JP4574395B2 - Exhaust gas purification device having particulate filter regeneration function, internal combustion engine equipped with the exhaust gas purification device, and particulate filter regeneration method - Google Patents

Description

  The present invention is provided in an exhaust system of an internal combustion engine represented by a diesel engine, and regenerates a particulate filter (hereinafter simply referred to as a filter) that collects particulate matter (hereinafter referred to as PM) in the exhaust gas. The present invention relates to an exhaust gas purification device having a regeneration function for performing the same, an internal combustion engine including the exhaust gas purification device, and a filter regeneration method. In particular, the present invention relates to a measure for enhancing versatility and reliability of reproduction operation.

  In recent years, internal combustion engines mounted on automobiles and the like have been required to improve exhaust emissions. Especially in diesel engines, in addition to reducing CO, HC and NOx, PM such as soot contained in exhaust gas is reduced. There is a need to remove. For this reason, the filter comprised with the porous material etc. is arrange | positioned in the exhaust path of an engine, and PM in exhaust gas is collected by this filter.

  Since this filter is composed of a porous material or the like as described above, if the amount of PM trapped increases excessively, the flow resistance in the filter increases, leading to a decrease in engine output and the like. For this reason, it is necessary to appropriately remove the PM collected by the filter and regenerate the filter to recover the PM collecting ability.

  As a conventional filter regeneration method, for example, as disclosed in Patent Document 1 below, the backwash air supply operation into the filter or the filter heating operation by the heating device is performed in a batch manner to remove PM. It has been known.

  In order to enable application to automobile engines and the like, a continuous regeneration type filter as disclosed in Patent Document 2 below has also been proposed in order to enable continuous use of the filter. In Patent Document 2, a plurality of filters are connected in parallel, and a PM collecting operation is performed with some filters and a regeneration operation is performed with other filters, thereby enabling continuous operation of the engine.

In addition, since the filter becomes large in the above-described continuous regeneration type, a chemical reaction type regeneration method has also been proposed as an attempt to reduce the size of the filter (see, for example, Patent Document 3 below). In this chemical reaction type regeneration system, NO in exhaust gas is oxidized to NO ₂ , and PM is oxidized and removed using O (oxygen) released when NO ₂ returns to NO. For example, an oxidation catalyst such as platinum is provided in the filter, and the regeneration of the filter during engine operation is enabled by utilizing the oxidation action of this oxidation catalyst.

  However, in this chemical reaction type regeneration system, the above chemical reaction is not performed unless the exhaust gas temperature becomes equal to or higher than a predetermined regeneration operable temperature (for example, 300 ° C.). That is, if the exhaust gas temperature is lower than the regenerative operation possible temperature, a large amount of PM accumulates in the filter and the filter may be clogged. For this reason, when the amount of accumulated PM reaches a predetermined amount or more, it is necessary to raise the exhaust gas temperature to a temperature higher than the regenerative operation temperature by some means.

In view of this point, an engine equipped with an electronically controlled accumulator fuel injection device (so-called common rail injector) performs “post injection” in which fuel is injected again after the main fuel is injected and the expansion stroke is started. The exhaust gas temperature is increased by the combustion of the post-injected fuel (see, for example, Patent Document 4 below). In addition, an intake throttle valve is provided in the intake system to reduce the intake air amount, thereby making the air-fuel ratio rich, thereby raising the combustion temperature in the combustion chamber and raising the exhaust gas temperature. (See, for example, Patent Document 5 below).
Japanese Patent Laid-Open No. 8-232639 Japanese Patent Application Laid-Open No. 11-236813 JP 2001-271629 A JP-A-8-303290 JP-A-6-137130

  As described above, it is known that a chemical reaction type regeneration system is realized by taking measures to increase the exhaust gas temperature. However, there is still room for improvement in the past in the following points. It was.

  First, the technique for raising the exhaust gas temperature by post-injection disclosed in Patent Document 4 described above is a technique that can be applied only to an electronically controlled fuel injection apparatus in which the fuel injection timing can be arbitrarily set. Since it cannot be applied to a mechanical fuel injection device, it has low versatility.

  Further, as disclosed in Patent Document 5 described above, in the method of increasing the exhaust gas temperature by reducing the intake air amount, for example, when the engine is in an idling operation state, the exhaust gas temperature is extremely high. Therefore, even if the opening degree of the intake throttle valve is reduced within a range in which engine stall does not occur from this state, it is difficult to raise the exhaust gas temperature to the regenerative operation possible temperature. This is because the intake pressure decreases as the opening of the intake throttle valve decreases, and the temperature in the combustion chamber at the completion of the compression stroke decreases. This is because the temperature cannot be increased to the reproducible temperature.

  The present invention has been made in view of the above points, and an object of the present invention is to make it possible to reliably raise the exhaust gas temperature regardless of the type of the fuel injection device and to improve the reliability of the regenerating operation. It is an object of the present invention to provide an exhaust gas purification device having a particulate filter regeneration function capable of improving the efficiency, an internal combustion engine equipped with the exhaust gas purification device, and a particulate filter regeneration method.

The solution of the present invention taken to achieve the above object is to collect the particulate matter in the exhaust gas of the internal combustion engine, and when the exhaust temperature has reached the regenerative operation temperature, It is premised on an apparatus for causing a particulate filter that can be regenerated by removal of oxidation to perform a regenerating operation. With respect to the exhaust gas purifying apparatus having the particulate filter regeneration function, an intake air amount reducing means provided in the intake system of the internal combustion engine for reducing the intake air amount, and an exhaust gas provided in the exhaust system of the internal combustion engine. Exhaust heating means capable of heating the exhaust gas, an accumulation amount detection means capable of detecting that the amount of particulate matter accumulated in the particulate filter exceeds a predetermined amount, and an exhaust gas capable of detecting the exhaust temperature of the internal combustion engine Temperature detecting means. Further, the output of the accumulation amount detection means and the exhaust temperature detection means is received, the accumulation amount of the particulate matter in the particulate filter exceeds a predetermined amount, and the exhaust temperature of the internal combustion engine is less than the regenerative operation possible temperature. when there are allowed with the intake air amount reducing operation by the intake air amount reducing means, the reproduction operation control means for executing either preferentially in the exhaust gas heating operation by the exhaust heating means. Further, a plurality of predetermined threshold values are set in advance for the amount of intake air reduced by the intake amount reducing means. Specifically, the plurality of threshold values include a first threshold value corresponding to an intake air reduction amount when the concentration of CO and THC in the exhaust gas reaches an allowable limit, and intake when the internal combustion engine reaches an operation limit due to misfire. A second threshold value corresponding to the air reduction amount is set. Then, when the intake air reduction amount reaches the first threshold during the execution of the intake air amount reduction operation by the intake air amount reduction unit, the operation is switched to the exhaust gas heating operation by the exhaust heating unit, and then the exhaust temperature of the internal combustion engine is still regenerated. When the operable temperature has not been reached, the intake air amount reduction operation by the intake air amount reduction means is resumed with the intake air reduction amount becoming the second threshold as a limit.

Due to this specific matter, the particulate matter discharged together with the exhaust gas during the operation of the internal combustion engine is collected by the particulate filter. If the operation of the internal combustion engine is continued without the exhaust temperature reaching the regenerative operation temperature, the amount of particulate matter accumulated in the particulate filter increases and there is a concern about the clogging of the particulate filter. It becomes a situation. For this reason, the accumulation amount of the particulate matter in the particulate filter exceeds a predetermined amount, that is, the clogging is concerned, and the exhaust temperature of the internal combustion engine is lower than the regenerative operation possible temperature. That is, when the particulate filter is not naturally regenerated, the regeneration operation control means starts the intake air amount reducing operation by the intake air amount reducing means and the exhaust gas heating operation by the exhaust heating means. These operations are one of preferentially executed, then the other Ru being executed. As a result, the exhaust temperature reaches the temperature at which regeneration is possible, particulate matter inside the particulate filter is oxidized and removed, and the particulate filter is regenerated. Therefore, it becomes possible to raise the exhaust temperature to be higher than the regenerative operation temperature without requiring the conventional post injection, and it is not possible to further reduce the intake air amount while the engine is idling. Even in the situation, the exhaust gas heating means can raise the exhaust gas temperature to a temperature above the regenerative operation temperature. Therefore, the present invention can be applied to an engine equipped with a mechanical fuel injection device, and the exhaust gas temperature can be reliably increased regardless of the type of the fuel injection device. Reliability can be improved.
Further, according to this specific matter, when the regeneration operation of the particulate filter is started, first, the intake air amount reduction operation by the intake air amount reduction means is started, and the intake air reduction amount reaches the first threshold value. When the exhaust air temperature does not reach the regenerative operation possible temperature and the intake air reduction amount reaches the first threshold value, the operation is switched to the exhaust gas heating operation by the exhaust heating means. As a result, the exhaust gas temperature can be increased while the concentration of CO and THC in the exhaust gas is kept below the allowable limit. Then, if the exhaust gas temperature does not reach the regeneration operable temperature after that, the intake air amount reducing operation by the intake air amount reducing means is resumed. This operation is performed with the limit that the intake air decrease amount becomes the second threshold value. For this reason, the internal combustion engine does not stop during the regeneration operation of the particulate filter.

Further, as another solution, the particulate matter that collects the particulate matter in the exhaust gas of the internal combustion engine and can be regenerated by removing the particulate matter by oxidation when the exhaust temperature reaches the regeneration operable temperature. A device for causing a filter to perform a reproduction operation is assumed. With respect to the exhaust gas purifying apparatus having the particulate filter regeneration function, an intake air amount reducing means provided in the intake system of the internal combustion engine for reducing the intake air amount, and an exhaust gas provided in the exhaust system of the internal combustion engine. Exhaust heating means capable of heating the exhaust gas, an accumulation amount detection means capable of detecting that the amount of particulate matter accumulated in the particulate filter exceeds a predetermined amount, and an exhaust gas capable of detecting the exhaust temperature of the internal combustion engine Temperature detecting means. Further, the output of the accumulation amount detection means and the exhaust temperature detection means is received, the accumulation amount of the particulate matter in the particulate filter exceeds a predetermined amount, and the exhaust temperature of the internal combustion engine is less than the regenerative operation possible temperature. If there is, the regenerative operation control means for preferentially executing either the intake air amount reducing operation by the intake air amount reducing means or the exhaust gas heating operation by the exhaust heating means, and the intake air using the fluid energy of the exhaust gas And a turbocharger for compressing. Further, a plurality of predetermined threshold values are set in advance for the amount of intake air reduced by the intake amount reducing means. Specifically, as the plurality of threshold values, a first threshold value corresponding to a reduction amount of intake air when the concentration of CO and THC in the exhaust gas reaches an allowable limit, and a reduction of intake air when surging of the turbocharger occurs. A second threshold value corresponding to the amount is set. Then, when the intake air reduction amount reaches the first threshold during the execution of the intake air amount reduction operation by the intake air amount reduction unit, the operation is switched to the exhaust gas heating operation by the exhaust heating unit, and then the exhaust temperature of the internal combustion engine is still regenerated. When the operable temperature has not been reached, the intake air amount reduction operation by the intake air amount reduction means is resumed with the intake air reduction amount becoming the second threshold as a limit.

According to this specific matter, in an internal combustion engine equipped with a turbocharger, surging of the turbocharger is prevented during the regeneration operation of the particulate filter, and the particulate filter can be operated while realizing stable operation of the internal combustion engine. Playback operation can be performed.

Further, as another solution, the particulate matter that collects the particulate matter in the exhaust gas of the internal combustion engine and can be regenerated by removing the particulate matter by oxidation when the exhaust temperature reaches the regeneration operable temperature. A device for causing a filter to perform a reproduction operation is assumed. With respect to the exhaust gas purifying apparatus having the particulate filter regeneration function, an intake air amount reducing means provided in the intake system of the internal combustion engine for reducing the intake air amount, and an exhaust gas provided in the exhaust system of the internal combustion engine. Exhaust heating means capable of heating the exhaust gas, an accumulation amount detection means capable of detecting that the amount of particulate matter accumulated in the particulate filter exceeds a predetermined amount, and an exhaust gas capable of detecting the exhaust temperature of the internal combustion engine Temperature detecting means. Further, the output of the accumulation amount detection means and the exhaust temperature detection means is received, the accumulation amount of the particulate matter in the particulate filter exceeds a predetermined amount, and the exhaust temperature of the internal combustion engine is less than the regenerative operation possible temperature. If there is, the regenerative operation control means for preferentially executing either the intake air amount reducing operation by the intake air amount reducing means or the exhaust gas heating operation by the exhaust heating means, and the intake air using the fluid energy of the exhaust gas And a wastegate valve that performs an opening operation so that exhaust gas bypasses the turbocharger, or an intake bypass valve that performs an opening operation so that intake air bypasses the turbocharger. Further, a plurality of predetermined threshold values are set in advance for the amount of intake air reduced by the intake amount reducing means. Specifically, as the plurality of threshold values, the first threshold value corresponding to the intake air decrease amount when the concentration of CO and THC in the exhaust gas reaches the allowable limit, and the wastegate valve or the intake bypass valve are fully closed. The second threshold value corresponding to the amount of intake air reduction when turbocharger surging occurs in the state, and the reduction of intake air when the internal combustion engine reaches the operating limit due to misfire with the wastegate valve or intake bypass valve opened A third threshold value corresponding to the amount is set. Then, when the intake air reduction amount reaches the first threshold during the execution of the intake air amount reduction operation by the intake air amount reduction unit, the operation is switched to the exhaust gas heating operation by the exhaust heating unit, and then the exhaust temperature of the internal combustion engine is still regenerated. If the operating temperature has not been reached, the intake air amount reduction operation by the intake amount reduction means is resumed with the wastegate valve or intake bypass valve fully closed, and the intake air reduction amount has reached the second threshold value. In this case, the intake air amount reduction operation by the intake air amount reduction means is continued with the intake air reduction amount becoming the third threshold value with the waste gate valve or the intake bypass valve opened.

Even if turbocharger surging occurs due to this particular matter, the intake air amount can be further reduced in a state where surging is eliminated by opening the wastegate valve or intake bypass valve to cancel turbocharging. It is possible to increase the exhaust temperature to the regenerative operation possible temperature by decreasing.

  The threshold value is changed according to various conditions. Specifically, it is changed according to the load and the rotational speed of the internal combustion engine, or is changed according to the cetane number of the fuel used for the internal combustion engine.

  In other words, if the operating state of the internal combustion engine changes or the cetane number of the fuel used for the internal combustion engine changes, the amount of CO and THC generated with respect to the amount of intake air reduction and the amount of delay in the ignition timing of the mixture also change. Along with this, the amount of intake air reduction when the concentration of CO and THC in the exhaust gas reaches the allowable limit and the amount of intake air decrease when the internal combustion engine reaches the operating limit due to misfire become different values. Accordingly, by changing the threshold value according to the operating state of the internal combustion engine and the cetane number of the fuel, it is possible to execute the regeneration operation of the particulate filter while suppressing the generation amount of CO and THC within an allowable range. Become.

  Specific examples of the configuration and control operation of the exhaust heating means include the following. That is, the exhaust heating means is constituted by an electric heater that uses electric power generated by the output of the internal combustion engine.

  When the difference between the maximum output of the internal combustion engine and the required output for the internal combustion engine is smaller than the output used by the electric heater, the heating operation of the exhaust gas by the electric heater is limited or prohibited.

  With this specific matter, for example, when applied to a vehicle, the required output of the internal combustion engine can be obtained without hindering its running performance and traction performance.

  In the internal combustion engine having the EGR device, as a configuration for performing the particulate filter regeneration operation, an EGR passage that allows communication between the exhaust side and the intake side of the internal combustion engine, and an EGR valve that makes the passage area of the EGR passage variable The EGR valve opening degree increases as the intake air decrease amount increases during the execution of the intake air amount reduction operation by the intake amount reduction means, in contrast to the EGR device that recirculates exhaust gas to the intake side of the internal combustion engine. It is set as the structure which makes small.

  Due to this specific matter, even when the intake air pressure is reduced by the intake air amount reduction means during regeneration of the particulate filter, the opening of the EGR valve is reduced accordingly, so the exhaust gas recirculation rate is reduced. Can be kept constant. As a result, the combustion state of the air-fuel mixture can be maintained satisfactorily.

  Further, the operation state of the internal combustion engine is monitored, and when the fluctuation amount of the operation state exceeds a predetermined amount, the EGR valve is fully closed.

  This is because when the opening degree of the EGR valve is changed in accordance with the intake air reduction amount by the intake air amount reduction means during regeneration of the particulate filter, the EGR recirculation amount slightly delays with respect to the intake air amount reduction operation. It is taken into account. That is, in a situation where the operating state of the internal combustion engine such as the engine speed and the engine torque varies greatly, the opening changing operation of the EGR valve may adversely affect the combustion state of the air-fuel mixture. For this reason, when the fluctuation amount of the operating state of the internal combustion engine exceeds a predetermined amount, the EGR valve is fully closed, thereby avoiding poor combustion.

Further, as a specific configuration of the deposition amount detecting means for detecting that the deposition amount of the particulate matter in the particulate filter exceeds a predetermined amount, the following is listed. That is, it is possible to detect that the amount of accumulated particulate matter exceeds a predetermined amount by obtaining the difference between the pressure immediately upstream of the filter when the particulate filter is in the standard state and the current pressure immediately upstream of the filter. It is configured. The standard state of the particulate filter here refers to, for example, a state where PM is not deposited on the particulate filter (when the particulate filter is new) .

  The following is listed as a configuration for setting the start timing of the reproduction operation. The accumulation amount detection means is a pressure sensor that detects the upstream pressure of the particulate filter, and the regeneration operation control means starts the regeneration operation when the upstream pressure of the particulate filter reaches the regeneration start pressure. The fuel injection amount of the engine from when it is new with the curate filter attached is integrated, and the regeneration start pressure is gradually updated to a high value in accordance with the integrated value.

  As a result, particulate matter that cannot be removed by the regeneration operation is accumulated in the particulate filter, and even if the regeneration operation is completed, the pressure immediately upstream of the particulate filter is higher than the pressure immediately upstream of the particulate filter. Even when the value of the signal becomes higher, the regeneration operation can be executed at regular intervals without being affected by the particulate matter, and the situation where the regeneration operation cannot be terminated can be avoided. .

  The following is listed as a configuration for setting the end timing of the reproduction operation. The accumulation amount detection means is a pressure sensor for detecting the upstream pressure of the particulate filter, and the regeneration operation control means is configured to end the regeneration operation when the upstream pressure of the particulate filter reaches the regeneration end pressure. The fuel injection amount of the engine from when it is new equipped with the curate filter is integrated, and the regeneration end pressure is gradually updated to a high value according to the integrated value.

  If the playback operation is terminated when a predetermined time has elapsed since the start of the playback operation, the playback operation is continued even though the playback is sufficiently performed, and a wasteful playback operation is performed. There is a possibility that the playback operation will end even though it has not been played back completely. On the other hand, according to this solution, the regeneration end pressure is updated while taking into consideration that particulate matter that cannot be removed by the regeneration operation is accumulated in the particulate filter. It is possible to avoid the situation where the reproduction operation ends even though the reproduction operation is not performed yet, and the reliability of the reproduction operation can be improved.

  In addition, if a situation occurs in which the upstream pressure of the particulate filter suddenly decreases during the regeneration operation of the particulate filter, if the regeneration operation is stopped, damage to the particulate filter can be reliably avoided. it can.

  The following is listed as the control when the internal combustion engine is stopped. In other words, the exhaust system of the internal combustion engine is provided with an exhaust throttle means that can close the exhaust pipe, and the regeneration operation control means shuts off the intake air by the intake air amount reducing means when the internal combustion engine is stopped, and closes the exhaust pipe. It is configured to do.

  Further, when the internal combustion engine is stopped, the intake air reducing means may block the intake air, close the exhaust pipe, and further execute the fuel injection operation.

  According to these specific matters, it is possible to prevent the introduction of air (oxygen) from the intake system and the exhaust system to the DPF 33, thereby avoiding a situation in which the regeneration reaction of the particulate filter proceeds and causes melting damage. it can. Further, by executing the fuel injection operation when the internal combustion engine is stopped, the residual oxygen in the cylinder is combusted, and this can reliably prevent the regeneration reaction of the particulate filter from proceeding.

  Further, the particulate filter regeneration method performed by the internal combustion engine including any one of the above-described solving means and the exhaust gas purification apparatus having the particulate filter regeneration function is provided. This is a category of the technical idea of the invention.

  In the present invention, when the accumulated amount of particulate matter in the particulate filter exceeds a predetermined amount and the exhaust temperature of the internal combustion engine is lower than the regenerative operation possible temperature, the intake air amount reducing operation by the intake air amount reducing means is performed. In addition, the exhaust gas heating operation by the exhaust gas heating means is started, so that the particulate filter is reliably regenerated. For this reason, it becomes possible to raise the exhaust temperature above the regenerative operation temperature without requiring the conventional post-injection, and it is possible to further reduce the intake air amount while the engine is idling. Even in a situation where it is not possible, the exhaust gas heating means can raise the exhaust gas temperature above the regenerative operation possible temperature. As a result, it can be applied to an engine equipped with a mechanical fuel injection device, so that the versatility of the particulate filter can be expanded and the exhaust gas temperature can be reliably increased. Thus, the reliability of the reproducing operation can be improved.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. This embodiment demonstrates the case where this invention is applied as a thing for reproducing | regenerating the diesel particulate filter (Diesel Particulate Filter, hereafter, DPF) mounted in the diesel engine for tractors. The engine to which the present invention is applied is not limited to a diesel engine, and may be a gas engine, a gasoline engine, or the like, and the present invention is also applied to an engine mounted on an automobile or a generator. Is possible.

  Before describing each embodiment of the present invention, an outline of a basic configuration of an engine according to the present embodiment will be described.

  FIG. 1 is a diagram schematically showing a schematic configuration of an engine and a control system for DPF regeneration according to the present embodiment. As shown in FIG. 1, the engine has an intake system 2 connected to one side (lower side in the figure) of an engine body 1 and an exhaust system 3 connected to the other side (upper side in the figure).

  The intake system 2 includes an intake pipe 21, an intake manifold 22, and a fuel pump 23. After introducing air into the cylinder of the engine body 1 (inside the cylinder of the intake stroke) via the intake pipe 21 and the intake manifold 22, fuel is supplied from the fuel pump 23 to the combustion chamber (sub chamber) when the compression stroke of the cylinder is completed. By performing pressure feeding, an expansion stroke accompanying self-ignition combustion of the air-fuel mixture in the combustion chamber can be performed.

  As a feature of the intake system 2, the intake pipe 21 is provided with an intake throttle device 24. Specifically, the intake throttle device 24 includes a butterfly valve and an actuator that rotates the butterfly valve to change the flow passage area of the intake pipe 21 (both not shown). The valve mechanism is not limited to the butterfly valve, and various types such as a shutter valve can be applied.

  On the other hand, the exhaust system 3 includes an exhaust manifold 31 and an exhaust pipe 32. Exhaust gas discharged from the cylinder to the exhaust manifold 31 in the exhaust stroke after the expansion stroke passes through the exhaust pipe 32 and is then released to the atmosphere. The exhaust pipe 32 is provided with a DPF 33 for collecting PM contained in the exhaust. The DPF 33 is configured such that a filter main body is accommodated in a casing, and the filter main body has a honeycomb structure having a large number of cells partitioned by partition walls having filtration performance. Specifically, for example, one end of some cells and the other end of other cells are blocked, and PM is trapped when exhaust gas permeates between cells. . The material constituting the filter body has heat resistance, oxidation resistance, and thermal shock resistance. For example, porous cordierite ceramic, silicon carbide, alumina, mullite, silicon nitride, sintered alloy, etc. are applied. Is possible. The filter main body carries an oxidation catalyst such as platinum. The DPF 33 is so configured that the chemical reaction is performed in a situation where the exhaust gas temperature exceeds a predetermined temperature (for example, 300 ° C., hereinafter referred to as “regenerative operation temperature”), and PM is oxidized and removed to be regenerated. It has become.

  As a feature of the exhaust system 3, an exhaust temperature raising device (exhaust heating means) 34 is provided upstream of the DPF 33 in the exhaust pipe 32. The exhaust temperature raising device 34 is composed of an electric heater, and can heat the exhaust gas flowing through the exhaust pipe 32 by receiving heat from a generator (alternator) (not shown) and generating heat. Specifically, the exhaust gas may be heated indirectly by heating the exhaust pipe 32, or the heater wire may be disposed inside the exhaust pipe 32 to directly heat the exhaust gas. There may be. A flame burner may be applied as the exhaust temperature raising device 34.

  Further, a PM accumulation amount detection sensor 35 for detecting the PM accumulation amount in the DPF 33 is attached to the DPF 33. The exhaust temperature raising device 34 is provided with an exhaust temperature detection sensor (exhaust temperature detection means) 36 for detecting the exhaust gas temperature. The exhaust temperature detection sensor 36 may be disposed inside the exhaust temperature raising device 34 or may be attached to the exhaust pipe 32 immediately upstream of the DPF 33.

  As an operation of detecting the PM accumulation amount by the PM accumulation amount detection sensor 35, for example, the PM accumulation amount detection sensor 35 is configured by a pressure sensor, and the PM is not accumulated on the DPF 33 (when the DPF 33 is new). It is obtained by detecting the deviation of the current pressure with respect to the pressure immediately upstream of the DPF 33. This will be specifically described below. FIG. 2A shows the relationship between the engine speed and the pressure immediately upstream of the DPF 33 when the engine torque is a predetermined value (a specific value). The line A in FIG. It is a characteristic when it is not deposited. By detecting the deviation of the current pressure with respect to this line A, the PM accumulation amount can be detected. For example, line B in the figure is a characteristic when PM is deposited on 20% of the capacity of DPF 33, and line C is a characteristic when PM is deposited on 30%. That is, the current PM accumulation amount can be detected by detecting the engine speed and the pressure immediately upstream of the DPF 33 under the condition that the engine torque is constant. Specifically, the controller (regeneration operation control means) 5 receives a pressure signal from the PM accumulation amount detection sensor 35 and an engine rotation speed signal from an engine rotation speed sensor (not shown) to calculate the PM accumulation amount. The PM deposit amount may be detected only by the PM deposit amount detection sensor 35.

  Further, it is possible to detect the PM accumulation amount based on the relationship between the engine load and the pressure immediately upstream of the DPF 33. FIG. 2 (b) shows the relationship between the engine load and the pressure immediately upstream of the DPF 33 when the engine speed is a predetermined value (a specific value). The line A in FIG. It is a characteristic when it is not deposited. By detecting the deviation of the current pressure with respect to this line A, the PM accumulation amount can be detected. For example, line B in the figure is a characteristic when PM is deposited on 20% of the capacity of DPF 33, and line C is a characteristic when PM is deposited on 30%. In other words, the current PM accumulation amount can be detected by detecting the engine load and the pressure immediately upstream of the DPF 33 under a condition where the engine speed is constant.

  The engine is provided with a regeneration controller 5 for controlling the regeneration operation of the DPF 33. The controller 5 includes a PM accumulation amount detection signal (for example, the pressure signal) from the PM accumulation amount detection sensor 35. The exhaust gas temperature detection signal from the exhaust gas temperature detection sensor 36 is transmitted. Further, the controller 5 transmits a control signal to the intake throttle device 24 and the exhaust temperature raising device 34 in accordance with the received PM accumulation amount detection signal and exhaust temperature detection signal. The actuator of the intake throttle device 24 is operated according to the intake throttle control signal transmitted to the intake throttle device 24, and the butterfly valve is rotated so that the opening degree according to the intake throttle control signal is obtained. Further, the electric heater is ON / OFF controlled according to the exhaust gas temperature raising control signal transmitted to the exhaust gas temperature raising device 34, and the heating operation of the exhaust gas by this electric heater is controlled.

  The above is the schematic configuration of the engine according to the present embodiment. Next, each embodiment will be described.

(First embodiment)
In the present embodiment, the intake throttle device 24 and the exhaust temperature raising device 34 are controlled in accordance with the PM accumulation amount and the exhaust gas temperature inside the DPF 33. That is, when the controller 5 receives the PM accumulation amount detection signal from the PM accumulation amount detection sensor 35, it is determined that the PM accumulation amount in the DPF 33 exceeds a predetermined amount, and the exhaust gas from the exhaust temperature detection sensor 36 is exhausted. When the controller 5 receives the temperature detection signal and it is determined that the exhaust gas temperature has not reached the regenerative operation possible temperature (hereinafter, when these two conditions are satisfied, the “exhaust temperature rise control start condition is satisfied In this case, the exhaust gas temperature is raised to a regenerative operation temperature by operating one or both of the intake throttle device 24 and the exhaust temperature raising device 34, thereby continuing the operation of the engine body 1. In this manner, the regeneration operation of the DPF 33 is performed. Hereinafter, a plurality of specific operation contents will be described.

-Intake throttle priority operation-
First, the operation of giving priority to the intake throttle by the intake throttle device 24 will be described. When the exhaust temperature raising control start condition is satisfied, first, the controller 5 transmits an intake throttle control signal to the intake throttle device 24. As a result, the actuator of the intake throttle device 24 is operated, the butterfly valve is rotated so as to obtain an opening corresponding to the intake throttle control signal, and the flow passage area of the intake pipe 21 is reduced. As a result, the intake air amount decreases, the air-fuel ratio becomes rich, the combustion temperature in the combustion chamber rises, and the exhaust gas temperature increases. As a result, when the exhaust gas temperature reaches the above reproducible temperature, the DPF 33 is regenerated without the exhaust temperature raising device 34 being operated.

  On the other hand, if the exhaust gas temperature detected by the exhaust temperature detection sensor 36 does not reach the regeneration operable temperature even after a predetermined time has elapsed after the intake throttle device 24 is operated, the operation of the exhaust temperature raising device 34 is performed. Is done. That is, the controller 5 transmits an exhaust gas temperature raising control signal to the exhaust gas temperature raising device 34. As a result, the electric heater is turned on, and the exhaust gas is heated by the electric heater. As a result, the exhaust gas temperature is further increased, and the exhaust gas temperature reaches the regenerative operation possible temperature by the intake throttle operation by the intake throttle device 24 and the heating operation by the exhaust temperature raising device 34 (electric heater), and the DPF 33 is regenerated. It will be.

  FIG. 3 is a diagram showing a temporal change in the exhaust gas temperature when the heating operation by the exhaust temperature raising device 34 is performed after the intake throttle operation by the intake throttle device 24 is performed in the intake throttle priority operation. . As is clear from this figure, immediately after the intake throttling operation by the intake throttling device 24 is started (this start point is indicated by a point A in the figure), the exhaust gas temperature once rises, and then only the intake throttling operation is performed. Reaches the limit (temperature rise limit) at which the exhaust gas temperature can be raised (point B in the figure). Thereafter, a heating operation is performed by the exhaust temperature raising device 34 (a heating operation start point is indicated by a point C in the figure), whereby the exhaust gas temperature rises again to reach a regenerative operation possible temperature (target temperature), and the DPF 33 Is played.

  According to the intake throttle priority operation described above, when the exhaust gas temperature reaches the regenerative operation possible temperature by the intake throttle operation by the intake throttle device 24, the operation of the exhaust temperature raising device 34 is not performed. For this reason, the energy loss by electricity supply to an electric heater can be suppressed. In addition, if the exhaust gas temperature is raised to the temperature at which regeneration is possible only by heating by the exhaust temperature raising device 34, the rise of the temperature rise of the electric heater is slow, so that it takes a long time to actually start the regeneration. However, according to this intake throttling priority operation, the exhaust gas temperature can be raised quickly by starting the intake throttling operation by the intake throttling device 24 first.

-Exhaust heating priority operation-
Next, the operation giving priority to exhaust heating by the exhaust temperature raising device 34 will be described. When the exhaust temperature raising control start condition is satisfied, first, the controller 5 transmits an exhaust temperature raising control signal to the exhaust temperature raising device 34. As a result, the electric heater is turned on, and the exhaust gas is heated by the electric heater. As a result, the exhaust gas temperature is increased. As a result, when the exhaust gas temperature reaches the regenerative operation possible temperature, the DPF 33 is regenerated without performing the intake throttle operation by the intake throttle device 24.

  On the other hand, if the exhaust gas temperature detected by the exhaust temperature detection sensor 36 does not reach the regenerative operation temperature even after a predetermined time has elapsed after the exhaust temperature raising device 34 is operated, the intake throttle device 24 is operated. Is done. That is, the controller 5 transmits an intake throttle control signal to the intake throttle device 24. As a result, the actuator of the intake throttle device 24 is operated, the butterfly valve is rotated so as to obtain an opening corresponding to the intake throttle control signal, and the flow passage area of the intake pipe 21 is reduced. As a result, the intake air amount decreases, the air-fuel ratio becomes rich, the combustion temperature in the combustion chamber rises, and the exhaust gas temperature is further increased. As a result, the exhaust gas temperature reaches the regeneration operable temperature by the heating operation by the exhaust temperature raising device 34 and the intake throttle operation by the intake throttle device 24, and the DPF 33 is regenerated.

  Also in this exhaust heating priority operation, the exhaust gas temperature rise process in two steps (temperature increase by the heating operation of the exhaust temperature raising device 34 and intake throttle) as in the case described with reference to FIG. The exhaust gas temperature reaches the regeneration possible temperature through the temperature rise due to the intake throttle operation of the device 24, and the DPF 33 is regenerated.

  According to the exhaust heating priority operation described above, when the exhaust gas temperature reaches the regeneration operable temperature by the heating operation by the exhaust temperature raising device 34, the operation of the intake throttle device 24 is not performed. For this reason, it is possible to suppress an increase in the generation amount of CO and THC accompanying a decrease in the intake air amount, and it is possible to suppress deterioration in fuel consumption by suppressing the pumping loss of the engine. Further, there is a limit to the exhaust gas temperature that can be increased only by the intake throttling operation (for example, only a temperature increase of about 50 to 100 deg can be expected). Can be reliably and significantly increased.

-Selection between intake throttle priority operation and exhaust heating priority operation-
The intake throttle priority operation and the exhaust heating priority operation described above may be set in advance so that either one is performed in the individual engine. That is, the engine is prepared so as to perform an intake throttle priority operation or an exhaust heating priority operation. Further, even with the same engine, the intake throttle priority operation and the exhaust heating priority operation may be selectively executed in accordance with the operating conditions.

  Specifically, as the selection operation, the controller 5 receives an exhaust temperature detection signal from the exhaust temperature detection sensor 36, compares the detected exhaust gas temperature with the above-described regeneration operable temperature, and the exhaust gas temperature is regenerated. When the temperature is slightly lower than the operable temperature (for example, the difference is less than 100 deg), the intake throttle priority operation is executed. In this case, the exhaust gas temperature can be made to reach the regenerative operation temperature only by the intake throttle operation by the intake throttle device 24, and the heating operation by the exhaust temperature raising device 34 becomes unnecessary.

  On the other hand, in a situation where the engine load increases rapidly (for example, when traveling uphill), the exhaust heating priority operation is executed. The reason for this is that if the intake air amount is decreased in a situation where the engine load increases rapidly, engine stall may occur, so that the heating operation by the exhaust temperature raising device 34 is prioritized, thereby securing the intake air amount. .

  Further, the operation for selecting the intake throttle priority operation and the exhaust heating priority operation may be selected according to the engine speed and the exhaust gas temperature. For example, as shown in FIG. 4, when both the engine speed and the exhaust gas temperature are low, the exhaust heating priority operation is selected, and when both the engine speed and the exhaust gas temperature are high, the intake throttle priority operation is selected. Such a map is stored in the controller 5, and the selection operation is performed according to this map.

− Simultaneous intake throttle / exhaust heating start operation −
In this operation, when the exhaust gas temperature raising control start condition is satisfied, the controller 5 transmits an intake air temperature control signal to the intake air throttle device 24 and transmits an exhaust gas temperature raising control signal to the exhaust gas temperature raising device 34. Accordingly, it is possible to obtain both an increase in the exhaust gas temperature due to the intake throttle operation of the intake throttle device 24 and an increase in the exhaust gas temperature due to the heating operation of the exhaust temperature raising device 34, so that the exhaust gas temperature can quickly reach the regenerative operation possible temperature. As a result, the DPF 33 is regenerated. For this reason, the time from when the exhaust temperature raising control start condition is satisfied to when the regeneration of the DPF 33 is completed can be shortened.

-Intake throttle limit by intake throttle device 24-
If the amount of intake air is reduced by the intake throttle operation of the intake throttle device 24, the in-cylinder pressure at the compression top dead center of the engine cannot be obtained sufficiently (self-ignition of the air-fuel mixture at an appropriate timing is possible) If this happens, the ignition timing of the air-fuel mixture will be greatly delayed, or misfire will occur. For this reason, there is a limit to the intake throttle amount by the intake throttle device 24. Therefore, the intake throttle control signal transmitted from the controller 5 to the intake throttle device 24 has an upper limit value (maximum throttle amount: threshold value) so that a throttle amount that does not cause a limit of the intake throttle amount can be obtained. ) Is preset. Such intake throttle limit setting is set in advance in any of the above-described intake throttle priority operation, exhaust heating priority operation, and intake throttle / exhaust heating simultaneous start operation. The threshold value is specifically defined as, for example, a valve opening at which a flow area of about 20% is obtained with respect to the flow area of the intake pipe 21 when the butterfly valve is fully open.

  FIG. 5 shows the change state of the in-cylinder pressure and the mixture ignition timing when the intake throttle amount is changed. As is apparent from this figure, when the intake throttle operation is not performed (line A in the figure), the cylinder pressure at the compression top dead center is sufficiently obtained, and the ignition timing of the air-fuel mixture is also determined on the piston. Near dead center (ignition timing a). In contrast, as the intake throttle amount is increased, the cylinder pressure at the compression top dead center is lowered (lines B and C in the figure), and the ignition timing of the air-fuel mixture is also delayed (ignition timing b). C). In other words, it approaches the misfire limit. For this reason, in this embodiment, a limit (threshold value) is given to the intake throttle amount so that the misfire of the air-fuel mixture does not occur.

  The threshold value may be set in advance in the intake throttle control signal as described above (transmitting a control signal for controlling the throttle amount so as not to exceed the misfire limit). The actuator may be given in advance (regardless of the intake throttle control signal, the actuator adjusts the opening of the butterfly valve within a range not exceeding the threshold value (misfire limit)).

(Second Embodiment)
Next, a second embodiment will be described. The present embodiment is a modification of the “threshold value” that defines the limit of the intake throttle amount in the first embodiment. Since other configurations and control operations are the same as those in the first embodiment, description of common parts with the first embodiment is omitted here.

  As described above, if the intake air amount is reduced by the intake throttle operation of the intake throttle device 24, the ignition timing of the air-fuel mixture is delayed. As a result, incomplete combustion occurs, and the amount of CO and THC generated in the exhaust gas increases. FIG. 6 shows the relationship between the intake throttle amount and the concentrations of CO and THC in the exhaust gas. As described above, in the region where the intake throttle amount is relatively small, the rate of increase in the concentration of CO and THC with respect to the increase amount of the intake throttle amount is small. However, in the region where the intake throttle amount is relatively large, the increase amount of the intake throttle amount. The rate of increase in the concentration of CO and THC becomes extremely large.

  For this reason, in the present embodiment, the maximum permissible amount within the range where the CO and THC generation amounts are relatively small (hereinafter, this range is referred to as the CO / THC generation amount allowable range: range A in the figure) ( Hereinafter, this value is referred to as the CO / THC generation amount allowable limit: the intake throttle amount at the time when point a) in the figure is reached is set as the first threshold value, and the engine is stopped due to misfire accompanying the delay of the ignition timing. An intake throttle amount (hereinafter, referred to as an engine operation limit (misfire limit)) that may cause a malfunction is set in advance as a second threshold (see FIG. 6).

  As the regeneration operation of the DPF 33 in the present embodiment, when the exhaust temperature raising control start condition is satisfied, first, the intake throttle operation by the intake throttle device 24 is started, and the exhaust gas temperature does not reach the regeneration operable temperature. When the intake throttle amount reaches the first threshold value, the intake throttle operation by the intake throttle device 24 is temporarily stopped (the intake throttle amount is maintained), and the heating operation by the exhaust temperature raising device 34 is started. That is, the exhaust gas temperature is raised while suppressing the generation amount of CO and THC within the allowable range of CO / THC generation amount. If the exhaust gas temperature detected by the exhaust temperature detection sensor 36 does not reach the regeneration operable temperature even after a predetermined time has elapsed after the exhaust temperature raising device 34 is operated, the intake air by the intake throttle device 24 The throttle operation is restarted, and the intake throttle amount is increased with the second threshold as the upper limit.

  FIG. 7 is a diagram showing temporal changes in the exhaust gas temperature and the concentrations of CO and THC in the exhaust gas when this operation is executed. As is apparent from this figure, the exhaust gas temperature gradually rises by the intake throttle operation (the start point of the intake throttle operation is indicated by a point a in the figure) until the first threshold value is reached, and the exhaust gas The concentration of CO and THC in the medium gradually increases. When the intake throttle amount reaches the first threshold value and the operation is switched to the heating operation by the exhaust temperature raising device 34 (point b in the figure), the exhaust gas temperature gradually increases, but this heating is accompanied. The oxidation catalyst function of the DPF 33 is exerted to purify CO and THC, and the concentration decreases. Thereafter, when the limit of the heating capacity of the exhaust temperature raising device 34 is reached and the intake throttle operation by the intake throttle device 24 is resumed (point c in the figure), the exhaust gas temperature further rises, and the regeneration operation When the possible temperature is reached, the regeneration of the DPF 33 is started. When the exhaust gas temperature reaches the regenerative operation possible temperature during this series of operations, the DPF 33 is regenerated by maintaining this state. For example, when the exhaust gas temperature reaches the regeneration operable temperature by the heating operation by the exhaust temperature raising device 34, the DPF 33 is regenerated without starting the further intake throttle operation by the intake throttle device 24. .

-Change of threshold according to engine operating condition-
When the operating state of the engine changes, the amount of CO and THC generated with respect to the intake throttle amount and the amount of delay of the ignition timing of the air-fuel mixture also change, so the above-mentioned CO / THC generation allowable range, CO / THC generation allowable limit The operating limits are also different values. For this reason, the first threshold value and the second threshold value are also set as different values depending on the operating state of the engine. Hereinafter, the changing operation of the first threshold value and the second threshold value will be described.

  FIG. 8 shows a case where each threshold value is changed according to the engine speed and the engine torque. As can be seen from this figure, the lower the engine speed and the engine torque, the higher the first threshold value and the second threshold value can be set (there is more room for the intake throttle amount), while the engine speed As the engine torque is higher, the first threshold value and the second threshold value need to be set to lower values (increasing the restriction on the intake throttle amount). For example, if the load is high even if the engine speed is low, there is a possibility that the engine operation limit will be reached early because there is no room for the intake air amount despite the low exhaust gas temperature. For this reason, in this situation, the second threshold value is set low. This prevents engine stall. In addition, when the engine speed is low, the angular speed of the crankshaft is low even if there is an ignition delay, so the crank angle at the ignition timing does not deviate greatly from the top dead center of the piston, and combustion is possible. Yes. For this reason, the first threshold value can be set higher. That is, even if the intake throttle amount is increased, the generation amount of CO and THC can be suppressed within the allowable range. In this way, by changing each threshold according to changes in the operating state of the engine, it is possible to avoid engine stalls while suppressing energy loss as much as possible, and to suppress the generation amount of CO and THC within the allowable range. In this state, the regeneration operation of the DPF 33 can be executed.

−Change of threshold according to cetane number of fuel−
When the cetane number of fuel (diesel oil in the case of a diesel engine) differs, the amount of CO and THC generated with respect to the intake throttle amount and the amount of delay in the ignition timing of the air-fuel mixture also change. -THC generation limit and engine operation limit are also different values. For this reason, the first threshold value and the second threshold value are also set as different values according to the cetane number of the fuel to be used. Hereinafter, the changing operation of the first threshold value and the second threshold value will be described.

  FIG. 9 shows the relationship between the intake throttle amount and the concentrations of CO and THC in the exhaust gas for two types of fuel having different cetane numbers (for example, those having a cetane number of “55” and “45”). . As can be seen from this figure, since the fuel with a low cetane number tends to have a large ignition delay, both the first threshold value and the second threshold value are set lower than those with a high cetane number (intake throttle amount). Need to be increased). In other words, since the ignition delay of the fuel having a high cetane number is small, both the first threshold value and the second threshold value can be set higher than the fuel having a low cetane number (there is a margin in the intake throttle amount). ).

  Thus, by setting each threshold value according to the fuel, the engine stall can be avoided and the regeneration operation of the DPF 33 can be executed in a state where the generation amount of CO and THC is suppressed within the allowable range.

(Third embodiment)
Next, a third embodiment will be described. In the present embodiment, an electric heater is employed as the exhaust temperature raising device 34, and power supply to the electric heater 34 is performed directly from the alternator. Since other configurations and control operations are the same as those in the first embodiment and the second embodiment described above, the description of the common parts with the first embodiment and the second embodiment is omitted here.

  As shown in FIG. 10, in the engine according to the present embodiment, an alternator 61 that generates electric power by receiving the rotational driving force of the crankshaft is attached to a side surface of the engine body 1, and a part of the electric power generated by the alternator 61. Is supplied to an electric heater (exhaust temperature raising device) 34. Switching on / off the power supply to the electric heater 34 is performed by an exhaust gas temperature raising control signal from the controller 5 as in the case of the first embodiment. The alternator 61 also performs power generation for charging a battery (not shown) and driving auxiliary equipment.

  The feature of this embodiment is in the ON / OFF control of the electric heater 34 performed by the exhaust gas temperature raising control signal from the controller 5.

  FIG. 11 shows the relationship between the output of the engine body 1 and the output used by the electric heater 34 among them. The solid line in the figure indicates the output limit of the engine body 1 (the maximum output line of the engine). Also, the hatched area in the figure is the engine output used (consumed) by the electric heater 34 when the electric heater 34 is turned on (used for heat generation of the electric heater 34 out of the engine output). Output).

  For this reason, when the engine main body 1 is driven at an output (for example, point A in the figure) lower than the broken line in the figure (when the load is driven in a relatively low state), the electric heater 34 Since there is a surplus of output beyond the engine output used, even if the electric heater 34 is turned on, the exhaust gas can be heated by the electric heater 34 without affecting the running performance and traction performance. . That is, when an energization request for the electric heater 34 is made in this engine driving state (when the heating operation by the electric heater 34 is performed in each of the above embodiments), an exhaust temperature raising control signal is sent from the controller 5 to the electric heater 34. The heating operation is started after being transmitted.

  On the other hand, when the engine body 1 is driven with an output higher than the broken line in the figure (for example, point B in the figure) (when the engine is driven with a relatively high load), the output margin is sufficient. In this case, the electric heater 34 is not turned on, and the exhaust gas temperature is raised only by the intake throttle operation by the intake throttle device 24 because the amount is smaller than the engine output used by the electric heater 34. That is, even if the electric heater 34 is requested to be energized in this engine driving state, the exhaust gas temperature raising control signal is not transmitted from the controller 5 to the electric heater 34. For this reason, the exhaust gas temperature is increased only by the intake throttle operation of the intake throttle device 24, and when the exhaust gas temperature reaches the regeneration operable temperature, the DPF 33 is regenerated. That is, the regeneration of the DPF 33 is performed without hindering traveling performance and traction performance.

  In the above description, when the output margin of the engine body 1 is smaller than the engine output used by the electric heater 34, the electric heater 34 is not turned on. The heat generation amount of the heater 34 is made variable in a plurality of stages, and the heat generation amount of the electric heater 34 is adjusted according to the engine output margin so that the exhaust gas is heated by the electric heater 34 as much as possible. It may be.

-Modification of the third embodiment-
In the third embodiment described above, power is supplied to the electric heater 34 from the alternator 61 that performs charging for the battery and power generation for driving the auxiliary machines, but this modified example is shown in FIG. As shown, a dedicated generator 62 for supplying power to the electric heater 34 is provided. Similarly to the alternator 61, the generator 62 receives the rotational driving force of the crankshaft and generates power.

  Also in this modification, the ON / OFF control of the electric heater 34 performed by the exhaust gas temperature raising control signal from the controller 5 is a request for energizing the electric heater 34 as in the case of the third embodiment described above. It is performed according to the engine output state at the time of being made.

  Also in this case, the amount of heat generated by the electric heater 34 is variable in a plurality of stages, and the amount of heat generated by the electric heater 34 is adjusted according to the engine output margin so that the exhaust by the electric heater 34 is possible as much as possible. A gas heating operation may be performed.

(Fourth embodiment)
Next, a fourth embodiment will be described. The present embodiment is characterized by the control operation of the EGR valve during regeneration of the DPF 33 when an EGR (Exhaust Gas Recirculation) device is provided. Since other configurations and control operations are the same as those of the above-described embodiments, description of common parts with the above-described embodiments is omitted here.

  As shown in FIG. 13, the engine according to the present embodiment is provided with an EGR passage 71 for recirculating exhaust gas from the exhaust system 3 to the intake system 2. The EGR passage 71 has an EGR whose opening degree can be adjusted. A valve 72 is provided.

  As an operation characteristic of the present embodiment, when the intake throttle operation by the intake throttle device 24 is being performed, the opening degree of the EGR valve 72 is reduced in accordance with the throttle amount of the butterfly valve. .

  FIG. 14 shows the relationship between the intake throttle amount of the intake throttle device 24 and the opening degree of the EGR valve 72 in the opening degree control of the EGR valve 72 according to the present embodiment. FIG. 15 shows an example of a temporal change in the opening degree of the EGR valve 72 with respect to the intake throttle amount by the intake throttle device 24.

  The recirculation amount of the EGR gas is determined according to the differential pressure between the intake side and the exhaust side and the opening degree of the EGR valve 72. As described above, since the intake throttle device 24 performs the intake throttle operation when the DPF 33 is regenerated, the pressure on the intake side becomes low. That is, when the opening degree of the EGR valve 72 is constant, the differential pressure between the intake side and the exhaust side increases, and the exhaust gas recirculation amount may increase more than necessary, leading to poor combustion. For this reason, in the present embodiment, as the intake throttle amount by the intake throttle device 24 increases (the intake side pressure decreases), the opening degree of the EGR valve 72 is decreased to keep the exhaust gas recirculation rate constant. In this way, the combustion state of the air-fuel mixture can be maintained satisfactorily.

In the present embodiment, the engine speed and the engine torque are monitored during the regeneration of the DPF 33, and the EGR valve 72 is fully closed when these fluctuation amounts exceed a predetermined amount. FIG. 16 shows an example of temporal changes in the engine speed, the engine torque, the opening degree of the EGR valve 72, and the intake throttle amount by the intake throttle device 24 in this case. When the opening degree of the EGR valve 72 is to be changed according to the intake throttle amount by the intake throttle device 24 during regeneration of the DPF 33, the EGR recirculation amount is slightly delayed with respect to the intake throttle operation by the intake throttle device 24. . For this reason, in a situation where the engine speed and the engine torque vary greatly, the opening changing operation of the EGR valve 72 may adversely affect the combustion state of the air-fuel mixture. For this reason, as shown in FIG. 16, when the engine speed and the engine torque fluctuate greatly during the regeneration of the DPF 33, the opening degree of the EGR valve 72 is made to follow the change in the intake throttle amount by the intake throttle device 24. Therefore, the EGR valve 72 is forcibly fully closed (timing A in the figure), and the exhaust gas recirculation amount is set to “0” to avoid combustion failure. Thereafter, when fluctuations in the engine speed and engine torque become small, control for changing the opening degree of the EGR valve 72 according to the intake throttle amount of the intake throttle device 24 is started again (timing B in the figure).
(Fifth embodiment)
Next, a fifth embodiment will be described. The present embodiment is characterized in that when a turbocharger is provided, a plurality of “threshold values” for switching the regeneration operation of the DPF 33 are set. Since other configurations and control operations are the same as those of the above-described embodiments, description of common parts with the above-described embodiments is omitted here.

  As shown in FIG. 17, the engine according to the present embodiment includes a turbocharger 8, and compresses intake air using the fluid energy of exhaust gas to increase the air density, thereby increasing the engine output. I am doing so.

  As the “threshold value” for switching the regeneration operation of the DPF 33, first, the first threshold value is set as in the second embodiment described above. This first threshold value is the intake air when the maximum allowable amount (CO / THC generation amount allowable limit) is reached in a range where CO and THC generation amounts are relatively small (CO / THC generation amount allowable range). Set as the amount of aperture. On the other hand, the second threshold value is set as the intake throttle amount at the time when surging of the turbocharger 8 occurs (see the first threshold value and the second threshold value in FIG. 18). This surging occurs because the compression ratio is maintained high by the turbocharger 8 even though the intake air amount is reduced by increasing the intake throttle amount. That is, this second threshold value is set as the intake throttle amount at the engine operation limit in this embodiment.

  The operation after the intake throttle amount reaches the first threshold during the regeneration operation of the DPF 33 in this embodiment is performed in the same manner as in the second embodiment described above. That is, when the exhaust temperature raising control start condition is satisfied, first, the intake throttle operation by the intake throttle device 24 is started, and the intake throttle amount reaches the first threshold value without the exhaust gas temperature reaching the regeneration operable temperature. When it has reached, the intake throttle operation by the intake throttle device 24 is temporarily stopped (the intake throttle amount is maintained), and the heating operation by the exhaust temperature raising device 34 is started. That is, the exhaust gas temperature is raised while suppressing the generation amount of CO and THC within the allowable range of CO / THC generation amount. If the exhaust gas temperature detected by the exhaust temperature detection sensor 36 does not reach the regeneration operable temperature even after a predetermined time has elapsed after the exhaust temperature raising device 34 is operated, the intake air by the intake throttle device 24 The throttle operation is restarted, and the intake throttle amount is increased with the second threshold set as the upper limit (in a range where surging of the turbocharger 8 does not occur).

  FIG. 19 is a diagram showing temporal changes in the exhaust gas temperature and the concentrations of CO and THC in the exhaust gas when this operation is executed. As is apparent from this figure, the exhaust gas temperature gradually rises by the intake throttle operation (the start point of the intake throttle operation is indicated by a point a in the figure) until the first threshold value is reached, and the exhaust gas The concentration of CO and THC in the medium gradually increases. When the intake throttle amount reaches the first threshold value and the operation is switched to the heating operation by the exhaust temperature raising device 34 (point b in the figure), the exhaust gas temperature gradually increases, but this heating is accompanied. The oxidation catalyst function of the DPF 33 is exerted to purify CO and THC, and the concentration decreases. Thereafter, when the limit of the heating capacity of the exhaust temperature raising device 34 is reached and the intake throttle operation by the intake throttle device 24 is resumed (point c in the figure), the exhaust gas temperature further rises, and the regeneration operation When the possible temperature is reached, the regeneration of the DPF 33 is started. When the exhaust gas temperature reaches the regenerative operation possible temperature during this series of operations, the DPF 33 is regenerated by maintaining this state.

-Modification of the fifth embodiment-
As a modification of the above-described fifth embodiment, setting of a threshold when a wastegate valve is provided in the turbocharger and switching of the regeneration operation of the DPF 33 according to the threshold will be described.

  As shown in FIG. 20, the engine according to the present modification includes a turbocharger 8, and exhaust gas is supplied to the exhaust pipe 32 along with the opening operation of the wastegate valve 81 and the wastegate valve 81. A bypass passage 82 for bypassing is provided.

  As the “threshold value” for switching the regeneration operation of the DPF 33, the same first threshold value and second threshold value as those in the fifth embodiment are set. The first threshold value is set as an intake throttle amount when the CO / THC generation amount allowable limit is reached, and the second threshold value is a surging of the turbocharger 8 when the closed state of the wastegate valve 81 is maintained. It is set as the intake throttle amount at the time when the situation occurs.

  In this embodiment, a third threshold value is set. The third threshold value is determined by opening the wastegate valve 81 when the surcharge of the turbocharger 8 occurs (when the wastegate valve 81 is closed and the intake throttle amount reaches the second threshold value). After canceling the surging of the charger 8, the intake air is further throttled, and the intake throttle amount (engine operation limit (misfire limit)) that may cause the engine to stop due to misfire due to the ignition timing delay due to the intake throttle operation. (See FIG. 18).

  As the regeneration operation of the DPF 33 in this modification, when the exhaust gas temperature increase control start condition is satisfied, first, the intake throttle operation by the intake throttle device 24 is started, and the exhaust gas temperature does not reach the regeneration operable temperature. When the intake throttle amount reaches the first threshold value, the intake throttle operation by the intake throttle device 24 is temporarily stopped (the intake throttle amount is maintained), and the heating operation by the exhaust temperature raising device 34 is started. That is, the exhaust gas temperature is raised while suppressing the generation amount of CO and THC within the allowable range of CO / THC generation amount. If the exhaust gas temperature detected by the exhaust temperature detection sensor 36 does not reach the regeneration operable temperature even after a predetermined time has elapsed after the exhaust temperature raising device 34 is operated, the intake air by the intake throttle device 24 The throttle operation is resumed, and the intake throttle amount is increased while the closed state of the wastegate valve 81 is maintained (while turbocharging is performed) until the intake throttle amount reaches the second threshold value. When the intake throttle amount reaches the second threshold without the exhaust gas temperature reaching the regenerative operation possible temperature, the wastegate valve 81 is opened, and surging of the turbocharger 8 is eliminated, and the third The intake throttle amount is further increased with the threshold as the upper limit.

  FIG. 21 shows an example of a temporal change in the intake throttle amount by the intake throttle device 24 and the opening degree of the wastegate valve 81 in this case. If the waste gate valve 81 is opened in this way, the expansion work of the exhaust gas in the turbocharger 8 is eliminated, so that the exhaust gas can be sent to the DPF 33 while keeping the exhaust gas temperature high, whereby the exhaust gas introduced into the DPF 33 The temperature can be raised to the temperature at which regeneration is possible at an early stage.

  In the above-described modification, the exhaust system 3 is provided with the bypass passage 82 and the waste gate valve 81, and by opening the waste gate valve 81, turbo surging can be avoided and further intake throttle can be performed. . Instead, the intake system 2 is provided with a bypass passage for bypassing the turbocharger 8 and an intake bypass valve for opening and closing the bypass passage, and by opening the intake bypass valve, turbo surging is avoided to further increase the intake throttle. It is good also as a structure which enables this.

(Sixth embodiment)
Next, a sixth embodiment will be described. This embodiment is characterized in the PM accumulation amount estimation operation. Since other configurations and control operations are the same as those of the above-described embodiments, description of common parts with the above-described embodiments is omitted here.

  The pressure immediately upstream of the DPF 33 detected when the PM accumulation amount detection sensor 35 is constituted by a pressure sensor increases as the internal temperature of the DPF 33 increases. For this reason, when it is going to estimate PM deposition amount based on the pressure immediately upstream of DPF33, it is necessary to consider not only this pressure but the internal temperature of DPF33. Further, when the exhaust gas temperature rises due to a change in engine load or rotation speed, the actual internal temperature rise rate of the DPF 33 is slower than the exhaust gas temperature rise rate. This is because the DPF 33 itself has a heat capacity.

  In the present embodiment, in consideration of the fact that the internal temperature of the DPF 33 affects the pressure immediately upstream of the DPF 33 in this way and the fact that the increase in the actual internal temperature of the DPF 33 is delayed compared to the increase in the exhaust gas temperature, For the estimated value of the PM accumulation amount calculated based on the values detected in (the pressure immediately upstream of the DPF 33 and the exhaust gas temperature value), the PM accumulation amount is corrected by an amount corresponding to the pressure and temperature values. The estimated value is corrected.

  FIG. 22 shows an example of temporal changes in the engine speed, the exhaust gas temperature (detected value), the internal temperature of the DPF 33, the pressure immediately upstream of the DPF 33 (detected value), and the estimated value of the PM accumulation amount. Show. As shown in this figure, when the engine speed increases, the exhaust gas temperature and the pressure immediately upstream of the DPF 33 rapidly increase. On the other hand, the rise in the internal temperature of the DPF 33 is moderate. Further, the pressure immediately upstream of the DPF 33 detected here is influenced by the internal temperature of the DPF 33 and is slightly different from the true pressure value. That is, when the pressure is detected as a pressure lower than the true pressure value, and the PM deposition amount is estimated only from this pressure value, it is estimated as a deposition amount smaller than the actual deposition amount.

  Therefore, here, the internal temperature of the DPF 33 is estimated according to the detected change state of the exhaust gas temperature, and the PM accumulation amount is estimated based on the internal temperature of the DPF 33 and the pressure immediately upstream of the detected DPF 33. The correction amount for the value is determined. That is, the estimated value of the PM accumulation amount indicated by the solid line in FIG. 22 is calculated by the detected pressure immediately upstream of the DPF 33, and by correcting this with a predetermined correction amount, FIG. The estimated value of the PM accumulation amount indicated by the broken line is calculated. As a result, the PM deposition amount is more accurate considering the fact that the internal temperature of the DPF 33 affects the pressure immediately upstream of the DPF 33 and that the actual increase in the internal temperature of the DPF 33 is delayed compared to the increase in the exhaust gas temperature. Can be estimated.

  In the above-described sixth embodiment, the internal temperature of the DPF 33 is estimated according to the detected change state of the exhaust gas temperature. However, the internal temperature of the DPF 33 is set according to the change state of the engine speed and torque. You may make it estimate.

(Seventh embodiment)
Next, a seventh embodiment will be described. This embodiment is characterized by control for setting the start timing of the regeneration operation of the DPF 33. Since other configurations and control operations are the same as those of the above-described embodiments, description of common parts with the above-described embodiments is omitted here.

  When the PM collection operation and the regeneration operation in the DPF 33 are repeated, PM that cannot be removed by the regeneration operation is accumulated in the DPF 33. This is the ash content of lubricating oil, engine wear powder, and the like. Because of these existences, even if the regeneration operation is performed for a long time, the pressure immediately upstream of the DPF 33 cannot be restored (decreased) to the pressure immediately upstream of the DPF 33 when it is new. In this situation, when the regeneration start pressure of the DPF 33 is set to a constant value, the following problems occur.

  In other words, when the regeneration operation is terminated when a predetermined time has elapsed after the regeneration operation is started, the pressure immediately upstream of the DPF 33 is already higher than the pressure at the time of the new product at the end of the regeneration operation. It is higher and the difference from the regeneration start pressure is smaller. This difference becomes smaller every time the PM collection operation and the regeneration operation of the DPF 33 are repeated. Therefore, the time interval from the end of the regeneration operation until the pressure immediately upstream of the DPF 33 reaches the regeneration start pressure is shortened, and the frequency of execution of the regeneration operation is increased. The broken line in FIG. 23 shows a situation where the frequency of execution of this reproduction operation gradually increases.

  On the other hand, when the regeneration operation is terminated when the pressure immediately upstream of the DPF 33 decreases to a predetermined pressure (regeneration end pressure) after the regeneration operation is started, the PM collection of the DPF 33 is performed as described above. Each time the operation and the regeneration operation are repeated, the pressure immediately upstream of the DPF 33 at the end of regeneration increases. Therefore, even if the regeneration operation is performed for a long time, the pressure immediately upstream of the DPF 33 decreases to the regeneration end pressure. In such a situation, the reproduction operation cannot be completed.

  For this reason, in this embodiment, the fuel injection amount of the engine from when the DPF 33 is newly installed is integrated, and both the regeneration start pressure and the regeneration end pressure are gradually updated to be higher values according to the integrated value. I try to keep going. The two-dot chain line in FIG. 23 indicates the set values of the regeneration start pressure and regeneration end pressure. Further, the solid line in the figure indicates the execution state of the regeneration operation (the change state of the pressure immediately upstream of the DPF 33). As can be seen from this figure, according to the present embodiment, the reproduction operation can be executed at regular intervals, and the situation in which the reproduction operation cannot be terminated is not caused.

(Eighth embodiment)
Next, an eighth embodiment will be described. The present embodiment is characterized in that the regeneration temperature (target temperature) of the DPF 33 is set. Since other configurations and control operations are the same as those of the above-described embodiments, description of common parts with the above-described embodiments is omitted here.

  When the DPF 33 is regenerated, the internal temperature distribution of the DPF 33 is high at the center (higher than the regenerative operation temperature), while the outer periphery is exposed to the outside air, so that the temperature is relatively low. For this reason, the outer peripheral portion does not reach the reproducible temperature and there is a possibility that a reproduction failure has occurred. When such a state progresses, high-density PM is deposited on the outer peripheral portion, and this PM is oxidized during the regenerating operation or the like and becomes extremely hot, so that the DPF 33 may be melted. FIG. 24A is a cross-sectional view showing the inside of the DPF 33 before the start of the regenerating operation, and FIG. 24B is a cross-sectional view showing the inside of the DPF 33 after the regenerating operation, and PM is deposited on the outer periphery. It shows the state.

  For this reason, in this embodiment, when the pressure immediately upstream of the DPF 33 at the time of completion of the regeneration operation is detected and this pressure is higher than a predetermined value, regeneration failure has occurred in the outer peripheral portion of the DPF 33, It is determined that PM has accumulated on this outer peripheral portion, and the regeneration temperature (target temperature) in the next regeneration operation is set to be higher (for example, higher by 50 degrees) than the current regeneration temperature. Thereby, in the next regeneration operation, the temperature of the outer peripheral portion of the DPF 33 becomes high, and when this temperature reaches the regenerative operation possible temperature, it becomes possible to remove the PM of the outer peripheral portion. If the pressure immediately upstream of the DPF 33 at the time of completion of the regeneration operation at this time is still higher than a predetermined value, the regeneration temperature (target temperature) in the next regeneration operation is set to be higher. In this way, the regeneration temperature is updated until the PM on the outer periphery of the DPF 33 reaches a temperature that can be removed by the regeneration operation.

  FIG. 25 is a diagram illustrating an example of a temporal change in pressure immediately upstream of the DPF 33 when the regeneration temperature is changed as described above and when the regeneration temperature is not changed. In this figure, the solid line shows the change in pressure when the regeneration temperature is not changed, and the broken line shows the change in pressure when the regeneration temperature is changed. As described above, when the regeneration temperature is not changed, the amount of PM deposited on the outer periphery of the DPF 33 increases, and the pressure immediately upstream of the DPF 33 when the regeneration operation is completed increases accordingly. On the other hand, in the present embodiment, it is possible to effectively remove PM on the outer periphery of the DPF 33 by changing the regeneration temperature (the pressure immediately upstream of the DPF 33 at the time of the regeneration operation is kept low). The reproduction operation can be executed at regular intervals without increasing the frequency of the reproduction operation.

(Ninth embodiment)
Next, a ninth embodiment will be described. This embodiment is characterized by the setting of the regeneration end timing of the DPF 33. Since other configurations and control operations are the same as those of the above-described embodiments, description of common parts with the above-described embodiments is omitted here.

  In the regeneration operation of the DPF 33, the intake throttle operation and the heating operation by the electric heater are performed, so that the fuel consumption of the engine is deteriorated. Therefore, it is preferable that the execution time of this reproducing operation is as short as possible.

  In the present embodiment, as in the seventh embodiment described above, the fuel injection amount of the engine from when the DPF 33 is installed is integrated, and the regeneration end pressure is gradually increased according to the integrated value. Update as a value. A broken line in FIG. 26 indicates a pressure change state when the regeneration operation is terminated when a predetermined time has elapsed since the regeneration operation was started. As described above, when the reproduction end timing is set according to time, the reproduction operation is continued even though the reproduction is sufficiently performed, and a useless reproduction operation is performed (time T1 in FIG. 26). In some cases, however, the reproduction operation ends (timing T2 in FIG. 26) even though the reproduction has not been completed.

  On the other hand, according to the present embodiment, the regeneration operation execution time changes according to the regeneration state of the DPF 33, and the regeneration operation (the intake throttle operation or the heating operation by the electric heater) can be finished almost simultaneously with the completion of the regeneration. Yes (see solid line in FIG. 26). For this reason, it is possible to avoid a situation in which a useless playback operation is performed or the playback operation ends even though the playback has not been completely played back, and the reliability of the playback operation can be improved. it can.

(10th Embodiment)
Next, a tenth embodiment will be described. The present embodiment is characterized by an operation of setting (returning) the regeneration temperature (target temperature) of the DPF 33, which has been set high in the above-described eighth embodiment, to be low. Since other configurations and control operations are the same as those of the above-described embodiments, description of common parts with the above-described embodiments is omitted here.

  When a situation occurs in which the pressure immediately upstream of the DPF 33 suddenly decreases, that is, when the removal of PM is completed within a short period of time, the heat generation inside the DPF 33 increases, leading to abnormal regeneration, and the DPF 33 There is concern about the damage. For this reason, in the present embodiment, the pressure immediately upstream of the DPF 33 is monitored, and when a situation in which this pressure rapidly decreases occurs, the pressure of the DPF 33 that has been set high in the eighth embodiment described above. The regeneration temperature (target temperature) is set low.

  Specifically, when the execution time of the regeneration operation is extremely short, or when the pressure change gradient (decrease gradient) immediately upstream of the DPF 33 is abrupt (region T in FIG. 27), it remains on the outer periphery of the DPF 33. It is determined that the PM that has been removed has been removed, and the regeneration temperature (target temperature) of the DPF 33 is set low. As this operation, every time the reproduction operation is executed, the temperature may be decreased by a predetermined temperature (for example, 50 deg). You may make it reduce to reproduction | regeneration operation possible temperature (300 degreeC) at once.

-Modification of the tenth embodiment-
A modification of the tenth embodiment described above will be described below. In the present embodiment, when a situation occurs in which the pressure immediately upstream of the DPF 33 rapidly decreases, the regeneration operation is terminated even if the regeneration operation has not yet been completed. As a result, the abnormal regeneration inside the DPF 33 is surely avoided to prevent the DPF 33 from being damaged.

  In FIG. 28, the regeneration operation is started at the timing T1 in the figure, and after the regeneration proceeds, the pressure immediately upstream of the DPF 33 gradually (relatively) decreases, and then the pressure rapidly decreases. (The pressure suddenly decreases from timing T2 in the figure). For this reason, the regeneration operation is terminated at timing T3 in the figure (inhibition of the intake throttle operation and the heating operation by the electric heater), thereby avoiding damage to the DPF 33.

(Eleventh embodiment)
Next, an eleventh embodiment will be described. The present embodiment relates to a measure for avoiding that the regeneration reaction of the DPF 33 proceeds when the engine is stopped and the DPF 33 is melted. Since other configurations and control operations are the same as those of the above-described embodiments, description of common parts with the above-described embodiments is omitted here.

  As shown in FIG. 29, the engine according to this embodiment includes an exhaust throttle device (exhaust throttle means) 37 in the exhaust pipe 32 on the downstream side of the DPF 33. Specifically, like the intake throttle device 24, the exhaust throttle device 37 includes a butterfly valve and an actuator that rotates the butterfly valve to change the flow passage area of the exhaust pipe 32 (both illustrated). (Omitted), the actuator is controlled by the controller 5. The valve mechanism is not limited to the butterfly valve, and various types such as a shutter valve can be applied.

  In this embodiment, as shown in FIG. 30 (showing temporal changes in engine speed, exhaust throttle amount, and intake throttle amount), the throttle amount of the intake throttle device 24 is maximized (fully closed) when the engine is stopped. ), And the throttle amount of the exhaust throttle device 37 is also maximized (fully closed). As a result, the introduction of air (oxygen) from the intake system 2 and the exhaust system 3 to the DPF 33 is blocked, thereby prohibiting the regeneration reaction of the DPF 33 from proceeding. Thereby, the melting loss of the DPF 33 is avoided.

-Modification of the eleventh embodiment-
A modification of the eleventh embodiment described above will be described below. In the present embodiment, as shown in FIG. 31 (a diagram showing temporal changes in engine speed, fuel injection amount, exhaust throttle amount, and intake throttle amount), the throttle amount of the intake throttle device 24 is maximized when the engine is stopped. (Fully closed) and not only the throttle amount of the exhaust throttle device 37 is maximized (fully closed), but also the fuel injection that has been stopped in the engine stop operation is performed at a predetermined engine speed (for example, about 700 rpm). ) Is executed (timing T in the figure) at the time when the voltage drops to. As a result, oxygen remaining in the cylinder is burned to avoid introduction of oxygen into the DPF 33, thereby prohibiting the regeneration reaction of the DPF 33 from proceeding and avoiding melting of the DPF 33. The fuel injection amount at this time is preferably set to be larger than the fuel injection amount immediately before the start of the engine stop operation, so that the remaining oxygen is reliably burned. In addition, the timing for maximizing the throttle amount of the exhaust throttle device 37 is after the throttle amount of the intake throttle device 24 is maximized and immediately after the fuel injection when the engine is stopped is executed. Alternatively, the timing may be the same as the timing at which the throttle amount of the exhaust throttle device 37 is maximized.

-Other embodiments-
Each embodiment and modification described above have described an engine including one DPF 33, but the present invention can also be applied to an engine in which a plurality of DPFs are connected in parallel or in series.

It is the figure which showed typically the schematic structure of the control system for the engine which concerns on embodiment, and DPF reproduction | regeneration. (A) is a figure which shows the relationship between an engine speed in case an engine torque is a predetermined value, and the pressure of the DPF immediately upstream, (b) is an engine load in case an engine speed is a predetermined value. It is a figure which shows the relationship with the pressure of the DPF direct upstream side. It is a figure which shows the time change of exhaust gas temperature in case heating operation is performed after intake throttle operation is performed in intake throttle priority operation. It is a figure for demonstrating selection of an intake throttle priority operation | movement and an exhaust heating priority operation | movement. It is a figure which shows the change state of in-cylinder pressure when each intake throttling amount is changed, and the respective gas mixture ignition timings. It is a figure which shows the relationship between the amount of intake throttles, and the density | concentration of CO and THC in exhaust gas. It is a figure which shows the time change of the density | concentration of the exhaust gas temperature in the DPF reproduction | regeneration operation | movement which concerns on 2nd Embodiment, and CO and THC in exhaust gas. It is a figure for demonstrating the change operation | movement of each threshold value according to an engine speed and the engine torque. It is a figure which shows the relationship between the intake throttle amount with respect to two types of fuel from which cetane numbers mutually differ, and the density | concentration of CO and THC in exhaust gas. FIG. 10 is a view corresponding to FIG. 1 in a third embodiment. It is a figure which shows the relationship between the output of an engine main body, and the output used with the electric heater of them. FIG. 10 is a view corresponding to FIG. 1 in a modified example of the third embodiment. FIG. 10 is a diagram corresponding to FIG. 1 in a fourth embodiment. It is a figure which shows the relationship between the intake throttle amount of the intake throttle device, and the opening degree of an EGR valve in the opening degree control of an EGR valve. It is a figure which shows an example of the time change of the opening degree of the EGR valve with respect to the intake throttle amount by an intake throttle device. It is a figure which shows an example of the time change of the engine speed in 4th Embodiment, an engine torque, the opening degree of an EGR valve, and the intake throttle amount by an intake throttle device. FIG. 10 is a view corresponding to FIG. 1 in a fifth embodiment. It is a figure for demonstrating the setting operation | movement of each threshold value. It is a figure which shows the time change of the exhaust gas temperature in the DPF regeneration operation | movement which concerns on 5th Embodiment, and the density | concentration of CO and THC in exhaust gas. FIG. 10 is a view corresponding to FIG. 1 in a modified example of the fifth embodiment. It is a figure which shows an example of the time change of the intake throttle amount by an intake throttle device, and the opening degree of a waste gate valve. It is a figure which shows an example of the time change of the engine speed, exhaust gas temperature, the internal temperature of DPF, the pressure immediately upstream of DPF, and the estimated value of PM deposition amount in 6th Embodiment. It is a figure which shows the change of the pressure of the upstream of DPF in 7th Embodiment. It is a figure which concerns on 8th Embodiment, Comprising: (a) is sectional drawing which shows the inside of DPF before reproduction | regeneration operation | movement start, (b) is sectional drawing which shows the inside of DPF after reproduction | regeneration operation | movement, It is a figure which shows the state in which PM has accumulated. It is a figure which shows an example of the time change of the pressure of the upstream of DPF with the case where the regeneration temperature is changed in 8th Embodiment, and the case where it does not change. It is a figure which shows the change of the pressure of the upstream of DPF in 9th Embodiment. It is a figure which shows the change of the pressure of the upstream of DPF in 10th Embodiment. It is a figure which shows the change of the pressure of the upstream of DPF in the modification of 10th Embodiment. It is FIG. 1 equivalent figure in 11th Embodiment. It is a figure which shows the time change of the engine speed in FIG. 11, an exhaust throttle amount, and an intake throttle amount. It is a figure which shows the time change of the engine speed in the modification of 11th Embodiment, a fuel injection amount, an exhaust throttle amount, and an intake throttle amount.

Explanation of symbols

32 Exhaust piping 34 Exhaust temperature raising device, electric heater (exhaust heating means)
36 Exhaust temperature detection sensor (exhaust temperature detection means)
37 Exhaust throttle device (exhaust throttle means)
5 Controller (Reproduction operation control means)
71 EGR passage 72 EGR valve 8 Turbocharger 81 Wastegate valve

Claims (17)

In order to collect particulate matter in the exhaust gas of an internal combustion engine and to cause the particulate filter that can be regenerated by oxidizing and removing the particulate matter when the exhaust temperature reaches a regeneration operable temperature to perform the regeneration operation In the equipment of
An intake air amount reducing means provided in the intake system of the internal combustion engine for reducing the intake air amount;
Exhaust heating means provided in the exhaust system of the internal combustion engine and capable of heating the exhaust gas;
A deposition amount detecting means capable of detecting that the deposition amount of the particulate matter in the particulate filter exceeds a predetermined amount;
Exhaust temperature detecting means capable of detecting the exhaust temperature of the internal combustion engine;
In response to the outputs of the accumulation amount detection means and the exhaust temperature detection means, the accumulation amount of the particulate matter in the particulate filter exceeds a predetermined amount, and the exhaust temperature of the internal combustion engine is less than the regenerative operation possible temperature. when the intake air amount reducing operation by the intake air amount reducing means, and a reproduction operation control means for executing either preferentially in the exhaust gas heating operation by the exhaust heating means,
A plurality of predetermined thresholds are set in advance for the amount of intake air reduced by the intake air amount reducing means, and this threshold is the amount of intake air reduced when the concentration of CO and THC in the exhaust gas reaches the allowable limit. A corresponding first threshold value and a second threshold value corresponding to an intake air reduction amount when the internal combustion engine reaches an operating limit due to misfire, are set.
When the intake air reduction amount reaches the first threshold during the execution of the intake air amount reduction operation by the intake air amount reduction device, the operation is switched to the exhaust gas heating operation by the exhaust heating device, and then the exhaust temperature of the internal combustion engine can be regenerated. When the temperature has not reached, the particulate filter regeneration is characterized in that the intake air amount reduction operation by the intake air amount reduction means is restarted with the intake air reduction amount becoming the second threshold. Exhaust gas purification device with function. In order to collect particulate matter in the exhaust gas of an internal combustion engine and to cause the particulate filter that can be regenerated by oxidizing and removing the particulate matter when the exhaust temperature reaches a regeneration operable temperature to perform the regeneration operation In the equipment of
An intake air amount reducing means provided in the intake system of the internal combustion engine for reducing the intake air amount;
An exhaust heating means provided in the exhaust system of the internal combustion engine and capable of heating the exhaust gas;
A deposition amount detecting means capable of detecting that the deposition amount of the particulate matter in the particulate filter exceeds a predetermined amount;
Exhaust temperature detecting means capable of detecting the exhaust temperature of the internal combustion engine;
In response to the outputs of the accumulation amount detection means and the exhaust temperature detection means, the accumulation amount of the particulate matter in the particulate filter exceeds a predetermined amount, and the exhaust temperature of the internal combustion engine is less than the regenerative operation possible temperature. A regeneration operation control means for preferentially executing either the intake air amount reduction operation by the intake air amount reduction means or the exhaust gas heating operation by the exhaust heating means;
A turbocharger that compresses the intake air using the fluid energy of the exhaust gas,
A plurality of predetermined threshold values are set in advance for the amount of intake air reduced by the intake air amount reducing means, and this threshold value is the amount of intake air reduction when the concentration of CO and THC in the exhaust gas reaches the allowable limit. A corresponding first threshold value and a second threshold value corresponding to the intake air reduction amount when turbocharger surging occurs are set,
When the intake air reduction amount reaches the first threshold during the execution of the intake air amount reduction operation by the intake air amount reduction device, the operation is switched to the exhaust gas heating operation by the exhaust heating device, and then the exhaust temperature of the internal combustion engine can be regenerated. When the temperature has not reached, the particulate filter regeneration is characterized in that the intake air amount reduction operation by the intake air amount reduction means is restarted with the intake air reduction amount becoming the second threshold. Exhaust gas purification device with function. In order to collect particulate matter in the exhaust gas of an internal combustion engine and to cause the particulate filter that can be regenerated by oxidizing and removing the particulate matter when the exhaust temperature reaches a regeneration operable temperature to perform the regeneration operation In the equipment of
An intake air amount reducing means provided in the intake system of the internal combustion engine for reducing the intake air amount;
An exhaust heating means provided in the exhaust system of the internal combustion engine and capable of heating the exhaust gas;
A deposition amount detecting means capable of detecting that the deposition amount of the particulate matter in the particulate filter exceeds a predetermined amount;
Exhaust temperature detecting means capable of detecting the exhaust temperature of the internal combustion engine;
In response to the outputs of the accumulation amount detection means and the exhaust temperature detection means, the accumulation amount of the particulate matter in the particulate filter exceeds a predetermined amount, and the exhaust temperature of the internal combustion engine is less than the regenerative operation possible temperature. A regeneration operation control means for preferentially executing either the intake air amount reduction operation by the intake air amount reduction means or the exhaust gas heating operation by the exhaust heating means;
A turbocharger that compresses intake air using the fluid energy of the exhaust gas;
It has a wastegate valve that opens so that the exhaust gas bypasses the turbocharger, or an intake bypass valve that opens so that the intake air bypasses the turbocharger,
A plurality of predetermined thresholds are set in advance for the amount of intake air reduced by the intake air amount reducing means, and this threshold is the amount of intake air reduced when the concentration of CO and THC in the exhaust gas reaches the allowable limit. A first threshold value corresponding to a second threshold value corresponding to a reduction amount of intake air when surging of the turbocharger occurs with the wastegate valve or intake bypass valve fully closed, and a wastegate valve or intake bypass valve A third threshold value corresponding to the amount of intake air reduction when the internal combustion engine reaches the operating limit due to misfire in the opened state is set;
When the intake air reduction amount reaches the first threshold during the execution of the intake air amount reduction operation by the intake air amount reduction device, the operation is switched to the exhaust gas heating operation by the exhaust heating device, and then the exhaust temperature of the internal combustion engine can be regenerated. When the temperature has not reached, the intake air amount reduction operation by the intake air amount reduction means is restarted with the wastegate valve or intake bypass valve fully closed, and the intake air reduction amount reaches the second threshold value. Is configured to continue the intake air amount reduction operation by the intake air amount reduction means with the limit that the intake air reduction amount becomes the third threshold value with the wastegate valve or the intake bypass valve opened. An exhaust gas purification apparatus having a particulate filter regeneration function. In the exhaust gas purifying apparatus having the particulate filter regeneration function according to claim 1, 2, or 3,
An exhaust gas purifying apparatus having a particulate filter regeneration function, wherein the threshold value is configured to be changed according to a load and a rotational speed of an internal combustion engine. In the exhaust gas purifying apparatus having the particulate filter regeneration function according to claim 1, 2, or 3,
An exhaust gas purification apparatus having a particulate filter regeneration function, wherein the threshold value is configured to be changed according to a cetane number of fuel used by the internal combustion engine. In the exhaust gas purification apparatus having a particulate filter regeneration function according to any one of claims 1 to 5,
The exhaust gas purification device having a particulate filter regeneration function, wherein the exhaust gas heating means is constituted by an electric heater that uses electric power generated by the output of the internal combustion engine. In the exhaust gas purifying apparatus having the particulate filter regeneration function according to claim 6,
When the difference between the maximum output of the internal combustion engine and the required output for the internal combustion engine is smaller than the output used by the electric heater, the heating operation of the exhaust gas by the electric heater is limited or prohibited. An exhaust gas purification apparatus having a particulate filter regeneration function. In the exhaust gas purification apparatus having a particulate filter regeneration function according to any one of claims 1 to 7,
The internal combustion engine is provided with an EGR device that includes an EGR passage that allows communication between the exhaust side and the intake side, and an EGR valve that changes the passage area of the EGR passage, and recirculates exhaust gas to the intake side of the internal combustion engine. And
The exhaust gas having a particulate filter regeneration function, characterized in that, during the execution of the intake air amount reduction operation by the intake air amount reducing means, the opening degree of the EGR valve is reduced as the intake air reduction amount increases. Purification equipment. In the exhaust gas purifying apparatus having the particulate filter regeneration function according to claim 8,
An exhaust gas having a particulate filter regeneration function, wherein the operating state of the internal combustion engine is monitored and the EGR valve is fully closed when the fluctuation amount of the operating state exceeds a predetermined amount Purification equipment. In the exhaust gas purification apparatus having a particulate filter regeneration function according to any one of claims 1 to 9,
Accumulation amount detection means that the accumulation amount of particulate matter exceeded the predetermined amount by calculating the difference between the pressure immediately upstream of the filter when the particulate filter is in the standard state and the current pressure immediately upstream of the filter. An exhaust gas purifying apparatus having a particulate filter regeneration function, wherein the particulate filter can be detected. In the exhaust gas purifying apparatus having the particulate filter regeneration function according to any one of claims 1 to 10,
The accumulation amount detection means is a pressure sensor that detects the upstream pressure of the particulate filter,
The regeneration operation control means starts the regeneration operation when the pressure on the upstream side of the particulate filter reaches the regeneration start pressure, and integrates the fuel injection amount of the internal combustion engine from when it is new with the particulate filter attached. An exhaust gas purifying apparatus having a particulate filter regeneration function, wherein the regeneration start pressure is gradually updated to a higher value in accordance with the integrated value. In the exhaust gas purification apparatus having a particulate filter regeneration function according to any one of claims 1 to 11,
The accumulation amount detection means is a pressure sensor that detects the upstream pressure of the particulate filter,
The regeneration operation control means ends the regeneration operation when the upstream pressure of the particulate filter reaches the regeneration end pressure, and integrates the fuel injection amount of the internal combustion engine from when the particulate filter is newly installed. An exhaust gas purifying apparatus having a particulate filter regeneration function, wherein the regeneration end pressure is gradually updated to a higher value in accordance with the integrated value. In the exhaust gas purifying apparatus having a particulate filter regeneration function according to any one of claims 1 to 12,
The regeneration operation control means is configured to stop the regeneration operation when a situation occurs in which the pressure on the upstream side of the particulate filter suddenly decreases during the regeneration operation of the particulate filter. An exhaust gas purification device having a filter regeneration function. In the exhaust gas purifying apparatus having a particulate filter regeneration function according to any one of claims 1 to 13,
The exhaust system of the internal combustion engine is provided with exhaust throttle means that can close the exhaust pipe,
An exhaust gas purification apparatus having a particulate filter regeneration function, wherein the regeneration operation control means is configured to shut off the intake air by the intake air amount reduction means and close the exhaust pipe when the internal combustion engine is stopped. In the exhaust gas purifying apparatus having a particulate filter regeneration function according to any one of claims 1 to 13,
The exhaust system of the internal combustion engine is provided with exhaust throttle means that can close the exhaust pipe,
The regenerative operation control means is configured to shut off the intake air by the intake air amount reducing means when the internal combustion engine is stopped, close the exhaust pipe, and further execute a fuel injection operation. An exhaust gas purification device having a regeneration function. An internal combustion engine comprising the exhaust gas purifying device having a particulate filter regeneration function according to any one of claims 1 to 15, wherein an accumulation amount of particulate matter in the particulate filter exceeds a predetermined amount. When the exhaust gas temperature of the internal combustion engine is lower than the regenerative operation possible temperature, either the intake air amount reducing operation by the intake air amount reducing means or the exhaust gas heating operation by the exhaust heating means is preferentially executed. An internal combustion engine characterized in that the particulate filter is regenerated. A particulate filter regeneration method performed by an exhaust gas purifying apparatus having a particulate filter regeneration function according to any one of claims 1 to 15, wherein the amount of particulate matter deposited in the particulate filter is a predetermined amount. When the exhaust gas temperature of the internal combustion engine is below the regenerative operation possible temperature, either the intake air amount reduction operation by the intake air amount reduction means or the exhaust gas heating operation by the exhaust heating means is prioritized The particulate filter regeneration method is characterized in that the particulate filter is regenerated by executing the method.

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