustion engine is executed to raise the temperature of the particulate filter 22, the exhaust gas whose temperature has been increased is bypassed by the particulate filter 22, and the particulate filter 22 is 22 can be prevented from being unable to be heated.

Further, according to the present embodiment, FIGS.
As shown in FIG.
Oxygen storage / active oxygen release agent 16 as an oxidation catalyst for oxidizing fine particles 162 temporarily trapped inside
1 is carried inside the partition wall 54 of the particulate filter 22. Therefore, the oxygen storage / active oxygen release agent 1 inside the partition wall 54 of the particulate filter 22
61, the partition wall 54 of the particulate filter 22
Of particulates 162 inside the particulate filter 22
Can be oxidized and removed inside the partition wall 54.
Furthermore, according to the present embodiment, the particulate filter 2
Fine particles 162 temporarily collected inside the second partition wall 54
An exhaust switching valve 73 is provided as exhaust gas backflow means for moving the exhaust gas. Therefore, the oxidizing and removing action of oxidizing and removing the fine particles 162 inside the partition 54 of the particulate filter 22 by the oxygen storage / active oxygen releasing agent 161 inside the partition 54 of the particulate filter 22 is performed. The movement can be promoted by moving the fine particles 162 temporarily collected therein (see FIG. 10).

Further, according to the present embodiment, even if the amount of the discharged fine particles is usually smaller than the amount of the fine particles that can be removed by oxidation, and the amount of the discharged fine particles temporarily exceeds the amount of the fine particles that can be removed by oxidation, the amount of the discharged fine particles is thereafter reduced. By maintaining the amount of discharged particulates and the temperature of the particulate filter 22 such that only particulates of a certain limit or less that can be oxidized and removed when the amount becomes smaller than the amount of particulates that can be removed by oxidation are deposited on the particulate filter 22, Fine particles in the exhaust gas are oxidized and removed on the particulate filter 22 without emitting a bright flame. Therefore, it is not necessary to emit a luminous flame and remove the fine particles after the fine particles are deposited on the particulate filter in a stacked manner as in the conventional case, and the fine particles are removed before the fine particles are stacked on the particulate filter. By oxidizing, fine particles in the exhaust gas can be removed.

Further, according to the present embodiment, even if the amount of discharged fine particles is usually smaller than the amount of fine particles that can be removed by oxidation, and the amount of discharged fine particles temporarily becomes larger than the amount of fine particles that can be removed by oxidation, the amount of discharged fine particles is thereafter reduced. The internal combustion engine is controlled to maintain the amount of discharged particulates and the temperature of the particulate filter 22 so that only a small amount of particulates, which can be oxidized and removed below a certain limit, is deposited on the particulate filter 22 when the amount becomes smaller than the amount of particulates that can be removed by oxidation. Are controlled. In detail, the amount of discharged fine particles should be smaller than the amount of fine particles that can be removed by oxidation, or even if the amount of discharged fine particles temporarily exceeds the amount of fine particles that can be removed by oxidation, The amount of the discharged particulates and the amount of the particulate filter 2 are set so that only a small amount of particulates, which can be oxidized and removed when the amount becomes smaller, is deposited on the particulate filter 22.
The operating conditions of the internal combustion engine are controlled on the basis of the temperature of (2).
For this reason, even if the operating conditions of the internal combustion engine are such that the amount of discharged particulates is smaller than the amount of fine particles that can be oxidized and removed, or if the amount of discharged fine particles temporarily exceeds the amount of fine particles that can be removed by oxidation, the amount of discharged fine particles thereafter Unlike the case where the amount of particles that can be oxidized and removed is less than a certain limit that can be oxidized and removed on the particulate filter, the amount of discharged particles can be reliably oxidized and removed. Even if the amount of fine particles is smaller than the amount of fine particles, or the amount of fine particles discharged temporarily exceeds the amount of fine particles that can be oxidized and removed, a certain limit that can be oxidized and removed when the amount of fine particles discharged subsequently becomes smaller than the amount of fine particles that can be oxidized and removed Only the following amount of fine particles can be prevented from being deposited on the particulate filter 22. Therefore, as compared with the case where the operating conditions of the internal combustion engine coincide with each other, the fine particles can be more reliably oxidized before the fine particles are deposited on the particulate filter 22 in a stacked state.

Further, according to the present embodiment, the oxygen storage / active oxygen release agent 61 as the oxidizing agent carried on the particulate filter 22 captures and holds oxygen when excess oxygen exists in the surroundings. When the oxygen concentration in the surroundings decreases, the retained oxygen is released in the form of active oxygen (see FIG. 3). Therefore, unlike the conventional case, the fine particles are deposited on the particulate filter 22 and then removed by emitting a bright flame after the fine particles are deposited on the particulate filter. Before, oxygen storage / active oxygen release agent 61
The fine particles 62 can be oxidized and removed without emitting luminous flame by the active oxygen released by.

Further, according to this embodiment, when the exhaust gas switching valve 73 as the reverse flow means is in the forward flow mode (see FIG. 9A), the amount of EGR gas as the inert gas at which the generation amount of soot reaches a peak. Normal combustion in which the amount of EGR gas supplied into the combustion chamber 5 is smaller than that of the
In the reverse flow mode 3 (see FIG. 9 (B)), low-temperature combustion in which the amount of EGR gas supplied into the combustion chamber 5 is larger than the amount of EGR gas at which soot generation peaks and soot is hardly generated Is executed. That is, low-temperature combustion is performed in which the amount of EGR gas supplied into the combustion chamber 5 is larger than the amount of EGR gas at which the generation amount of soot is at a peak, and soot is hardly generated. HC and CO contained
Thereby, the oxidizing and removing action of the fine particles can be promoted.
Furthermore, since the amount of the EGR gas supplied into the combustion chamber 5 is larger than the amount of the EGR gas at which the generation amount of soot becomes a peak, the exhaust gas is caused to flow backward when low-temperature combustion in which soot is hardly generated is executed. EG where the amount of soot generation peaks
When normal combustion in which the amount of EGR gas supplied into the combustion chamber 5 is smaller than the amount of R gas is performed, fine particles are deposited on one surface of the particulate filter 22 (FIG. 10).
(A)), even if the oxygen storage / active oxygen releasing agent 261 on the surface of the particulate filter 22 has been poisoned with sulfur, the surface on the opposite side of the particulate filter 22 (the lower side in FIG. 10). , C that flowed in from the filter and passed through the inside of the partition wall 54 of the particulate filter 22
O-containing exhaust gas allows the particulate filter 22
Fine particles deposited on one surface of the metal oxide can be oxidized and removed without being affected by sulfur poisoning.

In the above embodiment, the temperature of the particulate filter 22 detected by the temperature sensor 39,
Oxidation-removable fine particle amount G stored in ROM 32
Based on the relationship between (TF) and the temperature of the particulate filter 22 (FIG. 5), the operation history of the internal combustion engine, and the history of the amount of inflowing particulates (integrated value), the current amount of oxidation-removed particulates (integrated value) is calculated. However, in the modified example of the present embodiment, the current oxidation-removed particulate matter (integrated value) is based on the change in the pressure loss of the particulate filter 22, the operation history of the internal combustion engine, and the history of the inflow particulate matter (integrated value). Can also be calculated. According to this modification, the same effects as those of the above-described embodiment can be obtained.

In another modification, the temperature of the particulate filter 22 can be estimated from the operation history of the internal combustion engine instead of being detected by the temperature sensor 39. According to this modification, the same effect as in the above-described embodiment can be obtained.

Hereinafter, a third embodiment of the exhaust gas purifying apparatus for an internal combustion engine according to the present invention will be described. The configuration and operation of this embodiment are almost the same as those of the first and second embodiments described with reference to FIGS. Therefore, according to the present embodiment, substantially the same effects as those of the above-described first and second embodiments can be obtained.

FIG. 33 is a flowchart showing a method for controlling the switching of the exhaust gas switching valve according to the present embodiment. As shown in FIG. 33, when this routine is started, first, in step 200, the amount of inflowing fine particles (see FIGS. 11 and 12) is calculated. More specifically, a plurality of maps of the amount of inflowing particulates according to the operating conditions of the internal combustion engine as shown in FIGS. Is selected from among a plurality of maps in the ROM 32, and the current inflow particulate amount (integrated value) is calculated. Next, in step 201, the amount of the oxidized and removed fine particles (see FIGS. 13, 14, and 15) is calculated. More specifically, the temperature of the particulate filter 22 detected by the temperature sensor 39, the relationship between the amount G (TF) of particulates removable by oxidation stored in the ROM 32 and the temperature of the particulate filter 22 (FIG. 5), The current amount of oxidation-removed particulates (integrated value) is calculated based on the operation history of the engine and the history of the amount of integrated particulates (integrated value).

Next, at step 202, the fine particle purification rate (= current amount of oxidation-removed fine particles (integrated value) / current amount of inflowing fine particles (integrated value)) is calculated. Then step 20
In step 3, the particulate purification rate calculated in step 202 is equal to the target purification rate (= (PMA1−PMA2) / PMA).
1) It is determined whether or not (see FIG. 14) has been exceeded. YE
If S, the process proceeds to step 500, and if NO, this routine ends. In step 500, it is determined whether or not the internal combustion engine is being decelerated. If the determination is YES, the process proceeds to step 204, where the exhaust gas flow is reversed after the deceleration operation of the internal combustion engine is completed. That is, the exhaust switching valve 73
Is the bypass position during the deceleration operation of the internal combustion engine (FIG. 9).
(C)) is switched to the reverse flow position (FIG. 9 (B)), or is switched from the bypass position (FIG. 9 (C)) during the deceleration operation of the internal combustion engine to the forward flow position (FIG. 9 (A)). . On the other hand, when the determination is NO, the position of the exhaust switching valve 73 is maintained as it is, and this routine ends. In a modified example of the present embodiment, instead of the exhaust gas flow being reversed after the deceleration operation of the internal combustion engine is completed in step 204, the exhaust gas flow is reversed during the deceleration operation period of the internal combustion engine with a small amount of particulate emissions from the internal combustion engine. May be.

According to the present embodiment, when it is determined in step 203 that the target purification rate of particulates has been achieved, and when it is determined in step 500 that the internal combustion engine is to be decelerated, that is, in order to bypass the exhaust gas. When it is necessary to switch the exhaust switching valve 73, the flow of the exhaust gas is reversed in step 204. Therefore, it is possible to achieve the target purification rate of the particulates and to switch the exhaust gas backflow means more frequently than necessary, while avoiding the particulates being discharged as they are and the unnecessary increase in the back pressure. Can be avoided.

Hereinafter, a fourth embodiment of the exhaust gas purifying apparatus for an internal combustion engine according to the present invention will be described. The configuration and operation of this embodiment are almost the same as those of the first and second embodiments described with reference to FIGS. Therefore, according to the present embodiment, substantially the same effects as those of the above-described first and second embodiments can be obtained.

FIG. 34 is a flow chart showing a method for controlling the switching of the exhaust switching valve according to the present embodiment. As shown in FIG. 34, when this routine is started, first, in step 200, the amount of inflowing fine particles (see FIGS. 11 and 12) is calculated. More specifically, a plurality of maps of the amount of inflowing particulates according to the operating conditions of the internal combustion engine as shown in FIGS. Is selected from among a plurality of maps in the ROM 32, and the current inflow particulate amount (integrated value) is calculated. Next, in step 201, the amount of the oxidized and removed fine particles (see FIGS. 13, 14, and 15) is calculated. More specifically, the temperature of the particulate filter 22 detected by the temperature sensor 39, the relationship between the amount G (TF) of particulates removable by oxidation stored in the ROM 32 and the temperature of the particulate filter 22 (FIG. 5), The current amount of oxidation-removed particulates (integrated value) is calculated based on the operation history of the engine and the history of the amount of integrated particulates (integrated value).

Next, at step 600, the difference ΔPMA between the current amount of inflowing particulates (integrated value) and the current amount of oxidation-removed particulates (integrated value) is calculated. Next, at step 601, it is determined whether or not the difference ΔPMA between the current inflow particulate amount (integrated value) calculated at step 600 and the current oxidation-removed particulate amount (integrated value) has exceeded a threshold value TPMA1. If YES, the process proceeds to step 204, where the exhaust gas flow is reversed. That is, the exhaust switching valve 73 is switched from the forward flow position (FIG. 9A) to the reverse flow position (FIG. 9B), or from the reverse flow position (FIG. 9B) to the forward flow position (FIG. 9 (B)). A)). On the other hand, N
In the case of O, the position of the exhaust switching valve 73 is maintained as it is, and this routine ends.

According to the present embodiment, in step 601, the difference ΔPMA between the amount of fine particles flowing into the particulate filter 22 and the amount of fine particles removed by oxidation exceeds the predetermined value TPMA1, that is, When it is determined that the amount of the fine particles deposited on 22 exceeds a certain threshold, the flow of the exhaust gas is reversed at step 204. Therefore, it is possible to prevent the particulates from being discharged as they are without being oxidized and removed before the amount of the particulates deposited on the particulate filter 22 exceeds the threshold, and to prevent the back pressure from unnecessarily increasing. it can.

Hereinafter, a fifth embodiment of the exhaust gas purifying apparatus for an internal combustion engine according to the present invention will be described. The configuration and operation of the present embodiment are substantially the same as those of the first, second, and fourth embodiments described with reference to FIGS. Therefore, according to the present embodiment, substantially the same effects as those of the first, second, and fourth embodiments described above can be obtained.

FIG. 35 is a flowchart showing a method for controlling the switching of the exhaust switching valve according to the present embodiment. As shown in FIG. 35, when this routine is started, first, in step 200, the amount of inflowing fine particles (see FIGS. 11 and 12) is calculated. More specifically, a plurality of maps of the amount of inflowing particulates according to the operating conditions of the internal combustion engine as shown in FIGS. Is selected from among a plurality of maps in the ROM 32, and the current inflow particulate amount (integrated value) is calculated. Next, in step 201, the amount of the oxidized and removed fine particles (see FIGS. 13, 14, and 15) is calculated. More specifically, the temperature of the particulate filter 22 detected by the temperature sensor 39, the relationship between the amount G (TF) of particulates removable by oxidation stored in the ROM 32 and the temperature of the particulate filter 22 (FIG. 5), The current amount of oxidation-removed particulates (integrated value) is calculated based on the operation history of the engine and the history of the amount of integrated particulates (integrated value).

Next, at step 600, the difference ΔPMA between the current amount of inflowing particulates (integrated value) and the current amount of oxidation-removed particulates (integrated value) is calculated. Next, at step 601, it is determined whether or not the difference ΔPMA between the current inflow particulate amount (integrated value) calculated at step 600 and the current oxidation-removed particulate amount (integrated value) has exceeded a threshold value TPMA1. If the determination is YES, the process proceeds to step 500, and if the determination is NO, the routine ends. In step 500, it is determined whether or not the internal combustion engine is being decelerated. YE
In the case of S, the process proceeds to step 204, and the exhaust gas flow is reversed after the deceleration operation of the internal combustion engine is completed. That is, the exhaust switching valve 73 is switched from the bypass position (FIG. 9C) during the deceleration operation of the internal combustion engine to the reverse flow position (FIG. 9B), or the bypass position during the deceleration operation of the internal combustion engine. (FIG. 9 (C)) is switched to the forward flow position (FIG. 9 (A)). On the other hand, when NO, the exhaust switching valve 73
Is maintained, and this routine ends.
In a modified example of the present embodiment, instead of the exhaust gas flow being reversed after the deceleration operation of the internal combustion engine is completed in step 204, the exhaust gas flow is reversed during the deceleration operation period of the internal combustion engine with a small amount of particulate emissions from the internal combustion engine. May be.

According to the present embodiment, in step 601, it is determined that the difference ΔPMA between the amount of the fine particles flowing into the particulate filter 22 and the amount of the fine particles removed by oxidation exceeds the predetermined value TPMA1, and
0, when it is determined that the internal combustion engine is to be decelerated, that is, after the amount of fine particles deposited on the particulate filter 22 exceeds the threshold value, and to bypass the exhaust gas during the deceleration operation of the internal combustion engine. When it is necessary to switch the exhaust switching valve 73, step 204
At which the flow of exhaust gas is reversed. Therefore, while avoiding that the particulates are discharged as they are without being oxidized and removed before the amount of the particulates deposited on the particulate filter 22 exceeds the threshold and that the back pressure is unnecessarily increased, It is possible to prevent the exhaust switching valve 73 from being switched more frequently than necessary.

A sixth embodiment of the exhaust gas purifying apparatus for an internal combustion engine according to the present invention will be described below. The configuration and operation of this embodiment are almost the same as those of the first and second embodiments described with reference to FIGS. Therefore, according to the present embodiment, substantially the same effects as those of the above-described first and second embodiments can be obtained.

FIG. 36 is a flowchart showing a method for controlling the switching of the exhaust switching valve according to this embodiment. As shown in FIG. 36, when this routine is started, first, in step 201, the amount of oxidation-removed fine particles (see FIGS. 13, 14, and 15) is calculated. Specifically, the temperature of the particulate filter 22 detected by the temperature sensor 39,
Oxidation-removable fine particle amount G stored in ROM 32
The relationship between (TF) and the temperature of the particulate filter 22 (FIG. 5), the operation history of the internal combustion engine, and the amount of inflow particulates (integrated value) obtained from, for example, the amount (integrated value) of inflow particulates calculated in step 200 of FIG. Based on the history of the integrated value, the current amount of the oxidized and removed fine particles (the integrated value) is calculated.

Next, at step 700, step 20
It is determined whether or not the current oxidation-removed fine particle amount (integrated value) calculated in step 1 exceeds the threshold value TPMA2. Y
In the case of ES, the process proceeds to step 204, and the exhaust gas flow is reversed. That is, the exhaust switching valve 73 is switched from the forward flow position (FIG. 9A) to the reverse flow position (FIG. 9B), or from the reverse flow position (FIG. 9B) to the forward flow position (FIG. 9 (B)). A)). On the other hand, when the determination is NO, the position of the exhaust switching valve 73 is maintained as it is,
This routine ends.

According to this embodiment, the amount of fine particles oxidized and removed in step 700 is equal to the target amount of oxidized fine particles T.
If it is determined that PMA2 has been exceeded, the flow of exhaust gas is reversed at step 204. For this reason, it is possible to achieve the target amount of oxidation-removed fine particles while preventing the fine particles from being discharged as they are and from increasing the back pressure more than necessary.

Hereinafter, a seventh embodiment of the exhaust gas purifying apparatus for an internal combustion engine according to the present invention will be described. The configuration and operation of this embodiment are substantially the same as those of the first, second, and sixth embodiments described with reference to FIGS. Therefore, according to the present embodiment, substantially the same effects as those of the above-described first, second, and sixth embodiments can be obtained.

FIG. 37 is a flow chart showing a method for controlling the switching of the exhaust switching valve according to this embodiment. As shown in FIG. 37, when this routine is started, first, in step 201, the amount of oxidation-removed fine particles (see FIGS. 13, 14, and 15) is calculated. Specifically, the temperature of the particulate filter 22 detected by the temperature sensor 39,
Oxidation-removable fine particle amount G stored in ROM 32
The relationship between (TF) and the temperature of the particulate filter 22 (FIG. 5), the operation history of the internal combustion engine, and the amount of inflow particulates (integrated value) obtained from, for example, the amount (integrated value) of inflow particulates calculated in step 200 of FIG. Based on the history of the integrated value, the current amount of the oxidized and removed fine particles (the integrated value) is calculated.

Next, in step 700, step 20
It is determined whether or not the current oxidation-removed fine particle amount (integrated value) calculated in step 1 exceeds the threshold value TPMA2. Y
In the case of ES, the process proceeds to step 500, and in the case of NO, this routine ends. In step 500, it is determined whether or not the internal combustion engine is being decelerated. If the determination is YES, the process proceeds to step 204, where the exhaust gas flow is reversed after the deceleration operation of the internal combustion engine is completed. That is, the exhaust switching valve 7
3 is a bypass position during deceleration operation of the internal combustion engine (FIG. 9).
(C)) is switched to the reverse flow position (FIG. 9 (B)), or is switched from the bypass position (FIG. 9 (C)) during the deceleration operation of the internal combustion engine to the forward flow position (FIG. 9 (A)). . On the other hand, when the determination is NO, the position of the exhaust switching valve 73 is maintained as it is, and this routine ends. In a modified example of the present embodiment, instead of the exhaust gas flow being reversed after the deceleration operation of the internal combustion engine is completed in step 204, the exhaust gas flow is reversed during the deceleration operation period of the internal combustion engine with a small amount of particulate emissions from the internal combustion engine. May be.

According to the present embodiment, the amount of fine particles oxidized and removed in step 700 is set to a predetermined value TPM.
A2 is determined to have been exceeded, and when it is determined in step 500 that the internal combustion engine is to be decelerated, that is,
After the target amount of the oxidation-removed fine particles has been achieved, when the exhaust switching valve 73 needs to be switched to bypass the exhaust gas during the deceleration operation of the internal combustion engine, the flow of the exhaust gas is reversed in step 204. . Therefore, it is possible to achieve the target amount of the oxidation-removed fine particles and to switch the exhaust switching valve 73 more frequently than necessary, while avoiding that the fine particles are directly discharged and that the back pressure is not unnecessarily increased. Can be avoided.

[0144]

According to the first aspect of the present invention, it is possible to prevent most of the fine particles flowing into the particulate filter from being trapped on one surface of the wall of the particulate filter. Oxidation removal action can be exerted on particulates downstream of the exhaust gas flow from the wall of the particulate filter. Furthermore, it is possible to sufficiently transmit the oxidizing and removing effect of oxidizing and removing the fine particles trapped on the wall of the particulate filter with active oxygen to all the fine particles. As a result, the fine particles accumulate on the wall of the particulate filter. Can be prevented. In addition, when the amount of fine particles removed by oxidation is still small, the flow of exhaust gas is reversed without considering the amount of fine particles removed by oxidation. The trapped fine particles can be prevented from detaching from the particulate filter and being discharged as they are. Also, it is possible to prevent the back pressure from unnecessarily increasing as in the case where the flow of the exhaust gas is reversed based on the pressure loss of the particulate filter without considering the amount of the fine particles removed by oxidation. Can be.

According to the second aspect of the present invention, the target purification rate of the fine particles can be achieved while preventing the fine particles from being discharged as they are and the back pressure from being unnecessarily increased. .

According to the third aspect of the present invention, it is possible to achieve the target purification rate of the fine particles while preventing the fine particles from being discharged as they are and unnecessarily increasing the back pressure, and to reduce the exhaust gas. It is possible to prevent the gas backflow means from being switched more frequently than necessary.

According to the fourth aspect of the present invention, the fine particles are discharged without being oxidized and removed until the amount of the fine particles deposited on the particulate filter exceeds the threshold value. Can be prevented from rising.

According to the fifth aspect of the present invention, the fine particles are discharged without being oxidized and removed before the amount of the fine particles deposited on the particulate filter exceeds the threshold value, and the back pressure is unnecessarily increased. Can be avoided and the exhaust gas backflow means can be prevented from being switched more frequently than necessary.

According to the sixth aspect of the present invention, it is possible to achieve the target amount of oxidation-removed fine particles while preventing the fine particles from being discharged as they are and the back pressure from being unnecessarily increased. .

According to the seventh aspect of the present invention, the target amount of the fine particles to be oxidized and removed is achieved while preventing the fine particles from being discharged as they are and the back pressure from being unnecessarily increased. It is possible to prevent the gas backflow means from being switched more frequently than necessary.

According to the eighth aspect of the present invention, the fine particles before being oxidized and removed as the exhaust gas flow is reversed during the acceleration operation of the internal combustion engine in which the exhaust gas amount is relatively large. As a result, it is possible to prevent fine particles temporarily collected by the particulate filter from detaching from the particulate filter and being directly discharged.

According to the ninth aspect of the present invention, even though the exhaust gas temperature control of the internal combustion engine is executed in order to raise the temperature of the particulate filter, the exhaust gas whose temperature has been raised is not affected. It is possible to avoid that the particulate filter is bypassed and the temperature of the particulate filter cannot be increased.

According to the tenth aspect of the present invention, there is no need to emit a luminous flame after the fine particles are deposited on the particulate filter in a layered manner as in the conventional case, and the fine particles need not be removed. The fine particles in the exhaust gas can be removed by oxidizing the fine particles before they are stacked on the filter.

According to the eleventh aspect of the present invention, the operating condition of the internal combustion engine is such that the amount of the discharged particulate is smaller than the amount of the particulate that can be removed by oxidation, or the amount of the particulate that can be temporarily removed by oxidation. Even if the amount exceeds the amount, when the amount of particulates discharged afterwards becomes smaller than the amount of particulates that can be removed by oxidation, it coincides with the operating condition that only particulates of a certain amount or less that can be removed by oxidation accumulate on the particulate filter. Differently, make sure that the amount of emitted particulates is smaller than the amount of particulates that can be removed by oxidation
Even if the amount of discharged fine particles temporarily exceeds the amount of fine particles that can be oxidized and removed, only particles that are less than a certain limit that can be oxidized and removed when the amount of discharged fine particles are smaller than the amount of fine particles that can be removed by oxidation are then on the particulate filter. Can be prevented. Therefore, compared to the case where the operating conditions of the internal combustion engine coincide with each other, the fine particles can be more reliably oxidized before the fine particles are deposited on the particulate filter in a stacked state.

According to the twelfth aspect of the present invention, unlike the conventional case, after the fine particles are deposited on the particulate filter in a layered manner, the fine particles emit a bright flame and are removed. Before being deposited on the particulate filter in a layered form, the fine particles can be oxidized and removed by the active oxygen released by the oxygen storage / active oxygen releasing agent without emitting a bright flame.

According to the thirteenth aspect of the present invention, the combustion in which the amount of the inert gas supplied into the combustion chamber is larger than the amount of the inert gas at which the generation amount of soot reaches a peak and soot is hardly generated is executed. Therefore, the action of oxidizing and removing fine particles can be promoted by HC and CO contained in the exhaust gas at that time. Further, when the amount of the inert gas supplied into the combustion chamber is smaller than the amount of the inert gas at which the amount of generated soot becomes a peak, particulates are deposited on one surface of the particulate filter when combustion is performed, Even if the catalyst on the surface of the particulate filter has been poisoned with sulfur, H which has flowed in from the opposite surface of the particulate filter and passed through the inside of the wall of the particulate filter.
By the C and CO-containing exhaust gas, fine particles deposited on one surface of the particulate filter can be oxidized and removed without being affected by sulfur poisoning.

According to the fourteenth aspect, the oxidizing agent inside the wall of the particulate filter can oxidize and remove the fine particles inside the wall of the particulate filter inside the wall of the particulate filter. Furthermore, the oxidizing agent that oxidizes and removes the fine particles inside the particulate filter wall by the oxidizing agent inside the particulate filter wall moves the fine particles temporarily trapped inside the particulate filter wall. Can be promoted by:

[Brief description of the drawings]

FIG. 1 is a diagram showing a first embodiment in which an exhaust gas purification device for an internal combustion engine of the present invention is applied to a compression ignition type internal combustion engine.

FIG. 2 is a diagram showing a structure of a particulate filter 22;

FIG. 3 is an enlarged view of a surface of a carrier layer formed on an inner peripheral surface of an exhaust gas inflow passage 50.

FIG. 4 is a diagram showing a state of oxidation of fine particles.

FIG. 5 is a diagram showing an amount of oxidizable and removable fine particles G that can be oxidized and removed without emitting a bright flame per unit time.

FIG. 6 is a diagram showing an example of an engine operation control routine.

FIG. 7 is an enlarged sectional view of a partition wall 54 of the particulate filter shown in FIG. 2 (B).

8 is an enlarged view of the particulate filter 22 shown in FIG.

FIG. 9 is a diagram showing a relationship between a switching position of an exhaust switching valve and a flow of exhaust gas.

FIG. 10 is a diagram showing a state in which fine particles inside a partition wall of a particulate filter move in accordance with switching of a position of an exhaust switching valve 73;

FIG. 11 is a diagram showing a relationship between a vehicle speed (engine speed), an amount of integrated particles flowing into a particulate filter (integrated value), and time during a steady operation of the internal combustion engine.

FIG. 12 is a diagram showing a relationship between a vehicle speed (engine speed), an amount of integrated particles (integrated value) flowing into a particulate filter, and time during a transient (deceleration) operation of the internal combustion engine.

FIG. 13 is a diagram showing the relationship between the amount of oxidation-removed fine particles and time.

FIG. 14 is a diagram showing the relationship between the amount of inflow particulates (integrated value), the amount of oxidation-removed particulates (integrated value), the amount of accumulated particulates (integrated value), and time during steady operation of the internal combustion engine.

FIG. 15 is a diagram showing the relationship between the amount of inflow particulates (integrated value), the amount of oxidation-removed particulates (integrated value), the amount of accumulated particulates (integrated value), and time during transient operation of the internal combustion engine.

FIG. 16 is a flowchart illustrating a switching control method of the exhaust switching valve according to the first embodiment.

FIG. 17 is a flowchart illustrating an exhaust gas flow reverse rotation inhibition control method according to the first embodiment.

FIG. 18 is a flowchart illustrating a bypass mode inhibition control method according to the first embodiment.

FIG. 19 is a diagram showing amounts of smoke and NOx generated.

FIG. 20 is a diagram showing a combustion pressure.

FIG. 21 is a diagram showing fuel molecules.

FIG. 22 is a diagram showing a relationship between a generation amount of smoke and an EGR rate.

FIG. 23 is a diagram showing a relationship between an injected fuel amount and a mixed gas amount.

FIG. 24 shows a first operation region I ′ and a second operation region I
It is a figure which shows I '.

FIG. 25 is a diagram showing an output of an air-fuel ratio sensor.

FIG. 26 is a diagram showing an opening degree of a throttle valve and the like.

FIG. 27 is a diagram showing an air-fuel ratio and the like in a first operation region I ′.

FIG. 28 is a diagram showing a map of a target opening degree of a throttle valve and the like.

FIG. 29 is a diagram showing an air-fuel ratio and the like in the second combustion.

FIG. 30 is a view showing a map of a target opening degree of a throttle valve and the like.

FIG. 31 is a view showing a map of a fuel injection amount.

FIG. 32 is a flowchart for controlling operation of the engine.

FIG. 33 is a flowchart illustrating a method for controlling the switching of the exhaust switching valve according to the third embodiment.

FIG. 34 is a flowchart showing a method for controlling the switching of the exhaust switching valve according to the fourth embodiment.

FIG. 35 is a flowchart showing a method for controlling the switching of the exhaust switching valve according to the fifth embodiment.

FIG. 36 is a flowchart showing a method of controlling the switching of the exhaust switching valve according to the sixth embodiment.

FIG. 37 is a flowchart showing a method for controlling the switching of the exhaust switching valve according to the seventh embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 5 ... Combustion chamber 6 ... Fuel injection valve 20 ... Exhaust pipe 22 ... Particulate filter 25 ... EGR control valve 54 ... Partition wall 61 ... Oxygen storage / active oxygen release agent 62 ... Fine particles 73 ... Exhaust switching valve

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 21/08 301 F02D 21/08 301D 41/02 380 41/02 380E F02M 25/07 570 F02M 25/07 570J F-term (reference) 3G062 AA01 AA05 DA01 EA10 GA04 GA06 3G090 AA03 BA01 CB22 CB24 DA00 DA01 DA10 DA13 DA18 DA19 DA20 DB10 EA01 EA03 EA06 3G091 AA02 AA10 AA11 AA18 AA28 AB02 BA03 BA13 BA03 BA13 BA03 CB08 DA01 DA02 DA03 DB06 DB10 EA00 EA01 EA03 EA07 EA15 EA31 EA34 FA05 FA12 FA13 FA14 FA17 FA18 FA19 FB10 FB12 FC02 GA06 GA20 GA21 GA24 GB01W GB01X GB01Y GB02W GB02Y GB03W GB03Y GB04W GB04Y GB05BBAGB06A10 BA04 BB01 DC03 DC09 DC12 DC15 DF02 DF09 EA01 EA02 EA05 EA07 EA13 EA14 EA28 EA 29 FA18 GA04 GA05 HA06X HA09X HB03Y HB03Z HD02Z HD05Z HD07X HD09X HE03Z HF08Z 3G301 HA11 HA13 JA24 KA12 KA16 LA03 MA01 MA12 NA04 NC02 NE15 PA01Z PA11Z PB03Z PB08Z PD02Z PD12Z PD14Z PD15Z PE01Z

Claims (14)

[Claims] 1. A particulate filter for collecting particulates in exhaust gas discharged from a combustion chamber is disposed in an engine exhaust passage, and the exhaust gas passes through a wall of the particulate filter when the exhaust gas passes through a wall of the particulate filter. In an exhaust gas purifying apparatus for an internal combustion engine in which fine particles of
An oxidizing agent that releases active oxygen for oxidizing the fine particles temporarily collected on the wall of the particulate filter is supported on the wall of the particulate filter, and the exhaust gas passing through the wall of the particulate filter is Exhaust gas backflow means for reversing the flow is provided, and by reversing the flow of the exhaust gas passing through the wall of the particulate filter, fine particles trapped on the wall of the particulate filter are removed by the particulate filter. Distributed on one side and the other side of the wall,
An oxidized / removed fine particle amount estimating means for reducing the possibility that the fine particles trapped on the wall of the particulate filter is deposited without being oxidized and removed, and for estimating the amount of oxidized and removed fine particles, is provided. An exhaust gas purifying apparatus for an internal combustion engine, which determines the next timing for reversing the flow of exhaust gas based on the amount of particulates obtained. 2. An inflow particulate amount estimating means for estimating the amount of particulates flowing into the particulate filter,
2. The exhaust gas purification system according to claim 1, wherein the flow of the exhaust gas is reversed when a ratio of the amount of the oxidized and removed particles to the amount of the particles flowing into the particulate filter exceeds a predetermined value. apparatus. 3. An inflow particulate matter estimating means for estimating an amount of particulate matter flowing into the particulate filter,
2. The exhaust gas flow is reversed during the deceleration operation of the internal combustion engine after the ratio of the amount of the oxidized and removed fine particles to the amount of the fine particles flowing into the particulate filter exceeds a predetermined value. An exhaust gas purifying apparatus for an internal combustion engine according to claim 1. 4. An inflow fine particle amount estimating means for estimating the amount of fine particles flowing into the particulate filter,
2. The exhaust gas of an internal combustion engine according to claim 1, wherein the flow of the exhaust gas is reversed when a difference between the amount of fine particles flowing into the particulate filter and the amount of fine particles removed by oxidation exceeds a predetermined value. Purification device. 5. An inflow fine particle amount estimating means for estimating the amount of fine particles flowing into the particulate filter,
The exhaust gas flow is reversed during a deceleration operation of the internal combustion engine after a difference between the amount of fine particles flowing into the particulate filter and the amount of fine particles removed by oxidation exceeds a predetermined value. 2. The exhaust gas purification device for an internal combustion engine according to claim 1. 6. The exhaust gas purifying apparatus for an internal combustion engine according to claim 1, wherein the flow of the exhaust gas is reversed when the amount of the oxidized and removed fine particles exceeds a predetermined value. 7. The exhaust gas purification of an internal combustion engine according to claim 1, wherein the flow of exhaust gas is reversed during the deceleration operation of the internal combustion engine after the amount of the oxidized and removed fine particles exceeds a predetermined value. apparatus. 8. The exhaust gas purification apparatus for an internal combustion engine according to claim 1, wherein the flow of exhaust gas is prevented from being reversed during the acceleration operation of the internal combustion engine. 9. The exhaust gas backflow means has a bypass mode in which exhaust gas is allowed to bypass the particulate filter without flowing into the particulate filter, and a rising mode for raising the temperature of the particulate filter is provided. The exhaust gas purifying apparatus for an internal combustion engine according to any one of claims 1 to 7, wherein the exhaust gas backflow means is prohibited from being arranged in a bypass mode when the temperature control is being performed. 10. The particulate filter, wherein the amount of particulates discharged from the combustion chamber per unit time is smaller than the amount of oxidizable and removable particulates that can be oxidized and removed without emitting a luminous flame per unit time on the particulate filter. When the amount is small, the fine particles in the exhaust gas are oxidized and removed in a short time without emitting a bright flame as soon as they flow into the particulate filter, and the amount of the discharged fine particles is temporarily larger than the amount of the oxidizable and removable fine particles. Even if the particulates are deposited on the particulate filter only below a certain limit, the particulates on the particulate filter are oxidized without emitting a bright flame when the amount of the discharged particulates is smaller than the amount of the oxidizable and removable particulates. Using a particulate filter that can be removed, The amount of the oxidizable and removable particles is dependent on the temperature of the particulate filter, the amount of the discharged particles is usually smaller than the amount of the oxidizable and removable particles, and the amount of the discharged particles is temporarily the amount of the oxidizable and removable particles. Even if it becomes larger, the amount of the discharged fine particles and the amount of the discharged fine particles so that only particles of a certain amount or less that can be oxidized and removed when the amount of the discharged fine particles becomes smaller than the amount of the fine particles that can be removed by oxidation are not deposited on the particulate filter. Control means for maintaining the temperature of the particulate filter, whereby the particulates in the exhaust gas are oxidized and removed on the particulate filter without producing a bright flame. An exhaust gas purifying apparatus for an internal combustion engine according to claim 1. 11. Even if the amount of the discharged fine particles is usually smaller than the amount of the oxidizable and removable fine particles, and even if the amount of the discharged fine particles temporarily becomes larger than the amount of the oxidizable and removable fine particles, the amount of the discharged fine particles is thereafter reduced to the above-mentioned value. In order to maintain the amount of the discharged particulates and the temperature of the particulate filter, the internal combustion engine is controlled so that only particles of a certain amount or less that can be oxidized and removed when the amount becomes smaller than the amount of particulates that can be removed by oxidation are deposited on the particulate filter. The exhaust gas purifying apparatus for an internal combustion engine according to claim 10, wherein operating conditions are controlled. 12. The oxygen storage / active oxygen system according to claim 1, wherein said oxidizing agent takes in oxygen and retains oxygen when there is excess oxygen in the surroundings, and releases the retained oxygen in the form of active oxygen when the surrounding oxygen concentration decreases. The exhaust gas purification apparatus for an internal combustion engine according to any one of claims 1 to 11, which is a release agent. 13. The reverse flow means includes: a forward flow mode in which exhaust gas passes through a wall of a particulate filter in a first direction; and a second flow mode in which exhaust gas flows through a wall of the particulate filter in a direction opposite to the first direction. A reverse flow mode passing in two directions, and when the amount of inert gas supplied into the combustion chamber is increased, the amount of soot generated gradually increases and reaches a peak, and is supplied into the combustion chamber. When the amount of the inert gas is further increased, the temperature of the fuel during combustion in the combustion chamber and the temperature of the surrounding gas become lower than the temperature at which soot is generated, and soot is hardly generated. In the forward flow mode of the means, combustion is performed in which the amount of the inert gas supplied into the combustion chamber is smaller than the amount of the inert gas at which the amount of generated soot is at a peak. The amount of generated 2. A combustion system according to claim 1, wherein the amount of inert gas supplied into said combustion chamber is larger than the amount of inert gas serving as a spark, and combustion is performed in which almost no soot is generated.
3. The exhaust gas purification device for an internal combustion engine according to any one of 2. 14. The inside of the wall of the particulate filter by reversing the flow of exhaust gas passing through the wall of the particulate filter, wherein the oxidant is carried inside the wall of the particulate filter. The exhaust gas purification apparatus for an internal combustion engine according to any one of claims 1 to 13, wherein the fine particles temporarily collected are moved.