JP2007023876A - Exhaust emission control system and method for controlling exhaust emission control system - Google Patents

Exhaust emission control system and method for controlling exhaust emission control system Download PDF

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JP2007023876A
JP2007023876A JP2005206416A JP2005206416A JP2007023876A JP 2007023876 A JP2007023876 A JP 2007023876A JP 2005206416 A JP2005206416 A JP 2005206416A JP 2005206416 A JP2005206416 A JP 2005206416A JP 2007023876 A JP2007023876 A JP 2007023876A
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exhaust gas
injection
catalyst
control
regeneration
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Takashi Haseyama
尊史 長谷山
Yasuo Okamoto
泰雄 岡本
Tatsuo Masuko
達夫 益子
Yoshinobu Watabe
由宣 渡部
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Isuzu Motors Ltd
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Isuzu Motors Ltd
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Priority to PCT/JP2006/312346 priority patent/WO2007010699A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9495—Controlling the catalytic process
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0235—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using exhaust gas throttling means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
    • F01N3/106—Auxiliary oxidation catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
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  • Oil, Petroleum & Natural Gas (AREA)
  • General Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Environmental & Geological Engineering (AREA)
  • Toxicology (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust emission control device and a method for controlling the exhaust emission control device capable of preventing drop of temperature of catalyst even in after shift to downhill operation and deceleration operation and continuing regeneration of the exhaust emission control device under a condition of high catalyst temperature in exhaust gas temperature raise control for regeneration of the exhaust emission control device of an internal combustion engine. <P>SOLUTION: In exhaust gas temperature raise control in regeneration control of the exhaust emission control device 12, normal injection is performed when main fuel injection quantity Qf calculated from engine rotation speed Ne and accelerator opening α is lower than predetermined injection quantity Qs for judgment and catalyst temperature index value Tg1 which keeps catalyst temperature of a catalyst device 12a of the exhaust emission control device 12 as an index is lower than predetermined judgment value Tc, post injection is performed in addition to normal injection when the same is higher, and multiple injection is performed in addition to post injection when the main fuel injection quantity Qf is the predetermined injection quantity Qf for judgment or more. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、ディーゼルエンジン等の内燃機関の排気ガス中の成分を浄化するための排気ガス浄化装置の浄化能力を回復するために、ポスト噴射を行なう排気昇温制御を含む再生制御を行う排気ガス浄化システムの制御方法及び排気ガス浄化システムに関するものである。   The present invention relates to an exhaust gas that performs regeneration control including exhaust temperature increase control that performs post injection in order to recover the purification ability of an exhaust gas purification device for purifying components in exhaust gas of an internal combustion engine such as a diesel engine. The present invention relates to a purification system control method and an exhaust gas purification system.

ディーゼル内燃機関から排出される粒子状物質（ＰＭ：パティキュレート・マター：以下ＰＭとする）の排出量は、ＮＯｘ、ＣＯそしてＨＣ等と共に年々規制が強化されてきており、このＰＭをディーゼルパティキュレートフィルタ（ＤＰＦ：Diesel Particulate Filter ：以下ＤＰＦとする）と呼ばれるフィルタで捕集して、外部へ排出されるＰＭの量を低減する技術が開発され、その中に、ＤＰＦ装置及び触媒を担持した連続再生型ＤＰＦ装置がある。   The amount of particulate matter (PM: particulate matter: hereinafter referred to as PM) emitted from diesel internal combustion engines is being regulated more and more with NOx, CO, HC, etc., and this PM is converted into diesel particulates. A technology to reduce the amount of PM collected by a filter called DPF (Diesel Particulate Filter: DPF) and discharged to the outside has been developed. There is a regenerative DPF device.

これらの連続再生型ＤＰＦ装置では、排気ガス温度が約３５０℃以上の時には、このＤＰＦに捕集されたＰＭは連続的に燃焼して浄化され、ＤＰＦは自己再生するが、排気温度が低い場合、例えば、内燃機関のアイドル運転や低負荷・低速度運転等の低排気温度状態が継続した場合等においては、排気ガス温度が低く触媒の温度が低下して活性化しないため、酸化反応が促進されず、ＰＭを酸化してフィルタを再生することが困難となる。従って、ＰＭのフィルタへの堆積が継続されて、フィルタの目詰まりが進行するため、このフィルタの目詰まりによる排圧上昇の問題が生じる。   In these continuous regeneration type DPF devices, when the exhaust gas temperature is about 350 ° C. or higher, the PM collected in the DPF is continuously burned and purified, and the DPF self-regenerates, but the exhaust temperature is low. For example, when the exhaust gas temperature state such as idling operation of the internal combustion engine or low load / low speed operation continues, the oxidation reaction is accelerated because the exhaust gas temperature is low and the catalyst temperature is lowered and not activated. It is difficult to oxidize PM and regenerate the filter. Therefore, since PM is continuously deposited on the filter and the filter is clogged, a problem of an increase in exhaust pressure due to the clogging of the filter occurs.

かかる問題を解決する手法の一つとして、フィルタの目詰まりが所定の量を超えたときに、排気ガスを強制的に昇温させて、捕集されているＰＭを強制的に燃焼除去する再生制御（以下、ＰＭ再生制御という）が行われる。このフィルタの目詰まりの検出方法には、フィルタの前後差圧で検出する方法やエンジンの運転状態から捕集されるＰＭ量を予め設定したマップデータ等から算出してＰＭ累積量を求めて検出する方法等がある。   As one of the techniques for solving such a problem, when the filter clogging exceeds a predetermined amount, the exhaust gas is forcibly raised in temperature and the collected PM is forcibly burned and removed. Control (hereinafter referred to as PM regeneration control) is performed. This filter clogging detection method includes a detection method based on a differential pressure across the filter, and a PM amount collected from the engine operating state calculated from preset map data, etc. There are ways to do this.

そして、このＰＭ再生制御では、排気昇温制御が行われるが、排気ガス温度がフィルタの上流に設けた酸化触媒又はフィルタに担持された酸化触媒の活性温度よりも低い場合には、排気昇温制御を行ってフィルタに流入する排気ガスをフィルタに捕集されたＰＭが燃焼する温度以上に昇温する。これにより、フィルタ温度を高くしてＰＭを燃焼除去してフィルタを再生させる（例えば、特許文献１参照。）。   In this PM regeneration control, the exhaust gas temperature raising control is performed. If the exhaust gas temperature is lower than the activation temperature of the oxidation catalyst provided upstream of the filter or the oxidation catalyst supported on the filter, the exhaust gas temperature raising control is performed. Control is performed to raise the temperature of exhaust gas flowing into the filter to a temperature above which the PM collected by the filter burns. Thereby, filter temperature is made high and PM is burned and removed, and a filter is regenerated (for example, refer to patent documents 1).

このマルチ噴射では、燃料噴射を多段で行い火をつないで主噴射を失火させずに、噴射時期を遅延させるという制御を行い、また、ポスト噴射では、マルチ噴射よりも更に遅い時期に噴射をするという制御を行う。   In this multi-injection, the fuel injection is performed in multiple stages and the control is performed to delay the injection timing without igniting the main injection, and the post-injection is performed at a later timing than the multi-injection. Control is performed.

従来技術の制御の一つではあるが、排気ガスの昇温に際して、昇温効果を高めるために、マルチ噴射に加えてポスト噴射を行うが、このマルチ噴射量を、エンジン回転数（エンジン回転速度）と主燃料噴射量とをパラメータとするマップデータにより決めている再生制御がある。   As one of the controls in the prior art, in order to increase the temperature rising effect, the post-injection is performed in addition to the multi-injection at the time of exhaust gas temperature increase. The multi-injection amount is determined by the engine speed (engine speed). ) And the main fuel injection amount as a parameter.

この再生制御では、主燃料噴射量は、アクセル開度及び回転数に基づいて決めており、アクセル開度が少なく燃料噴射量が少ない場合には、エンジン回転数が高くても、マルチ噴射を停止し、通常噴射のみを行うように制御されている。   In this regeneration control, the main fuel injection amount is determined based on the accelerator opening and the rotational speed. When the accelerator opening is small and the fuel injection amount is small, the multi-injection is stopped even if the engine speed is high. In addition, control is performed so that only normal injection is performed.

つまり、図４に示すように、横軸のエンジン回転数Ｎｅに対して、マルチ噴射を禁止する主燃料噴射量（閾値：実線Ａ）Ｑｓが決まっており、この判定用の燃料噴射量Ｑｓよりも主燃料噴射量Ｑｆが小さいマルチ噴射禁止領域Ｒｓに入るとマルチ噴射を禁止し、マルチ噴射の禁止に伴ってポスト噴射も禁止していた。なお、点線Ｂは、トルク０（ゼロ）Ｎｍ時、燃料噴射によって発生するトルクとフリクションが釣り合う際の主燃料噴射量Ｑｂである。   That is, as shown in FIG. 4, the main fuel injection amount (threshold: solid line A) Qs that prohibits multi-injection is determined with respect to the engine speed Ne on the horizontal axis, and from this determination fuel injection amount Qs However, when the main fuel injection amount Qf enters the small multi-injection prohibition region Rs, multi-injection is prohibited, and post-injection is also prohibited along with the prohibition of multi-injection. The dotted line B is the main fuel injection amount Qb when the torque generated by the fuel injection and the friction are balanced when the torque is 0 (zero) Nm.

そのため、中負荷や高負荷でエンジン運転中に下り坂に遭遇したり、減速したりして、アクセル開度が小さくなると、このアクセル開度に伴って決定される燃料噴射量Ｑｆが少なくなり、マルチ噴射が禁止されることになる。この中負荷や高負荷の走行により、触媒温度は高くなっているにも係わらず、燃料噴射量Ｑｆが少ない通常運転を行うため、排気ガス浄化装置の温度が低くなってしまうという問題があった。
特開平２００４−２３２４９６号公報 Therefore, if the accelerator opening is reduced by encountering a downhill or decelerating during engine operation at a medium load or a high load, the fuel injection amount Qf determined along with the accelerator opening decreases. Multi-injection is prohibited. Due to this medium load or high load running, the temperature of the exhaust gas purification device becomes low because normal operation with a small fuel injection amount Qf is performed even though the catalyst temperature is high. .
Japanese Patent Laid-Open No. 2004-232496

本発明の目的は、ディーゼルエンジン等の内燃機関の排気ガス中の成分を浄化するための排気ガス浄化装置を備え、この排気ガス浄化装置の浄化能力を回復するために、シリンダ内燃料噴射制御におけるポスト噴射を行って排気ガスを昇温する排気昇温制御の際に、中負荷や高負荷のエンジン運転状態のように触媒温度が高い状態において、下り坂運転や減速運転等のように、一時的に燃料噴射量が少ない状態に移行した場合であっても、触媒温度の低下を防止して再生時間を短縮することができて、燃費を向上できる排気ガス浄化システムの制御方法及び排気ガス浄化システムを提供することにある。   An object of the present invention is provided with an exhaust gas purification device for purifying components in exhaust gas of an internal combustion engine such as a diesel engine, and in order to recover the purification ability of the exhaust gas purification device, in cylinder fuel injection control During exhaust gas temperature rise control that raises the exhaust gas temperature by performing post-injection, when the catalyst temperature is high, such as in a medium-load or high-load engine operation state, temporarily such as downhill operation or deceleration operation Control method of exhaust gas purification system and exhaust gas purification which can improve the fuel consumption by reducing the regeneration time by reducing the catalyst temperature even when the fuel injection amount is shifted to a state where the fuel injection amount is low To provide a system.

上記の目的を達成するための本発明の排気ガス浄化システムの制御方法は、内燃機関の排気通路に、排気ガス中の成分を浄化するための排気ガス浄化装置と、該排気ガス浄化装置の浄化能力を回復するために、シリンダ内燃料噴射制御におけるポスト噴射を伴う再生制御を行う再生制御手段を備えた排気ガス浄化システムにおいて、前記再生制御の際の排気昇温制御で、エンジン回転数とアクセル開度から算出される主燃料噴射量が、所定の判定用噴射量よりも低い場合で、かつ、前記排気ガス浄化装置の触媒装置の触媒温度を指標する触媒温度指標値が所定の判定値より低いときは、前記主燃料噴射量で通常噴射を行う第１噴射制御を行い、前記触媒温度指標値が前記所定の判定値より高いときは、前記主燃料噴射量の通常噴射に加えて、前記触媒温度指標値に従って算出される噴射量でポスト噴射を行う第２噴射制御を行う一方、エンジン回転数とアクセル開度から算出される主燃料噴射量が、所定の判定用噴射量以上である場合には、前記主燃料噴射量のマルチ噴射に加えてポスト噴射を行う第３噴射制御を行うことを特徴とする。   In order to achieve the above object, a method for controlling an exhaust gas purification system of the present invention includes an exhaust gas purification device for purifying components in exhaust gas in an exhaust passage of an internal combustion engine, and purification of the exhaust gas purification device. In an exhaust gas purification system having a regeneration control means for performing regeneration control with post injection in in-cylinder fuel injection control in order to restore the capacity, in the exhaust gas temperature raising control during the regeneration control, the engine speed and the accelerator When the main fuel injection amount calculated from the opening is lower than a predetermined determination injection amount, and the catalyst temperature index value indicating the catalyst temperature of the catalyst device of the exhaust gas purification device is greater than the predetermined determination value When low, the first injection control for performing normal injection at the main fuel injection amount is performed, and when the catalyst temperature index value is higher than the predetermined determination value, in addition to the normal injection of the main fuel injection amount, While performing the second injection control in which the post injection is performed with the injection amount calculated according to the catalyst temperature index value, the main fuel injection amount calculated from the engine speed and the accelerator opening is equal to or greater than a predetermined determination injection amount. In this case, the third injection control for performing the post injection in addition to the multi injection of the main fuel injection amount is performed.

この触媒温度指標値とは、排気ガス浄化装置に備えた酸化触媒装置の触媒、触媒付きフィルタの触媒等の触媒温度（触媒ベッド温度）を表すのに用いる指標値であり、触媒温度を検出できる場合には触媒温度であり、触媒を担持した装置に流入する排気ガスの温度で触媒温度の代用をする場合には排気ガス温度であり、エンジン回転数と負荷等のパラメータ（履歴を含める場合は履歴を含める）から触媒温度を推定する場合には、これらのパラメータで決まる指標値である。   The catalyst temperature index value is an index value used to represent the catalyst temperature (catalyst bed temperature) of the catalyst of the oxidation catalyst device provided in the exhaust gas purification device, the catalyst of the filter with catalyst, and the like, and the catalyst temperature can be detected. In this case, it is the catalyst temperature, and in the case of substituting the catalyst temperature with the temperature of the exhaust gas flowing into the apparatus carrying the catalyst, it is the exhaust gas temperature, and parameters such as engine speed and load (when history is included) In the case of estimating the catalyst temperature from (including history), the index value is determined by these parameters.

この制御方法によれば、中負荷や高負荷のエンジン運転状態のように触媒温度が高い状態において、下り坂運転や減速運転等のように、一時的に燃料噴射量が少ない状態に移行した場合であっても、触媒温度指標値をチェックして、触媒温度が触媒活性化温度（例えば、２５０℃）以上であれば、マルチ噴射は行わないが、通常噴射にポスト噴射を加えた噴射制御を行う。このポスト噴射を行う噴射制御により排気ガスを昇温し、触媒温度を維持する。これにより、触媒温度が低下することを防止できるので、再生効率低下を回避でき、再生時間を短縮することができる。従って、燃費も向上できる。   According to this control method, when the catalyst temperature is high, such as a medium-load or high-load engine operation state, when the fuel injection amount temporarily shifts to a low fuel injection amount state, such as a downhill operation or a deceleration operation. However, if the catalyst temperature index value is checked and the catalyst temperature is equal to or higher than the catalyst activation temperature (for example, 250 ° C.), multi-injection is not performed, but injection control with post injection added to normal injection is performed. Do. The exhaust gas is heated by the injection control for performing the post injection, and the catalyst temperature is maintained. As a result, it is possible to prevent the catalyst temperature from decreasing, so that a decrease in regeneration efficiency can be avoided and the regeneration time can be shortened. Therefore, fuel consumption can be improved.

つまり、ポスト噴射により、トルク発生に使用される燃料の熱以外に、膨張行程又は排気行程で噴出した燃料の一部がシリンダ内や排気マニホールドや排気管内で燃焼し、排気ガス温度を上昇させると共に、上流側に酸化触媒がある時は、未燃状態で排気ガス中に流出した燃料が酸化触媒で酸化され、この酸化反応で発生する熱により、排気ガスが昇温することになる。   In other words, in addition to the heat of the fuel used for torque generation, a part of the fuel injected in the expansion stroke or the exhaust stroke is burned in the cylinder, the exhaust manifold or the exhaust pipe, and the exhaust gas temperature is raised. When there is an oxidation catalyst on the upstream side, the fuel that has flowed into the exhaust gas in an unburned state is oxidized by the oxidation catalyst, and the temperature of the exhaust gas is raised by the heat generated by this oxidation reaction.

上記の排気ガス浄化システムの排気ガス浄化装置は、この連続再生型ディーゼルパティキュレートフィルタ装置（連続再生型ＤＰＦ装置）以外にも、排気ガス浄化能力をポスト噴射を利用して回復する排気ガス装置であれば広く適用することができる。   The exhaust gas purification device of the exhaust gas purification system is an exhaust gas device that recovers the exhaust gas purification capacity by using post injection, in addition to the continuous regeneration type diesel particulate filter device (continuous regeneration type DPF device). Can be widely applied if there is.

また、上記の目的を達成するための本発明の排気ガス浄化システムは、内燃機関の排気通路に、排気ガス中の成分を浄化するための排気ガス浄化装置と、該排気ガス浄化装置の浄化能力を回復するために、シリンダ内燃料噴射制御におけるポスト噴射を伴う再生制御を行う触媒再生制御手段を備えた排気ガス浄化システムにおいて、前記触媒再生制御手段が、前記再生制御の際の排気昇温制御で、エンジン回転数とアクセル開度から算出される主燃料噴射量が、所定の判定用噴射量よりも低い場合で、かつ、前記排気ガス浄化装置の触媒装置の触媒温度を指標する触媒温度指標値が所定の判定値より低いときは、前記主燃料噴射量で通常噴射を行う第１噴射制御を行い、前記触媒温度指標値が前記所定の判定値より高いときは、前記主燃料噴射量の通常噴射に加えて、前記触媒温度指標値に従って算出される噴射量でポスト噴射を行う第２噴射制御を行う一方、エンジン回転数とアクセル開度から算出される主燃料噴射量が、所定の判定用噴射量以上である場合には、前記主燃料噴射量のマルチ噴射に加えてポスト噴射を行う第３噴射制御を行うように構成する。   An exhaust gas purification system of the present invention for achieving the above object includes an exhaust gas purification device for purifying components in exhaust gas in an exhaust passage of an internal combustion engine, and a purification capacity of the exhaust gas purification device. In the exhaust gas purification system having catalyst regeneration control means for performing regeneration control with post injection in in-cylinder fuel injection control, the catalyst regeneration control means is configured to control exhaust gas temperature increase during the regeneration control. And when the main fuel injection amount calculated from the engine speed and the accelerator opening is lower than a predetermined determination injection amount, and a catalyst temperature index indicating the catalyst temperature of the catalyst device of the exhaust gas purifying device When the value is lower than a predetermined determination value, the first injection control for performing normal injection at the main fuel injection amount is performed. When the catalyst temperature index value is higher than the predetermined determination value, the main fuel injection is performed. In addition to the normal injection of the amount, the second injection control for performing the post-injection with the injection amount calculated according to the catalyst temperature index value is performed, while the main fuel injection amount calculated from the engine speed and the accelerator opening is predetermined. If it is equal to or larger than the determination injection amount, the third injection control for performing the post injection in addition to the multi injection of the main fuel injection amount is performed.

また、上記の排気ガス浄化システムにおいては、前記連続再生型ディーゼルパティキュレートフィルタ装置としては、フィルタに酸化触媒を担持させた連続再生型ディーゼルパティキュレートフィルタ装置、フィルタの上流側に酸化触媒を設けた連続再生型ディーゼルパティキュレートフィルタ装置、フィルタに触媒を担持させると共に該フィルタの上流側に酸化触媒を設けた連続再生型ディーゼルパティキュレートフィルタ装置のいずれか一つ又はその組合せを採用することができる。   In the exhaust gas purification system, the continuous regeneration type diesel particulate filter device includes a continuous regeneration type diesel particulate filter device in which an oxidation catalyst is supported on the filter, and an oxidation catalyst provided on the upstream side of the filter. Any one or a combination of a continuous regeneration type diesel particulate filter device and a continuous regeneration type diesel particulate filter device in which a catalyst is supported on the filter and an oxidation catalyst is provided on the upstream side of the filter may be employed.

これらの構成により、上記の排気ガス浄化システムの制御方法を実施できる排気ガス浄化システムを提供でき、同様の作用効果が発揮される。   With these configurations, it is possible to provide an exhaust gas purification system that can implement the above control method of the exhaust gas purification system, and the same effects can be achieved.

本発明の排気ガス浄化システムの制御方法及び排気ガス浄化システムによれば、ディーゼルエンジン等の内燃機関の排気ガス中の成分を浄化するための排気ガス浄化装置を備え、この排気ガス浄化装置の浄化能力を回復するための再生制御の排気昇温制御で、中負荷や高負荷のエンジン運転状態のように触媒温度が高い状態において、下り坂運転や減速運転等のように、一時的に燃料噴射量が少ない状態に移行した場合であっても、触媒温度指標値をチェックして、触媒温度が触媒活性化温度以上であれば、通常噴射にポスト噴射を加えた噴射制御により排気ガス昇温を継続し、触媒温度を維持できる。従って、再生時間を短縮することができ、燃費も向上できる。   According to the exhaust gas purification system control method and the exhaust gas purification system of the present invention, the exhaust gas purification device for purifying components in the exhaust gas of an internal combustion engine such as a diesel engine is provided. Regenerative control exhaust temperature rise control to restore capacity, and temporarily inject fuel during downhill operation, deceleration operation, etc. when the catalyst temperature is high, such as when the engine is operating at medium or high loads Even when the amount is low, the catalyst temperature index value is checked, and if the catalyst temperature is equal to or higher than the catalyst activation temperature, the exhaust gas temperature is raised by injection control with post injection added to normal injection. Continue to maintain catalyst temperature. Therefore, the reproduction time can be shortened and the fuel consumption can be improved.

以下、本発明に係る実施の形態の排気ガス浄化システムの制御方法及び排気ガス浄化システムについて、酸化触媒と触媒付きフィルタの組合せで構成される連続再生型ＤＰＦ装置を備えた排気ガス浄化システムを例にして、図面を参照しながら説明する。   Hereinafter, as for an exhaust gas purification system control method and an exhaust gas purification system according to an embodiment of the present invention, an example of an exhaust gas purification system provided with a continuous regeneration type DPF device constituted by a combination of an oxidation catalyst and a filter with a catalyst will be described. This will be described with reference to the drawings.

図１に、この実施の形態の排気ガス浄化システム１の構成を示す。この排気ガス浄化システム１は、ディーゼルエンジン（内燃機関）１０の排気通路１１に連続再生型ＤＰＦ装置１２を設けて構成される。この連続再生型ＤＰＦ装置１２は、上流側に酸化触媒１２ａを、下流側に触媒付きフィルタ１２ｂを有して構成される。また、この連続再生型ＤＰＦ装置１２の下流側に排気絞り弁（排気スロットル）１３が設けられる。   FIG. 1 shows a configuration of an exhaust gas purification system 1 according to this embodiment. The exhaust gas purification system 1 is configured by providing a continuous regeneration type DPF device 12 in an exhaust passage 11 of a diesel engine (internal combustion engine) 10. This continuous regeneration type DPF device 12 includes an oxidation catalyst 12a on the upstream side and a filter with catalyst 12b on the downstream side. An exhaust throttle valve (exhaust throttle) 13 is provided downstream of the continuous regeneration type DPF device 12.

この酸化触媒１２ａは、多孔質のセラミックのハニカム構造等の担持体に、白金（Ｐｔ）等の酸化触媒を担持させて形成され、触媒付きフィルタ１２ｂは、多孔質のセラミックのハニカムのチャンネルの入口と出口を交互に目封じしたモノリスハニカム型ウオールフロータイプのフィルタや、アルミナ等の無機繊維をランダムに積層したフェルト状のフィルタ等で形成される。このフィルタの部分に白金や酸化セリウム等の触媒を担持する。   The oxidation catalyst 12a is formed by supporting an oxidation catalyst such as platinum (Pt) on a support such as a porous ceramic honeycomb structure, and the filter with catalyst 12b is formed at the inlet of the channel of the porous ceramic honeycomb. And a monolith honeycomb wall flow type filter in which the outlets are alternately sealed, or a felt-like filter in which inorganic fibers such as alumina are laminated at random. A catalyst such as platinum or cerium oxide is supported on the filter.

そして、触媒付きフィルタ１２ｂに、モノリスハニカム型ウオールフロータイプのフィルタを採用した場合には、排気ガスＧ中のＰＭ（ディーゼルパティキュレート：粒子状物質）は多孔質のセラミックの壁で捕集（トラップ）され、繊維型フィルタタイプを採用した場合には、フィルタの無機繊維でＰＭを捕集する。   When a monolith honeycomb wall flow type filter is used for the filter with catalyst 12b, PM (diesel particulates: particulate matter) in the exhaust gas G is collected (trap) by a porous ceramic wall. In the case of adopting a fiber type filter type, PM is collected by inorganic fibers of the filter.

そして、触媒付きフィルタ１２ｂのＰＭの堆積量を推定するために、連続再生型ＤＰＦ装置１２の前後に接続された導通管に差圧センサ２１が設けられる。また、触媒付きフィルタ１２ｂの再生制御用に、酸化触媒１２ａの上流側に酸化触媒入口排気温度センサ２２が、酸化触媒１２ａと触媒付きフィルタ１２ｂの間にフィルタ入口排気温度センサ２３がそれぞれ設けられる。   In order to estimate the amount of PM accumulated on the filter with catalyst 12b, a differential pressure sensor 21 is provided on the conducting pipe connected before and after the continuous regeneration type DPF device 12. For regeneration control of the filter with catalyst 12b, an oxidation catalyst inlet exhaust temperature sensor 22 is provided upstream of the oxidation catalyst 12a, and a filter inlet exhaust temperature sensor 23 is provided between the oxidation catalyst 12a and the filter with catalyst 12b.

これらのセンサの出力値は、エンジン１０の運転の全般的な制御を行うと共に、連続再生型ＤＰＦ装置１２の再生制御も行う制御装置（ＥＣＵ：エンジンコントロールユニット）３０に入力され、この制御装置３０から出力される制御信号により、吸気通路１４に設けられ、エアクリーナ１５を通過して吸気マニホールドへ入る吸気Ａの量を調整する吸気絞り弁１６や、エンジン１０の燃料噴射装置（噴射ノズル）１７や、図示しないＥＧＲ通路にＥＧＲクーラと共に設けられたＥＧＲ量を調整するＥＧＲバルブ等が制御される。   The output values of these sensors are input to a control device (ECU: engine control unit) 30 that performs overall control of the operation of the engine 10 and also performs regeneration control of the continuous regeneration type DPF device 12. The intake throttle valve 16 that adjusts the amount of intake air A that is provided in the intake passage 14 and enters the intake manifold through the air cleaner 15, the fuel injection device (injection nozzle) 17 of the engine 10, An EGR valve that adjusts the amount of EGR provided in the EGR passage (not shown) together with the EGR cooler is controlled.

この燃料噴射装置１７は燃料ポンプ（図示しない）で昇圧された高圧の燃料を一時的に貯えるコモンレール噴射システム（図示しない）に接続されており、制御装置３０には、エンジンの運転のために、アクセルポジションセンサ（ＡＰＳ）２４からのアクセル開度、回転数センサ２５からのエンジン回転数等の情報の他、車両速度、冷却水温度等の情報も入力され、燃料噴射装置１７から所定量の燃料が噴射されるように通電時間信号が出力される。   The fuel injection device 17 is connected to a common rail injection system (not shown) that temporarily stores high-pressure fuel boosted by a fuel pump (not shown). In addition to information such as the accelerator opening from the accelerator position sensor (APS) 24 and the engine speed from the rotational speed sensor 25, information such as the vehicle speed and the coolant temperature is also input, and a predetermined amount of fuel is supplied from the fuel injection device 17. An energization time signal is output so that is injected.

また、この連続再生型ＤＰＦ装置１２の再生制御において、走行中に自動的に強制再生するだけでなく、触媒付きフィルタ１２ｂのＰＭの捕集量が一定量を超えて、触媒付きフィルタ１２ｂが目詰まった時に、ドライバー（運転者）に注意を促し、任意にドライバーが車両を停止して強制再生ができるように、注意を喚起するための点滅灯（ＤＰＦランプ）２６、警告灯（警告ランプ）２７と、再生ボタン（手動再生スイッチ）２８が設けられる。   Further, in the regeneration control of the continuous regeneration type DPF device 12, not only the forced regeneration is automatically performed during traveling, but also the amount of PM collected by the filter with catalyst 12b exceeds a certain amount, and the filter with catalyst 12b is noticed. Flashing light (DPF lamp) 26 and warning light (warning lamp) to alert the driver (driver) when they are clogged, and to alert the driver arbitrarily to stop the vehicle and force regeneration 27 and a regeneration button (manual regeneration switch) 28 are provided.

そして、制御装置３０は、図２に示すように、エンジン１０の運転を制御するエンジン制御手段２０Ｃと、排気ガス浄化システム１のためのディーゼルパティキュレートフィルタ（ＤＰＦ）制御手段３０Ｃ等を有して構成される。そして、このＤＰＦ制御手段３０Ｃは、通常運転制御手段３１Ｃ、捕集量検出手段３２Ｃ、走行距離検出手段３３Ｃ、再生時期判定手段３４Ｃ、再生制御手段３５Ｃ、任意再生警告手段３６Ｃ等を有して構成される。   As shown in FIG. 2, the control device 30 includes an engine control means 20C for controlling the operation of the engine 10, a diesel particulate filter (DPF) control means 30C for the exhaust gas purification system 1, and the like. Composed. The DPF control means 30C includes a normal operation control means 31C, a collection amount detection means 32C, a travel distance detection means 33C, a regeneration timing determination means 34C, a regeneration control means 35C, an optional regeneration warning means 36C, and the like. Is done.

通常運転制御手段３１Ｃは、特に、連続再生型ＤＰＦ装置１２の再生に関係なしに行われる通常の運転を行うための手段であり、アクセルポジションセンサ２４の信号及び回転数センサ２５の信号に基づいて制御装置３０で演算された通電時間信号により、所定量の燃料が燃料噴射装置１７から噴射される通常の噴射制御が行われる。言い換えれば、再生制御のための制御を特に行わないようにする手段である。   The normal operation control means 31 </ b> C is a means for performing a normal operation that is performed regardless of the regeneration of the continuous regeneration type DPF device 12, and is based on the signal of the accelerator position sensor 24 and the signal of the rotation speed sensor 25. Normal injection control in which a predetermined amount of fuel is injected from the fuel injection device 17 is performed based on the energization time signal calculated by the control device 30. In other words, it is a means that does not particularly perform control for reproduction control.

捕集量検出手段３２Ｃは、連続再生型ＤＰＦ装置１２の触媒付きフィルタ１２ｂに捕集されるＰＭの捕集量を検出する手段であり、この実施の形態では、連続再生型ＤＰＦ装置１２の前後の差圧、即ち、差圧センサ２１による測定値ΔＰm を用いて検出する。   The trapped amount detection means 32C is a means for detecting the trapped amount of PM trapped in the filter 12b with catalyst of the continuous regeneration type DPF device 12, and in this embodiment, before and after the continuous regeneration type DPF device 12. , I.e., a value ΔPm measured by the differential pressure sensor 21 is detected.

走行距離検出手段３３Ｃは、ＤＰＦ再生の後に車両が走行した距離ΔＭc を検出する手段であり、強制再生が行われた場合には、再生の開始時から再生終了時までの適当な時期にリセットされる。   The travel distance detection means 33C is a means for detecting the distance ΔMc traveled by the vehicle after DPF regeneration. When forced regeneration is performed, the travel distance detection means 33C is reset at an appropriate time from the start of regeneration to the end of regeneration. The

再生時期判定手段３４Ｃは、捕集量検出手段３２Ｃで検出された差圧検出値ΔＰm 及び走行距離検出手段３３Ｃにより検出された走行距離ΔＭc を、それぞれ所定の判定値と比較することにより、ＤＰＦの再生開始時期を判定する手段である。   The regeneration time determination means 34C compares the detected differential pressure ΔPm detected by the collected amount detection means 32C and the travel distance ΔMc detected by the travel distance detection means 33C with a predetermined determination value, respectively. This is means for determining the reproduction start time.

再生制御手段３５Ｃは、排気昇温手段３５１Ｃを有して構成される。   The regeneration control unit 35C includes an exhaust temperature raising unit 351C.

本発明においては、この排気昇温手段３５１Ｃは次のように構成される。なお、この実施の形態では、排気ガス浄化装置１２の酸化触媒（触媒装置）１２ａの触媒温度を指標する触媒温度指標値を酸化触媒（触媒装置）１２ａに流入する排気ガスの温度Ｔｇ１とする。また、所定の判定温度（所定の判定値）Ｔｃとしては、排気ガスの温度Ｔｇ１がこの所定の判定温度Ｔｃ以上になった場合に、酸化触媒１２ａが活性化状態となる温度（例えば、２５０℃程度）に設定する。   In the present invention, the exhaust gas temperature raising means 351C is configured as follows. In this embodiment, the catalyst temperature index value indicating the catalyst temperature of the oxidation catalyst (catalyst device) 12a of the exhaust gas purification device 12 is defined as the temperature Tg1 of the exhaust gas flowing into the oxidation catalyst (catalyst device) 12a. The predetermined determination temperature (predetermined determination value) Tc is a temperature at which the oxidation catalyst 12a is activated when the exhaust gas temperature Tg1 is equal to or higher than the predetermined determination temperature Tc (for example, 250 ° C. Degree).

この排気昇温手段３５１Ｃは、主燃料噴射量Ｑｆをエンジン回転数Ｎｅとアクセル開度αから予め設定されたマップデータに基づいて算出する。この主燃料噴射量Ｑｆが、図４に示すように所定の判定用噴射量Ｑｓよりも低いマルチ噴射禁止領域Ｒｓにある場合には、排気ガス温度Ｔｇ１が所定の判定温度Ｔｃより低いときは、主燃料噴射量Ｑｆで通常噴射を行う第１噴射制御を行い、排気ガス温度Ｔｇ１が所定の判定温度Ｔｃより高いときは、主燃料噴射量Ｑｆで行われる通常噴射に加えて、排気ガス温度Ｔｇ１に従って算出される噴射量Ｑｐでポスト噴射を行う第２噴射制御を行う。   The exhaust temperature raising means 351C calculates the main fuel injection amount Qf based on map data set in advance from the engine speed Ne and the accelerator opening α. When the main fuel injection amount Qf is in the multi-injection prohibited region Rs lower than the predetermined determination injection amount Qs as shown in FIG. 4, when the exhaust gas temperature Tg1 is lower than the predetermined determination temperature Tc, When the first injection control for performing the normal injection at the main fuel injection amount Qf is performed and the exhaust gas temperature Tg1 is higher than the predetermined determination temperature Tc, the exhaust gas temperature Tg1 is added to the normal injection performed at the main fuel injection amount Qf. The second injection control for performing the post injection with the injection amount Qp calculated according to the above is performed.

また、エンジン回転数Ｎｅとアクセル開度αから算出される主燃料噴射量Ｑｆが、所定の判定用噴射量Ｑｓ以上である場合には、主燃料噴射量Ｑｆで行われるマルチ噴射に加えて、予め設定されたデータに基づいてポスト噴射を行う第３噴射制御を行う。   Further, when the main fuel injection amount Qf calculated from the engine speed Ne and the accelerator opening α is equal to or larger than a predetermined determination injection amount Qs, in addition to the multi-injection performed at the main fuel injection amount Qf, Third injection control for performing post injection based on preset data is performed.

このように、排気ガス温度Ｔｇ１が所定の判定温度Ｔｃより高くなった後に、通常噴射＋ポスト噴射、あるいは、マルチ噴射＋ポスト噴射を行って、フィルタ入口排気温度センサ２３で検知されるフィルタ入口排気温度Ｔｇ２を上げて、触媒付きフィルタ１２ｂをＰＭの酸化除去に適した温度や環境になるようにする。これにより、触媒付きフィルタ１２ｂに捕集されたＰＭを強制的に燃焼除去して触媒付きフィルタ１２ｂを強制再生する。   As described above, after the exhaust gas temperature Tg1 becomes higher than the predetermined determination temperature Tc, normal injection + post injection or multi injection + post injection is performed, and the filter inlet exhaust temperature detected by the filter inlet exhaust temperature sensor 23 is detected. The temperature Tg2 is raised so that the catalyst-equipped filter 12b has a temperature and environment suitable for PM oxidation removal. Thus, the PM collected by the filter with catalyst 12b is forcibly burned and removed to forcibly regenerate the filter with catalyst 12b.

なお、この第１〜第３噴射制御においては、必要に応じて、吸気絞り弁１６を絞る吸気絞り制御や排気絞り弁１３を絞る排気絞り制御等を併用する。   In the first to third injection controls, an intake throttle control for narrowing the intake throttle valve 16 and an exhaust throttle control for narrowing the exhaust throttle valve 13 are used in combination as necessary.

この構成により、中負荷や高負荷のエンジン運転状態のように触媒温度が高い状態において、下り坂運転や減速運転等のように、一時的に主燃料噴射量Ｑｆが少ない状態に移行した場合であっても、排気ガス温度Ｔｇ１をチェックして、触媒温度が触媒活性化温度以上であれば、マルチ噴射は行わないが、通常噴射にポスト噴射を加えた噴射制御を行い、ポスト噴射を行う第２噴射制御により排気ガスを昇温し、酸化触媒１２ａを触媒活性化状態に維持する。これにより、触媒の活性が低下することを防止できるので、再生効率低下を回避でき、再生時間を短縮することができる。従って、燃費も向上できる。   With this configuration, when the catalyst temperature is high, such as in a medium-load or high-load engine operation state, when the main fuel injection amount Qf temporarily shifts to a low state, such as a downhill operation or a deceleration operation. Even if the exhaust gas temperature Tg1 is checked, if the catalyst temperature is equal to or higher than the catalyst activation temperature, the multi-injection is not performed, but the injection control in which the post injection is added to the normal injection is performed and the post injection is performed. The temperature of the exhaust gas is raised by the 2-injection control, and the oxidation catalyst 12a is maintained in the catalyst activated state. Thereby, since it can prevent that the activity of a catalyst falls, the fall of regeneration efficiency can be avoided and regeneration time can be shortened. Therefore, fuel consumption can be improved.

任意再生警告手段３６Ｃは、点滅灯（ＤＰＦランプ）２６、警告灯（警告ランプ）２７等で構成され、ドライバー（運転者）に、点滅灯２６の点滅により手動による再生制御手段３５Ｃの作動を促す警告を行ったり、警告灯２７の点灯によりドライバーに車両をサービスセンターに持っていくように促す手段である。なお、この警告を受けたドライバーは手動再生ボタン（マニュアル再生スイッチ）２８を操作することにより、再生制御手段３５Ｃによる再生制御を開始することができる。   The optional regeneration warning means 36C includes a flashing lamp (DPF lamp) 26, a warning light (warning lamp) 27, etc., and urges the driver (driver) to manually operate the regeneration control means 35C by the flashing of the flashing light 26. This is a means for giving a warning or urging the driver to bring the vehicle to the service center by turning on the warning light 27. The driver who has received this warning can start the regeneration control by the regeneration control means 35C by operating the manual regeneration button (manual regeneration switch) 28.

そして、これらの各種手段を有するＤＰＦ制御手段３０Ｃは、捕集量検出手段３２Ｃで検出されたＤＰＦ前後差圧ΔＰm と、走行距離検出手段３３Ｃで検出されたＤＰＦ再生の後の走行距離ΔＭc に基づいて、通常運転制御手段３１Ｃによる通常の運転を継続したり、ドライバーに対して手動による再生制御手段３５Ｃの作動を促す警告を行ったり、自動的に再生制御手段３５Ｃを作動させたりする手段として構成される。   The DPF control means 30C having these various means is based on the DPF front-rear differential pressure ΔPm detected by the collected amount detection means 32C and the travel distance ΔMc after DPF regeneration detected by the travel distance detection means 33C. Thus, it is configured as means for continuing normal operation by the normal operation control means 31C, warning the driver to manually activate the regeneration control means 35C, or automatically operating the regeneration control means 35C. Is done.

次に、この排気ガス浄化システム１のＤＰＦ制御について説明する。この排気ガス浄化システム１の制御においては、通常運転制御手段３１Ｃによって通常の運転が行われ、ＰＭを捕集するが、この通常の運転において、再生時期判定手段３４Ｃによって、再生時期であるか否かを監視し、再生時期であると判断されると任意再生警告手段３６Ｃによる警告又は再生制御手段３５Ｃによる走行自動再生を行う。   Next, DPF control of the exhaust gas purification system 1 will be described. In the control of the exhaust gas purification system 1, a normal operation is performed by the normal operation control means 31C and PM is collected. In this normal operation, whether or not the regeneration time is determined by the regeneration time determination means 34C. If it is determined that it is the regeneration time, a warning by the optional regeneration warning means 36C or an automatic traveling regeneration by the regeneration control means 35C is performed.

つまり、捕集量検出手段３２Ｃで検出されたＤＰＦ前後差圧ΔＰm と走行距離検出手段３３Ｃで検出された走行距離ΔＭc が、所定の範囲内に入るか否かによって、任意再生の要否、走行自動再生の要否を判断して、必要に応じて、各種の処理を行った後戻って、更に、通常運転制御手段３１Ｃによる通常の運転を行う。そして、通常の運転とＤＰＦ制御を繰り返しながら、車両の運転が行われる。   That is, whether or not the optional regeneration is necessary depends on whether or not the DPF front-rear differential pressure ΔPm detected by the collected amount detection means 32C and the travel distance ΔMc detected by the travel distance detection means 33C fall within a predetermined range. The necessity of automatic regeneration is determined, and after performing various processes as necessary, the process returns and further normal operation is performed by the normal operation control means 31C. Then, the vehicle is driven while repeating normal driving and DPF control.

このＤＰＦ制御について、図５に示すＤＰＦ制御用マップを参照しながら説明する。なお、このＤＰＦ制御は図６に例示するようなＤＰＦ制御フローにより実施できる。   This DPF control will be described with reference to the DPF control map shown in FIG. This DPF control can be implemented by a DPF control flow as exemplified in FIG.

先ず、走行距離ΔＭc が第１閾値ΔＭ1 より小さい領域Ｒm1にある時は、強制再生を行うと、オイル中の燃料の蒸発が不十分であるため、オイルダイリューションの問題等を回避するために再生制御の実行を禁止する。   First, when the travel distance ΔMc is in the region Rm1 smaller than the first threshold value ΔM1, if the forced regeneration is performed, the fuel in the oil is insufficiently evaporated, so that the problem of oil dilution and the like are avoided. Execution of playback control is prohibited.

次に、走行距離ΔＭc が第１閾値ΔＭ1 と第２閾値ΔＭ2 との間の所定の範囲内Ｒm2にある場合には、まだ、走行が不十分でエンジンオイルに混入した燃料分の蒸発が十分に行われていないため自動強制再生は行わずに、車両を停止して手動再生ボタン２８を押して強制再生を行う任意再生（マニュアル再生）を促すために、検出されたＤＰＦ前後差圧ΔＰm が、第１閾値ΔＰ1 を超える（マニュアル点滅１）と点滅灯（ＤＰＦランプ）２６をゆっくり点滅させる。更に、検出されたＤＰＦ前後差圧ΔＰm が、第１閾値ΔＰ1 より大きな第２閾値ΔＰ2 を超える（マニュアル点滅２）と点滅灯２６を早く点滅させ、ドライバーに対して、車両を停止しての手動による強制再生を強く促す。   Next, when the travel distance ΔMc is within a predetermined range Rm2 between the first threshold value ΔM1 and the second threshold value ΔM2, the travel is still insufficient and the fuel component mixed in the engine oil is sufficiently evaporated. Since the automatic regeneration is not performed, the detected DPF front-rear differential pressure ΔPm is used to stop the vehicle and press the manual regeneration button 28 to perform arbitrary regeneration (manual regeneration) in which forced regeneration is performed. When the threshold value ΔP1 is exceeded (manual flashing 1), the flashing lamp (DPF lamp) 26 is slowly flashed. Further, when the detected DPF front-rear differential pressure ΔPm exceeds a second threshold value ΔP2 larger than the first threshold value ΔP1 (manual flashing 2), the flashing lamp 26 flashes quickly, and the driver manually stops the vehicle. The forced regeneration by is strongly encouraged.

そして、走行距離ΔＭc が第２閾値ΔＭ2 と第３閾値ΔＭ3 との間の所定の範囲内Ｒm3にある場合には、エンジンオイルに混入した燃料分の蒸発が十分に行われ、走行中の自動強制再生（走行自動再生）が可能になっているので、検出されたＤＰＦ前後差圧ΔＰm が、第１閾値ΔＰ1 を超える（走行自動再生１）と、自動的に再生制御を行う。この走行自動再生により、ドライバーに手動による強制再生、即ち、手動再生ボタン２８のＯＮ／ＯＦＦ操作に関する負担を少なくする。   When the travel distance ΔMc is within a predetermined range Rm3 between the second threshold value ΔM2 and the third threshold value ΔM3, the fuel mixed in the engine oil is sufficiently evaporated, and the automatic forcing during traveling is performed. Since regeneration (automatic travel regeneration) is possible, regeneration control is automatically performed when the detected differential pressure ΔPm across the DPF exceeds the first threshold value ΔP1 (travel automatic regeneration 1). This automatic driving regeneration reduces the burden on the driver for manual regeneration, that is, on / off operation of the manual regeneration button 28.

更に、検出されたＤＰＦ前後差圧ΔＰm に関係なく、走行距離ΔＭc が第３閾値ΔＭ3 を超えた所定の範囲内Ｒm4にある場合（走行自動再生２）には、触媒付きフィルタ１２ｂにおけるＰＭの偏積に起因する熱暴走及びＤＰＦの溶損を防止するために、自動的に再生制御を行う。   Further, when the travel distance ΔMc is within a predetermined range Rm4 exceeding the third threshold value ΔM3 (travel automatic regeneration 2) irrespective of the detected DPF front-rear differential pressure ΔPm, the PM deviation in the catalyst-equipped filter 12b. Regeneration control is automatically performed to prevent thermal runaway and DPF melting due to product.

これらの再生制御では、図３に示すように、ステップＳ４１で主燃料噴射量Ｑｆをエンジン回転数Ｎｅとアクセル開度αから予め設定されたマップデータに基づいて算出する。   In these regeneration controls, as shown in FIG. 3, in step S41, the main fuel injection amount Qf is calculated based on map data set in advance from the engine speed Ne and the accelerator opening α.

次のステップＳ４２で、この主燃料噴射量Ｑｆが、所定の判定用噴射量Ｑｓよりも少ないか否かを判定する。そして、主燃料噴射量Ｑｆが所定の判定用噴射量Ｑｓよりも低い場合、即ち、マルチ噴射禁止領域Ｒｓにある場合には、ステップＳ４３で、排気ガス温度Ｔｇ１が所定の判定温度Ｔｃより低いか否かの判定を行う。   In the next step S42, it is determined whether or not the main fuel injection amount Qf is smaller than a predetermined determination injection amount Qs. If the main fuel injection amount Qf is lower than the predetermined determination injection amount Qs, that is, if the main fuel injection amount Qf is in the multi-injection prohibited region Rs, is the exhaust gas temperature Tg1 lower than the predetermined determination temperature Tc in step S43? Determine whether or not.

このステップＳ４３の判定で、排気ガス温度Ｔｇ１が所定の判定温度Ｔｃより低いときは、ステップＳ４４で第１噴射制御を行う。この第１噴射制御では、主燃料噴射量Ｑｆでマルチ噴射やポスト噴射を行わない通常噴射を行う。   If it is determined in step S43 that the exhaust gas temperature Tg1 is lower than the predetermined determination temperature Tc, the first injection control is performed in step S44. In the first injection control, normal injection that does not perform multi-injection or post-injection is performed with the main fuel injection amount Qf.

このステップＳ４３の判定で、排気ガス温度Ｔｇ１が所定の判定温度Ｔｃ以上のときは、ステップＳ４５で第２噴射制御を行う。この第２噴射制御では、主燃料噴射量Ｑｆの通常噴射に加えてポスト噴射を行う。このポスト噴射の噴射量Ｑｐは予め設定されたマップデータに従って算出される。この第２噴射制御では、必要に応じて、排気絞り及び吸気絞りを行う。   If it is determined in step S43 that the exhaust gas temperature Tg1 is equal to or higher than the predetermined determination temperature Tc, the second injection control is performed in step S45. In this second injection control, post injection is performed in addition to normal injection of the main fuel injection amount Qf. The post injection amount Qp is calculated according to preset map data. In the second injection control, exhaust throttling and intake throttling are performed as necessary.

また、ステップＳ４２の判定で、主燃料噴射量Ｑｆが所定の判定用噴射量Ｑｓよりも多い場合、即ち、マルチ噴射禁止領域Ｒｓにない場合には、ステップＳ４６で、第３噴射制御を行う。この第３噴射制御では、マルチ噴射に加えてポスト噴射を行う。このマルチ噴射の噴射量は主燃料噴射量Ｑｆであり、ポスト噴射の噴射量Ｑｐは予め設定されたマップデータに従って算出された値とする。また、この第３噴射制御では、必要に応じて、排気絞り及び吸気絞りを行う。   If the main fuel injection amount Qf is larger than the predetermined determination injection amount Qs in the determination in step S42, that is, if it is not in the multi-injection prohibited region Rs, the third injection control is performed in step S46. In the third injection control, post injection is performed in addition to multi-injection. The multi-injection injection amount is the main fuel injection amount Qf, and the post-injection injection amount Qp is a value calculated according to preset map data. In the third injection control, exhaust throttling and intake throttling are performed as necessary.

そして、これらの第１噴射制御、第２噴射制御、第３噴射制御をそれぞれ所定の時間（再生制御完了のチェックのインターバルに関係する時間）の間行い、ステップＳ４７に行く。   The first injection control, the second injection control, and the third injection control are performed for a predetermined time (time related to the regeneration control completion check interval), and the process goes to step S47.

ステップＳ４７では再生制御が完了したか否かの判定を行う。この判定は、触媒付きフィルタ１２ｂに流入する排気ガスの温度Ｔｇ２が所定の温度Ｔｒ以上になっている時間が予め設定されている再生時間を経過したか否かで判定したり、フィルタ前後の差圧が所定値以下になっているかどうかで判定することができる。   In step S47, it is determined whether or not the reproduction control is completed. This determination is made based on whether or not the time during which the temperature Tg2 of the exhaust gas flowing into the catalyst-equipped filter 12b is equal to or higher than the predetermined temperature Tr has passed a preset regeneration time, or the difference between before and after the filter. It can be determined by whether the pressure is below a predetermined value.

ステップＳ４７の判定で、再生制御が完了していない場合は、ステップＳ４１に戻り、第１噴射制御〜第３噴射制御のいずれかを再生制御が完了するまで繰り返す。このステップＳ４７の判定で、再生制御が完了した場合は、ステップＳ４８の再生制御の終了作業を行い、リターンする。この再生制御の終了作業では、マルチ噴射＋ポスト噴射制御の終了、吸気絞り制御の終了、排気絞り制御の終了を行う。また、必要に応じて、再生制御を終了したということで再生制御フラグをリセットしたりする。   If it is determined in step S47 that the regeneration control has not been completed, the process returns to step S41, and any one of the first injection control to the third injection control is repeated until the regeneration control is completed. If it is determined in step S47 that the regeneration control has been completed, the completion of the regeneration control in step S48 is performed, and the process returns. In the regeneration control end operation, multi-injection + post-injection control is ended, intake throttle control is ended, and exhaust throttle control is ended. Further, if necessary, the regeneration control flag is reset because the regeneration control is finished.

このように、排気ガス温度Ｔｇ１が所定の判定温度Ｔｃより高くなった後に、通常噴射＋ポスト噴射を、あるいは、マルチ噴射＋ポスト噴射を行うことにより、フィルタ入口排気温度センサ２３で検知されるフィルタ入口排気温度Ｔｇ２を上げて、触媒付きフィルタ１２ｂをＰＭの酸化除去に適した温度や環境になるようにする。これにより、触媒付きフィルタ１２ｂに捕集されたＰＭを強制的に燃焼除去して触媒付きフィルタ１２ｂを強制再生する。   As described above, after the exhaust gas temperature Tg1 becomes higher than the predetermined determination temperature Tc, the filter detected by the filter inlet exhaust temperature sensor 23 by performing normal injection + post injection or multi-injection + post injection. The inlet exhaust temperature Tg2 is increased so that the catalyst-equipped filter 12b has a temperature and environment suitable for PM oxidation removal. Thus, the PM collected by the filter with catalyst 12b is forcibly burned and removed to forcibly regenerate the filter with catalyst 12b.

なお、走行距離ΔＭc に関係せずに、検出されたＤＰＦ前後差圧ΔＰm が第３閾値ΔＰ3 を超える（Ｒp4：警告灯点滅）と、急激なＰＭの燃焼である熱暴走を回避するために、任意再生及び走行自動再生を禁止した状態にすると共に、ドライバーにサービスセンターに持っていくことを促すための警告灯２７を点灯する。   In order to avoid thermal runaway that is rapid combustion of PM when the detected differential pressure ΔPm before and after DPF exceeds the third threshold value ΔP3 (Rp4: warning light blinking) regardless of the travel distance ΔMc, A warning light 27 is lit to urge the driver to bring the vehicle to the service center while the optional regeneration and the automatic traveling regeneration are prohibited.

従って、上記の排気ガス浄化システムの制御方法及び排気ガス浄化システム１では、中負荷や高負荷のエンジン運転状態のように触媒温度が高い状態において、下り坂運転や減速運転等のように、一時的に主燃料噴射量Ｑｆが少ない状態に移行した場合であっても、排気ガス温度（触媒温度指標値）Ｔｇ１をチェックして、所定の判定温度（所定の判定値）以上であれば、即ち、触媒温度が触媒活性化温度以上になる状態であれば、マルチ噴射は行わないが、通常噴射にポスト噴射を加えた第２噴射制御を行い、この第２噴射制御により排気ガスを昇温し、酸化触媒１２ａを触媒活性化状態に維持する。これにより、触媒の活性が低下することを防止できるので、再生効率低下を回避でき、再生時間を短縮することができる。従って、燃費も向上できる。   Therefore, in the control method of the exhaust gas purification system and the exhaust gas purification system 1 described above, a temporary operation such as a downhill operation or a deceleration operation is performed in a state where the catalyst temperature is high, such as a medium load or high load engine operation state. Even when the main fuel injection amount Qf shifts to a small state, the exhaust gas temperature (catalyst temperature index value) Tg1 is checked and if it is equal to or higher than a predetermined determination temperature (predetermined determination value), that is, If the catalyst temperature is equal to or higher than the catalyst activation temperature, the multi-injection is not performed, but the second injection control in which the post injection is added to the normal injection is performed, and the exhaust gas is heated by this second injection control. The oxidation catalyst 12a is maintained in a catalyst activated state. Thereby, since it can prevent that the activity of a catalyst falls, the fall of regeneration efficiency can be avoided and regeneration time can be shortened. Therefore, fuel consumption can be improved.

なお、上記の説明では、排気ガス浄化システムにおけるＤＰＦ装置として、フィルタに触媒を担持させると共にこのフィルタの上流側に酸化触媒を設けた装置を例にして説明したが、本発明はこれに限定されるものではなく、触媒を担持しないフィルタのＤＰＦ装置、フィルタに酸化触媒を担持させた連続再生型ＤＰＦ装置、フィルタの上流側に酸化触媒を設けた連続再生型ＤＰＦ装置等の他のタイプのＤＰＦにも適用可能である。   In the above description, the DPF device in the exhaust gas purification system is described as an example in which the filter is loaded with the catalyst and the oxidation catalyst is provided on the upstream side of the filter. However, the present invention is not limited to this. Other types of DPF, such as a filter DPF device that does not carry a catalyst, a continuous regeneration type DPF device in which an oxidation catalyst is supported on the filter, and a continuous regeneration type DPF device in which an oxidation catalyst is provided upstream of the filter It is also applicable to.

更に、本発明は、ＮＯｘ吸蔵還元型触媒、ＮＯｘ直接還元型触媒等のＮＯｘ浄化触媒のＮＯｘ浄化能力の回復に際しての再生制御においても適用可能である。また、排気ガス浄化装置が、酸化触媒、ＮＯｘ吸蔵還元型触媒、ＮＯｘ直接還元型触媒、ＳＣＲ触媒（選択還元型触媒）などを担持している場合の硫黄被毒からの回復のために硫黄パージ等においても適用可能である。   Furthermore, the present invention can also be applied to regeneration control when the NOx purification capacity of a NOx purification catalyst such as a NOx storage reduction catalyst or a NOx direct reduction catalyst is restored. In addition, when the exhaust gas purification device carries an oxidation catalyst, NOx occlusion reduction type catalyst, NOx direct reduction type catalyst, SCR catalyst (selective reduction type catalyst), etc., a sulfur purge is required for recovery from sulfur poisoning. The present invention can also be applied.

本発明に係る実施の形態の排気ガス浄化システムのシステム構成図である。1 is a system configuration diagram of an exhaust gas purification system according to an embodiment of the present invention. 本発明に係る実施の形態の排気ガス浄化システムの制御手段の構成を示す図である。It is a figure which shows the structure of the control means of the exhaust gas purification system of embodiment which concerns on this invention. 再生制御フローの一例を示す図である。It is a figure which shows an example of the reproduction | regeneration control flow. エンジン回転数と主燃料噴射量の所定の判定用噴射量との関係の一例を示す図である。It is a figure which shows an example of the relationship between an engine speed and the predetermined injection quantity for determination of the main fuel injection quantity. 排気ガス浄化システムのＤＰＦ制御用マップを模式的に示す図である。It is a figure which shows typically the map for DPF control of an exhaust-gas purification system. 排気ガス浄化システムのＤＰＦ制御フローの一例を示す図である。It is a figure which shows an example of the DPF control flow of an exhaust-gas purification system.

符号の説明Explanation of symbols

１ 排気ガス浄化システム
１０ ディーゼルエンジン
１２ 連続再生型ＤＰＦ装置
１２ａ 酸化触媒
１２ｂ 触媒付きフィルタ
３０ 制御装置（ＥＣＵ）
３０Ｃ ＤＰＦ制御手段
３１Ｃ 通常運転制御手段
３２Ｃ 捕集量検出手段
３３Ｃ 走行距離検出手段
３４Ｃ 再生時期判定手段
３５Ｃ 再生制御手段
３５１Ｃ 排気昇温手段
３６Ｃ 任意再生警告手段
Ｒｓ マルチ噴射禁止領域
Ｑｆ 主燃料噴射量
Ｑｐ ポスト噴射量
Ｑｍ マルチ噴射量
Ｑｓ 所定の判定用噴射量
Ｔｇ１ 酸化触媒に流入する排気ガスの温度
Ｔｇ２ 触媒付きフィルタに流入する排気ガスの温度
Ｔｇ３ 触媒付きフィルタの下流側の排気ガスの温度
Ｔｃ 所定の判定温度
Ｔｒ 所定の第２判定温度
DESCRIPTION OF SYMBOLS 1 Exhaust gas purification system 10 Diesel engine 12 Continuous regeneration type | mold DPF apparatus 12a Oxidation catalyst 12b Filter with catalyst 30 Control apparatus (ECU)
30C DPF control means 31C Normal operation control means 32C Collected amount detection means 33C Travel distance detection means 34C Regeneration timing determination means 35C Regeneration control means 351C Exhaust temperature raising means 36C Arbitrary regeneration warning means Rs Multi-injection prohibition area Qf Main fuel injection amount Qp Post injection amount
Qm Multi injection amount
Qs Predetermined injection amount for determination Tg1 Temperature of exhaust gas flowing into oxidation catalyst Tg2 Temperature of exhaust gas flowing into filter with catalyst Tg3 Temperature of exhaust gas downstream of filter with catalyst Tc Predetermined determination temperature Tr Predetermined second Judgment temperature

Claims (4)

内燃機関の排気通路に、排気ガス中の成分を浄化するための排気ガス浄化装置と、該排気ガス浄化装置の浄化能力を回復するために、シリンダ内燃料噴射制御におけるポスト噴射を伴う再生制御を行う再生制御手段を備えた排気ガス浄化システムにおいて、
前記再生制御の際の排気昇温制御で、
エンジン回転数とアクセル開度から算出される主燃料噴射量が、所定の判定用噴射量よりも低い場合で、かつ、
前記排気ガス浄化装置の触媒装置の触媒温度を指標する触媒温度指標値が所定の判定値より低いときは、前記主燃料噴射量で通常噴射を行う第１噴射制御を行い、
前記触媒温度指標値が前記所定の判定値より高いときは、前記主燃料噴射量の通常噴射に加えて、前記触媒温度指標値に従って算出される噴射量でポスト噴射を行う第２噴射制御を行う一方、
エンジン回転数とアクセル開度から算出される主燃料噴射量が、所定の判定用噴射量以上である場合には、前記主燃料噴射量のマルチ噴射に加えてポスト噴射を行う第３噴射制御を行う排気ガス浄化システムの制御方法。 An exhaust gas purification device for purifying components in the exhaust gas in the exhaust passage of the internal combustion engine, and regeneration control with post injection in in-cylinder fuel injection control to recover the purification capacity of the exhaust gas purification device In an exhaust gas purification system provided with a regeneration control means to perform,
In the exhaust gas temperature raising control during the regeneration control,
The main fuel injection amount calculated from the engine speed and the accelerator opening is lower than a predetermined determination injection amount; and
When the catalyst temperature index value indicating the catalyst temperature of the catalyst device of the exhaust gas purification device is lower than a predetermined determination value, the first injection control for performing normal injection at the main fuel injection amount is performed,
When the catalyst temperature index value is higher than the predetermined determination value, in addition to the normal injection of the main fuel injection amount, second injection control is performed in which post injection is performed at an injection amount calculated according to the catalyst temperature index value. on the other hand,
When the main fuel injection amount calculated from the engine speed and the accelerator opening is equal to or larger than a predetermined determination injection amount, the third injection control for performing post injection in addition to the multi injection of the main fuel injection amount is performed. Control method of exhaust gas purification system to be performed. 前記排気ガス浄化装置を、連続再生型ディーゼルパティキュレートフィルタ装置で形成した請求項１記載の排気ガス浄化システムの制御方法。   The control method of the exhaust gas purification system according to claim 1, wherein the exhaust gas purification device is formed by a continuous regeneration type diesel particulate filter device. 内燃機関の排気通路に、排気ガス中の成分を浄化するための排気ガス浄化装置と、該排気ガス浄化装置の浄化能力を回復するために、シリンダ内燃料噴射制御におけるポスト噴射を伴う再生制御を行う触媒再生制御手段を備えた排気ガス浄化システムにおいて、
前記触媒再生制御手段が、前記再生制御の際の排気昇温制御で、
エンジン回転数とアクセル開度から算出される主燃料噴射量が、所定の判定用噴射量よりも低い場合で、かつ、
前記排気ガス浄化装置の触媒装置の触媒温度を指標する触媒温度指標値が所定の判定値より低いときは、前記主燃料噴射量で通常噴射を行う第１噴射制御を行い、
前記触媒温度指標値が前記所定の判定値より高いときは、前記主燃料噴射量の通常噴射に加えて、前記触媒温度指標値に従って算出される噴射量でポスト噴射を行う第２噴射制御を行う一方、
エンジン回転数とアクセル開度から算出される主燃料噴射量が、所定の判定用噴射量以上である場合には、前記主燃料噴射量のマルチ噴射に加えてポスト噴射を行う第３噴射制御を行う排気ガス浄化システム。 An exhaust gas purification device for purifying components in the exhaust gas in the exhaust passage of the internal combustion engine, and regeneration control with post injection in in-cylinder fuel injection control to recover the purification capacity of the exhaust gas purification device In an exhaust gas purification system equipped with catalyst regeneration control means to perform,
The catalyst regeneration control means is an exhaust gas temperature raising control during the regeneration control,
The main fuel injection amount calculated from the engine speed and the accelerator opening is lower than a predetermined determination injection amount; and
When the catalyst temperature index value indicating the catalyst temperature of the catalyst device of the exhaust gas purification device is lower than a predetermined determination value, the first injection control for performing normal injection at the main fuel injection amount is performed,
When the catalyst temperature index value is higher than the predetermined determination value, in addition to the normal injection of the main fuel injection amount, second injection control is performed in which post injection is performed at an injection amount calculated according to the catalyst temperature index value. on the other hand,
When the main fuel injection amount calculated from the engine speed and the accelerator opening is equal to or larger than a predetermined determination injection amount, the third injection control for performing post injection in addition to the multi injection of the main fuel injection amount is performed. Exhaust gas purification system to perform. 前記排気ガス浄化装置を、フィルタに酸化触媒を担持させた連続再生型ディーゼルパティキュレートフィルタ装置、フィルタの上流側に酸化触媒を設けた連続再生型ディーゼルパティキュレートフィルタ装置、フィルタに触媒を担持させると共に該フィルタの上流側に酸化触媒を設けた連続再生型ディーゼルパティキュレートフィルタ装置のいずれか一つ又はその組合せで形成した請求項３に記載の排気ガス浄化システム。   The exhaust gas purifier includes a continuous regeneration type diesel particulate filter device in which an oxidation catalyst is supported on a filter, a continuous regeneration type diesel particulate filter device in which an oxidation catalyst is provided on the upstream side of the filter, and a catalyst supported on the filter. The exhaust gas purification system according to claim 3, wherein the exhaust gas purification system is formed by any one of or a combination of continuous regeneration type diesel particulate filter devices provided with an oxidation catalyst on the upstream side of the filter.
JP2005206416A 2005-07-15 2005-07-15 Exhaust emission control system and method for controlling exhaust emission control system Pending JP2007023876A (en)

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