JP2013170533A - Exhaust emission control device of internal combustion engine - Google Patents

Exhaust emission control device of internal combustion engine Download PDF

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JP2013170533A
JP2013170533A JP2012035923A JP2012035923A JP2013170533A JP 2013170533 A JP2013170533 A JP 2013170533A JP 2012035923 A JP2012035923 A JP 2012035923A JP 2012035923 A JP2012035923 A JP 2012035923A JP 2013170533 A JP2013170533 A JP 2013170533A
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catalyst
exhaust
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internal combustion
combustion engine
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JP5867150B2 (en
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Tetsuya Watanabe
哲也 渡邊
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Mitsubishi Motors Corp
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Abstract

PROBLEM TO BE SOLVED: To provide an exhaust emission control device of an internal combustion engine, the device advantageous for improving exhaust emission control performance.SOLUTION: A warm-up state detecting means detects a warm-up state of an engine 10 and detects a warm-up state of the engine 10 on the basis of a medium temperature Tw detected through a medium temperature sensor 30. A catalytic activity state detecting means detects an active state of a catalyst 26, and the means estimates a temperature of the catalyst 26 on the basis of an exhaust temperature Tg detected through an exhaust temperature sensor 32, and detects the activity state of the catalyst 26 on the basis of the estimated catalyst temperature. A control means controls an opening/closing action of an exhaust control valve 36 and a medium control valve 42 on the basis of the activity state detected by the catalytic activity state detecting means and on the warm-up state detected by the warm-up state detecting means.

Description

本発明は内燃機関の排気浄化装置に関する。   The present invention relates to an exhaust emission control device for an internal combustion engine.

車両に搭載される内燃機関の排気の排熱を有効利用する観点から、内燃機関の排気を浄化する排気浄化装置として、排気流路に配置された触媒装置を電熱線で加熱すると共に、触媒装置の外周側に排気によって液体（内燃機関の冷却水）を加熱する加熱装置を設けることによって排気の排熱を回収するものが提案されている（特許文献１参照）。
この排気浄化装置では、触媒装置の下流側に設けた排気の開閉機構を閉じることにより触媒装置の外周側に排気を導入させることで冷却水の加熱をより効率的に行うようにしている。 From the viewpoint of effectively using exhaust heat from an exhaust gas of an internal combustion engine mounted on a vehicle, as an exhaust gas purification device for purifying exhaust gas of the internal combustion engine, the catalyst device arranged in the exhaust passage is heated with a heating wire, and the catalyst device Has been proposed in which exhaust heat of exhaust gas is recovered by providing a heating device that heats liquid (cooling water of an internal combustion engine) by exhaust gas on the outer peripheral side of the exhaust gas (see Patent Document 1).
In this exhaust purification device, the exhaust water is introduced to the outer peripheral side of the catalyst device by closing the exhaust opening / closing mechanism provided on the downstream side of the catalyst device, so that the cooling water is heated more efficiently.

また、排熱を回収する目的とは異なるが、ディーゼルパティキュレートフィルタ（ＤＰＦ:Diesel Particulate Filter）の手動再生の要求頻度を低減させる目的で、マルチ噴射による排気昇温を行なっている間に車両が停車アイドル状態になった場合、排気絞り制御を行うことで内燃機関の負荷を高めて排気を高温に維持するものが提案されている（特許文献２参照）。   In addition, although the purpose of recovering exhaust heat is different from the purpose of recovering exhaust heat, the vehicle is running while the temperature of exhaust is being increased by multi-injection in order to reduce the frequency of manual regeneration of a diesel particulate filter (DPF: Diesel Particulate Filter). There has been proposed a system in which the exhaust throttle control is performed to increase the load on the internal combustion engine and maintain the exhaust at a high temperature when the vehicle is in a stationary idle state (see Patent Document 2).

特開２０１１−１３２８７０号公報JP 2011-132870 A 特許第４１７５２８１号公報Japanese Patent No. 4175281

ところで、排熱回収手段と触媒昇温手段は、通常は同じ排気系に配置されているため、その距離に関係なく一定の影響が出てしまう。さらに、排熱回収手段と触媒昇温手段が近傍に配置されていたり、一体に形成されていた場合はその影響が大きい。つまり、排熱回収と触媒昇温は、互いに一定の影響を及ぼしあっているため、それぞれを両立して制御することは難しい。
例えば、前記の排気浄化装置において、排熱回収手段と触媒昇温手段は一体に形成されている。しかし、排熱回収手段は制御されておらず、常に排熱を回収しているため、触媒の活性化が必要な場合においても排熱回収手段は排熱を積極的に回収してしまう。そのため、早期に触媒を活性化したい場合には、触媒からも熱を回収してしまうため、不利に働くことになる。
つまり、排熱回収と触媒昇温は、それぞれを排気ガス状態に応じて精密に制御する必要がある。
ところで、排気ガスの浄化効率が悪い場合においては、内燃機関の暖機または触媒昇温のどちらか排気ガス浄化率のよいほうを選択して優先的に制御することで、より排気ガス浄化に有利な制御をすることができる。
例えば、内燃機関始動直後などの触媒昇温を早期に達成し、排気ガスの浄化を促進したい場合においては、触媒昇温を優先し、早期に排気ガスを浄化するように制御することが重要である。
しかしながら、上述した前者の従来技術は単に排気の排熱を回収するに過ぎず、触媒昇温にとって不利である。また、後者の従来技術は排気の温度を高温に維持することに留まるものであり、内燃機関の暖機と触媒の活性化との双方を両立させる点については特に考慮されていない。
本発明は、このような事情に鑑みてなされたものであり、その目的は、排気ガス浄化性能の向上に有利な内燃機関の排気浄化装置を提供することにある。 By the way, since the exhaust heat recovery means and the catalyst temperature raising means are usually arranged in the same exhaust system, there is a certain influence regardless of the distance. Further, when the exhaust heat recovery means and the catalyst temperature raising means are arranged in the vicinity or integrally formed, the influence is great. In other words, the exhaust heat recovery and the catalyst temperature rise have a certain influence on each other, and it is difficult to control them both at the same time.
For example, in the exhaust purification apparatus, the exhaust heat recovery means and the catalyst temperature raising means are integrally formed. However, since the exhaust heat recovery means is not controlled and always recovers exhaust heat, the exhaust heat recovery means actively recovers exhaust heat even when activation of the catalyst is necessary. Therefore, if it is desired to activate the catalyst at an early stage, heat is recovered from the catalyst, which is disadvantageous.
That is, it is necessary to precisely control the exhaust heat recovery and the catalyst temperature rise according to the exhaust gas state.
By the way, when the exhaust gas purification efficiency is poor, it is more advantageous for exhaust gas purification by preferentially controlling which one of the warm-up of the internal combustion engine or the temperature rise of the catalyst has the better exhaust gas purification rate. Control.
For example, when it is desired to quickly raise the catalyst temperature immediately after starting the internal combustion engine and promote exhaust gas purification, it is important to prioritize the catalyst temperature rise and control the exhaust gas to be purified early. is there.
However, the former prior art described above merely recovers exhaust heat from the exhaust gas, and is disadvantageous for raising the temperature of the catalyst. Further, the latter prior art is limited to maintaining the exhaust temperature at a high temperature, and no particular consideration is given to achieving both warm-up of the internal combustion engine and activation of the catalyst.
The present invention has been made in view of such circumstances, and an object thereof is to provide an exhaust purification device for an internal combustion engine that is advantageous in improving exhaust gas purification performance.

上記目的を達成するために、本発明の内燃機関の排気浄化装置は、内燃機関から排出される排気を浄化する触媒と、前記内燃機関の排気の排熱を回収し、該内燃機関の暖機を促進する排熱回収手段と、前記触媒を昇温させる触媒昇温手段と、前記触媒の活性状態を検出する触媒活性状態検出手段と、前記内燃機関の暖機状態を検出する暖機状態検出手段と、前記触媒活性状態検出手段で検出された前記活性状態と前記暖機状態検出手段で検出された前記暖機状態とに基づいて前記触媒昇温手段および前記排熱回収手段の制御を行う制御手段とを備えることを特徴とする。   In order to achieve the above object, an exhaust gas purification apparatus for an internal combustion engine according to the present invention recovers exhaust heat of the exhaust gas from the internal combustion engine, a catalyst for purifying exhaust gas discharged from the internal combustion engine, and warms up the internal combustion engine. Exhaust heat recovery means for promoting the catalyst, catalyst temperature raising means for raising the temperature of the catalyst, catalyst active state detection means for detecting the active state of the catalyst, and warm-up state detection for detecting the warm-up state of the internal combustion engine And controlling the catalyst temperature raising means and the exhaust heat recovery means based on the active state detected by the catalyst active state detecting means and the warm-up state detected by the warm-up state detecting means And a control means.

請求項１記載の発明によれば、触媒の活性状態と内燃機関暖機状態との双方に基づいて触媒昇温手段および排熱回収手段の制御を行う内燃機関の排気浄化装置において、排気の浄化が促進されるように触媒昇温手段と排熱回収手段を適宜制御するとともに、触媒昇温手段により触媒を活性化している時に、排熱回収手段による排気からの熱回収を抑制するようにしたので、触媒昇温手段による触媒の昇温とともに、排熱回収手段による排気系からの排熱回収が抑制され、触媒の活性化が促進されるので、排気ガスの浄化を促進させる上で有利となる。
請求項２記載の発明によれば、排熱回収手段が触媒を収容するようにしたので、排気熱の回収に加え、触媒からの発熱も回収することができるので、排熱回収の効率を高める上で有利となる。
請求項３記載の発明によれば、触媒が活性化されず、かつ、内燃機関の暖機が完了していないと判定した場合に、触媒昇温手段の動作を排熱回収手段の動作よりも優先して実行させるようにしたので、早期に触媒を活性化でき排気浄化装置の排気浄化性能を高める上で有利となる。
請求項４記載の発明によれば、排熱回収手段による内燃機関の暖気時に、内燃機関の暖機状態に基づいて触媒昇温手段を制御するようにしたので、暖機時間の短縮および燃費の向上を図る上で有利となる。
請求項５記載の発明によれば、触媒が活性化され、かつ、内燃機関の暖機が完了しておらず予め定められた基準の暖機状態にも達していないと判定した場合に、排熱回収手段の動作と触媒昇温手段の動作とを同時に実行させ、触媒が活性化され、かつ、基準の暖機状態に達していると判定した場合に、排熱回収手段の動作のみを実行させるようにしたので、暖機時間の短縮および燃費の向上を図る上で有利となる。
請求項６記載の発明によれば、基準の暖機状態を簡単かつ的確に判定することができ、触媒昇温手段と排熱回収手段を精密に制御することができる。
請求項７記載の発明によれば、触媒が活性化され、かつ、内燃機関の暖機が完了したと判定した場合に、排熱回収手段の動作および触媒昇温手段の動作の双方を停止させるようにしたので、触媒の過昇温を抑制しつつ内燃機関の暖機を的確に終了させることができる。
請求項８記載の発明によれば、触媒の下流側に排気制御手段を設けるとともに、触媒の近傍に排気通路を設けることにより、触媒の昇温効率を高めるとともに、触媒の昇温動作を的確に制御することができる。 According to the first aspect of the invention, in the exhaust gas purification apparatus for an internal combustion engine that controls the catalyst temperature raising means and the exhaust heat recovery means based on both the active state of the catalyst and the warm-up state of the internal combustion engine, the exhaust gas purification apparatus The catalyst temperature raising means and the exhaust heat recovery means are appropriately controlled so that the heat is recovered, and when the catalyst is activated by the catalyst temperature raising means, the heat recovery from the exhaust by the exhaust heat recovery means is suppressed. Therefore, as the temperature of the catalyst is raised by the catalyst temperature raising means, the exhaust heat recovery from the exhaust system by the exhaust heat collecting means is suppressed and the activation of the catalyst is promoted, which is advantageous in promoting the purification of exhaust gas. Become.
According to the second aspect of the invention, since the exhaust heat recovery means accommodates the catalyst, the heat generation from the catalyst can be recovered in addition to the recovery of the exhaust heat, so that the efficiency of the exhaust heat recovery is increased. This is advantageous.
According to the third aspect of the present invention, when it is determined that the catalyst is not activated and the warm-up of the internal combustion engine is not completed, the operation of the catalyst temperature raising means is more than the operation of the exhaust heat recovery means. Since it is preferentially executed, the catalyst can be activated at an early stage, which is advantageous in enhancing the exhaust purification performance of the exhaust purification device.
According to the fourth aspect of the invention, since the catalyst temperature raising means is controlled based on the warm-up state of the internal combustion engine when the internal combustion engine is warmed up by the exhaust heat recovery means, the warm-up time can be shortened and the fuel consumption can be reduced. This is advantageous for improvement.
According to the fifth aspect of the present invention, when it is determined that the catalyst has been activated and the warm-up of the internal combustion engine has not been completed and the predetermined warm-up state has not been reached, When the operation of the heat recovery means and the operation of the catalyst temperature raising means are executed at the same time, and it is determined that the catalyst is activated and has reached the standard warm-up state, only the operation of the exhaust heat recovery means is executed. Therefore, it is advantageous for shortening the warm-up time and improving fuel consumption.
According to the sixth aspect of the present invention, the reference warm-up state can be determined easily and accurately, and the catalyst temperature raising means and the exhaust heat recovery means can be precisely controlled.
According to the seventh aspect of the present invention, when it is determined that the catalyst is activated and the warm-up of the internal combustion engine is completed, both the operation of the exhaust heat recovery means and the operation of the catalyst temperature raising means are stopped. Since it did in this way, warming up of an internal combustion engine can be complete | finished exactly, suppressing the excessive temperature rise of a catalyst.
According to the eighth aspect of the present invention, the exhaust control means is provided on the downstream side of the catalyst, and the exhaust passage is provided in the vicinity of the catalyst, thereby improving the temperature raising efficiency of the catalyst and accurately raising the temperature raising operation of the catalyst. Can be controlled.

本実施の形態の内燃機関の排気浄化装置２２を示す構成図である。It is a block diagram which shows the exhaust gas purification apparatus 22 of the internal combustion engine of this Embodiment. 触媒２６および熱回収手段２８の動作を説明する第１の断面図である。3 is a first cross-sectional view for explaining the operation of a catalyst 26 and a heat recovery means 28. FIG. 触媒２６および熱回収手段２８の動作を説明する第２の断面図である。3 is a second cross-sectional view for explaining the operation of the catalyst 26 and the heat recovery means 28. FIG. 本実施の形態の内燃機関の排気浄化装置２２の動作フローチャートである。It is an operation | movement flowchart of the exhaust gas purification apparatus 22 of the internal combustion engine of this Embodiment. 排気浄化装置２２を車両に搭載して動作させた場合の車速、触媒温度、冷却水温度の推移を示す説明図である。It is explanatory drawing which shows transition of the vehicle speed, catalyst temperature, and cooling water temperature at the time of mounting and operating the exhaust purification apparatus 22 in a vehicle.

次に、本発明の実施の形態の内燃機関の排気浄化装置について図面を参照して説明する。
図１に示すように、排気浄化装置２２が適用されるエンジン１０（内燃機関）は、燃焼室１２、燃料噴射装置１４、排気流路１６、冷却装置１８、後述するＥＣＵ２０などを含んで構成されている。
燃焼室１２は、燃料が燃焼される空間を形成するものである。
燃料噴射装置１４は、燃料を燃焼室１２内に向けて噴射するものであり、燃料噴射装置１４は、ＥＣＵ２０により燃料の噴射タイミング、噴射量が制御される。 Next, an exhaust emission control device for an internal combustion engine according to an embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 1, an engine 10 (internal combustion engine) to which an exhaust purification device 22 is applied includes a combustion chamber 12, a fuel injection device 14, an exhaust passage 16, a cooling device 18, an ECU 20 described later, and the like. ing.
The combustion chamber 12 forms a space where fuel is combusted.
The fuel injection device 14 injects fuel into the combustion chamber 12, and the fuel injection device 14 controls the fuel injection timing and the injection amount by the ECU 20.

排気流路１６は、排気マニホールド１７に接続された排気管２４によって構成され、燃焼室１２で燃料が燃焼されることで発生する排気を車両の外部に導いて排出するものである。   The exhaust passage 16 is constituted by an exhaust pipe 24 connected to the exhaust manifold 17, and exhausts exhausted by the combustion of fuel in the combustion chamber 12 to the outside of the vehicle and is discharged.

冷却装置１８は、何れの不図示のウォータジャケットと、ウォータジャケットに接続されたラジエータとを含んで構成された冷却水循環回路を備え、ウォータポンプによって冷却水を冷却水循環回路に循環させるものである。
冷却水循環回路は、後述する熱回収装置３４の媒体流通路に接続されている。 The cooling device 18 includes a cooling water circulation circuit configured to include any water jacket (not shown) and a radiator connected to the water jacket, and circulates the cooling water to the cooling water circulation circuit by a water pump.
The cooling water circulation circuit is connected to a medium flow path of a heat recovery device 34 described later.

排気浄化装置２２は、触媒２６、排熱回収手段２８、媒体温度センサ３０、排気温度センサ３２、前記のＥＣＵ２０を含んで構成されている。   The exhaust purification device 22 includes a catalyst 26, exhaust heat recovery means 28, a medium temperature sensor 30, an exhaust temperature sensor 32, and the ECU 20.

触媒２６は、排気流路１６に配置され、エンジン１０から排出される排気を浄化するものである。
触媒２６としては、酸化触媒、三元触媒、ＮＯｘ吸蔵触媒など従来公知の様々な触媒が使用可能である。 The catalyst 26 is disposed in the exhaust passage 16 and purifies exhaust exhausted from the engine 10.
As the catalyst 26, various conventionally known catalysts such as an oxidation catalyst, a three-way catalyst, and a NOx storage catalyst can be used.

排熱回収手段２８は、触媒２６を収容すると共に、触媒２６通過後の排気の排熱でエンジン１０の冷却水を昇温させるものである。
排熱回収手段２８は、図１、図２に示すように、熱回収装置３４と、排気制御弁３６と、流入管３８と、流出管４０と、媒体制御弁４２とを含んで構成されている。
熱回収装置３４は、排気管２４の長手方向の中間部に介設されている。
熱回収装置３４は、排気管２４と同軸の第１、第２、第３の円筒壁部４４、４６、４８を備え、それらの円筒壁部４４、４６、４８は排気管２４の長手方向に沿って延在している。
第１の円筒壁部４４は、排気管２４よりも小さい内径で設けられている。
上記の触媒２６は、第１の円筒壁部４４の内側に収容されている。
第１の円筒壁部４４のうち、排気の流れの上流側の開口が排気を導入する導入口５０であり、排気の流れの下流側の開口が排気を排出する第１の排出口５２となっている。
第１の円筒壁部４４のうち第１の排出口５２近傍の箇所に、その全周にわたって多数の排気導入孔５４が貫通形成されている。
排気制御弁３６は、ＥＣＵ２０の制御により第１の排出口５２を開閉するように設けられている。排気制御弁３６は、触媒２６の下流側に設けられ触媒２６を通過する排気の流量を制御する排気流量制御手段を構成する。 The exhaust heat recovery means 28 accommodates the catalyst 26 and raises the temperature of the cooling water of the engine 10 by exhaust heat of exhaust after passing through the catalyst 26.
As shown in FIGS. 1 and 2, the exhaust heat recovery means 28 includes a heat recovery device 34, an exhaust control valve 36, an inflow pipe 38, an outflow pipe 40, and a medium control valve 42. Yes.
The heat recovery device 34 is interposed in the middle portion of the exhaust pipe 24 in the longitudinal direction.
The heat recovery apparatus 34 includes first, second, and third cylindrical wall portions 44, 46, and 48 that are coaxial with the exhaust pipe 24, and the cylindrical wall portions 44, 46, and 48 are arranged in the longitudinal direction of the exhaust pipe 24. Extending along.
The first cylindrical wall portion 44 is provided with an inner diameter smaller than that of the exhaust pipe 24.
The catalyst 26 is accommodated inside the first cylindrical wall portion 44.
Of the first cylindrical wall portion 44, the opening on the upstream side of the exhaust flow is an introduction port 50 for introducing exhaust gas, and the opening on the downstream side of the exhaust flow is a first exhaust port 52 for discharging exhaust gas. ing.
A number of exhaust introduction holes 54 are formed through the entire circumference of the first cylindrical wall portion 44 in the vicinity of the first discharge port 52.
The exhaust control valve 36 is provided so as to open and close the first discharge port 52 under the control of the ECU 20. The exhaust control valve 36 constitutes an exhaust flow rate control unit that is provided on the downstream side of the catalyst 26 and controls the flow rate of the exhaust gas that passes through the catalyst 26.

第２の円筒壁部４６は、第１の円筒壁部４４の半径方向の外側に第１の円筒壁部４４と間隔をおいて設けられ、第１の円筒壁部４４の外周面と第２の円筒壁部４６の内周面との間に内側環状空間Ｓ１が形成されている。
第２の円筒壁部４６の長手方向で第１の排出口５２側の端部は、端面壁５４により第１の円筒壁部４４に接続されている。 The second cylindrical wall portion 46 is provided on the outer side in the radial direction of the first cylindrical wall portion 44 at a distance from the first cylindrical wall portion 44. An inner annular space S <b> 1 is formed between the inner peripheral surface of the cylindrical wall portion 46.
An end of the second cylindrical wall portion 46 on the first discharge port 52 side in the longitudinal direction is connected to the first cylindrical wall portion 44 by an end surface wall 54.

第３の円筒壁部４８は、第２の円筒壁部４６の半径方向の外側に第２の円筒壁部４６と間隔をおいて設けられ、第２の円筒壁部４６の外周面と第３の円筒壁部４８の内周面との間に外側環状空間Ｓ２が形成されている。
排気の流れの上流側に位置する第３の円筒壁部４８の端部は、排気管２４に接続されると共に端面壁５６を介して第１の円筒壁部４４の端部に接続されている。
この端面壁５６と、排気の流れの上流側に位置する第２の円筒壁部４６の端部との間には空間Ｓ３が確保され、この空間Ｓ３により内側環状空間Ｓ１と外側環状空間Ｓ２とが連通している。
また、排気の流れの下流側に位置する第３の円筒壁部４８の端部は、排気管２４に接続され、この第３の円筒壁部４８の端部と、排気の流れの下流側に位置する第２の円筒壁部４６の端部との間には環状の空間Ｓ４が確保され、この環状の空間Ｓ４は第２の排出口５８となっている。 The third cylindrical wall portion 48 is provided on the outer side in the radial direction of the second cylindrical wall portion 46 at a distance from the second cylindrical wall portion 46. An outer annular space S <b> 2 is formed between the inner peripheral surface of the cylindrical wall portion 48.
The end portion of the third cylindrical wall portion 48 located on the upstream side of the exhaust flow is connected to the exhaust pipe 24 and is connected to the end portion of the first cylindrical wall portion 44 through the end face wall 56. .
A space S3 is secured between the end face wall 56 and the end of the second cylindrical wall portion 46 located on the upstream side of the exhaust flow. The space S3 allows the inner annular space S1 and the outer annular space S2 to be separated from each other. Are communicating.
Further, the end portion of the third cylindrical wall portion 48 located on the downstream side of the exhaust flow is connected to the exhaust pipe 24, and the end portion of the third cylindrical wall portion 48 is connected to the downstream side of the exhaust flow. An annular space S4 is secured between the end of the second cylindrical wall portion 46 and the annular space S4 serves as a second discharge port 58.

したがって、排気制御弁３６が第１の排出口５２を閉じると、図４に示すように、触媒２６を通過した後の排気が排気導入孔５４から内側環状空間Ｓ１、空間Ｓ３、外側環状空間Ｓ２を通り第２の排出口５８から排気管２４に至る排気流通路６０が形成される。
すなわち、排気流通路６０は、触媒２６を通過後の排気が触媒２６の周囲に流れる排気通路に相当する。
この場合、触媒２６を通過した後の排気は、排気流通路６０による抵抗により排気流通路６０に滞留した状態となり、熱回収装置３４内の排気圧は１気圧から２気圧程度を維持した状態となる。これにより、触媒２６の昇温が促進される。
また、排気制御弁３６が第１の排出口５２を開くと、図３に示すように、触媒２６を通過した後の排気は抵抗が大きな排気流通路６０にはほとんど流れることなく、第１の排出口５２から下流側の排気管２４に流れる。
本実施の形態では、排気制御弁３６と、この排気制御弁３６を制御するＥＣＵ２０とが触媒２６を昇温させる触媒昇温手段に相当しており、触媒昇温手段は、排気制御弁３６により触媒２６を通過する排気の流量を制御することで触媒２６の昇温動作を実行あるいは停止する。
なお、触媒昇温手段は、触媒２６を昇温させることができればよいのであり、燃料噴射装置１４によるポスト噴射を行ったり、媒体２６を加熱するヒータを設けるなど従来公知の様々な構成、制御が採用可能である。 Therefore, when the exhaust control valve 36 closes the first discharge port 52, as shown in FIG. 4, the exhaust after passing through the catalyst 26 passes through the exhaust introduction hole 54 into the inner annular space S1, the space S3, and the outer annular space S2. An exhaust flow passage 60 extending from the second exhaust port 58 to the exhaust pipe 24 is formed.
That is, the exhaust flow passage 60 corresponds to an exhaust passage through which the exhaust after passing through the catalyst 26 flows around the catalyst 26.
In this case, the exhaust gas after passing through the catalyst 26 stays in the exhaust flow passage 60 due to the resistance of the exhaust flow passage 60, and the exhaust pressure in the heat recovery device 34 is maintained at about 1 to 2 atm. Become. Thereby, the temperature rise of the catalyst 26 is promoted.
Further, when the exhaust control valve 36 opens the first discharge port 52, as shown in FIG. 3, the exhaust after passing through the catalyst 26 hardly flows into the exhaust flow passage 60 having a large resistance. It flows from the discharge port 52 to the exhaust pipe 24 on the downstream side.
In the present embodiment, the exhaust control valve 36 and the ECU 20 that controls the exhaust control valve 36 correspond to catalyst temperature raising means for raising the temperature of the catalyst 26, and the catalyst temperature raising means is controlled by the exhaust control valve 36. The temperature raising operation of the catalyst 26 is executed or stopped by controlling the flow rate of the exhaust gas passing through the catalyst 26.
The catalyst temperature raising means is only required to raise the temperature of the catalyst 26, and various conventionally known configurations and controls such as post injection by the fuel injection device 14 and provision of a heater for heating the medium 26 are possible. It can be adopted.

また、第１、第２、第３の円筒壁部４４、４６、４８の内部には、触媒２６の周囲に冷却水を流通させる不図示の媒体流通路が形成され、排気流通路６０を流れる排気の熱により媒体流通路を流れる冷却水を加熱することができるように構成されている。   In addition, a medium flow passage (not shown) through which cooling water flows around the catalyst 26 is formed inside the first, second, and third cylindrical wall portions 44, 46, and 48, and flows through the exhaust flow passage 60. The cooling water flowing through the medium flow path can be heated by the heat of the exhaust.

流入管３８は、一端が冷却装置１８の冷却水循環回路の上流側に接続され、他端が前記の媒体流通路の一端に接続され、流出管４０は、一端が冷却装置１８の冷却水循環回路の下流側に接続され、他端が前記の媒体流通路の他端に接続されている。
これにより、媒体流通路は、冷却水循環回路を構成する流路と並列に接続されている。
したがって、冷却水は、冷却装置１８と媒体流通路とにわたって循環可能となっている。 One end of the inflow pipe 38 is connected to the upstream side of the cooling water circulation circuit of the cooling device 18, the other end is connected to one end of the medium flow path, and the outflow pipe 40 has one end of the cooling water circulation circuit of the cooling device 18. Connected to the downstream side, the other end is connected to the other end of the medium flow path.
Thereby, the medium flow path is connected in parallel with the flow path constituting the cooling water circulation circuit.
Therefore, the cooling water can be circulated through the cooling device 18 and the medium flow path.

媒体制御弁４２は、流入管３８に設けられＥＣＵ２０の制御により開閉されることで冷却装置１８および前記の媒体流通路を循環する冷却水の流量を制御するものである。
媒体制御弁４２が冷却水の流量を制御することにより、排熱回収手段２８は冷却水の昇温動作を実行あるいは停止する。 The medium control valve 42 is provided in the inflow pipe 38 and is opened and closed under the control of the ECU 20 to control the flow rate of the cooling water circulating through the cooling device 18 and the medium flow passage.
As the medium control valve 42 controls the flow rate of the cooling water, the exhaust heat recovery means 28 executes or stops the cooling water heating operation.

本実施の形態では、冷却装置１８と媒体流通路とを接続することで触媒２６通過後の排気の排熱によりエンジン１０の冷却水を直接昇温させる場合について説明した。
しかしながら、冷却装置１８と媒体流通路との間に熱交換装置を介設し、冷却装置１８と前記熱交換装置との間で冷却水を循環させ、前記熱交換装置と媒体流通路との間で冷却水と熱交換される熱交換媒体を流通させるようにしてもよい。この場合、触媒２６通過後の排気の排熱によりエンジン１０の冷却水は前記熱交換媒体を介して昇温させられることになる。また、熱交換媒体として水や油など従来公知の液体が使用可能である。 In the present embodiment, the case where the cooling water of the engine 10 is directly heated by exhaust heat after passing through the catalyst 26 by connecting the cooling device 18 and the medium flow path has been described.
However, a heat exchange device is interposed between the cooling device 18 and the medium flow passage, and the cooling water is circulated between the cooling device 18 and the heat exchange device, so that the heat exchange device is interposed between the heat exchange device and the medium flow passage. A heat exchange medium that exchanges heat with cooling water may be circulated. In this case, the cooling water of the engine 10 is heated through the heat exchange medium due to exhaust heat of the exhaust gas after passing through the catalyst 26. Moreover, conventionally well-known liquids, such as water and oil, can be used as a heat exchange medium.

媒体温度センサ３０は、冷却水循環回路の冷却水の温度を媒体温度Ｔｗとして検出し、検出した媒体温度ＴｗをＥＣＵ２０に供給するものである。
排気温度センサ３２は、エンジン１０から排出される排気の温度を排気温度Ｔｇとして検出し、検出した排気温度ＴｇをＥＣＵ２０に供給するものである。本実施の形態では、排気温度センサ３２は、触媒２６の上流側の排気温度を検出する。 The medium temperature sensor 30 detects the temperature of the cooling water in the cooling water circulation circuit as the medium temperature Tw, and supplies the detected medium temperature Tw to the ECU 20.
The exhaust temperature sensor 32 detects the temperature of the exhaust discharged from the engine 10 as the exhaust temperature Tg, and supplies the detected exhaust temperature Tg to the ECU 20. In the present embodiment, the exhaust temperature sensor 32 detects the exhaust temperature upstream of the catalyst 26.

ＥＣＵ２０は、エンジン１０の制御を行う電子制御ユニットである。
ＥＣＵ２０は、ＣＰＵ、制御プログラムなどを格納するＲＯＭ、ワーキングエリアを提供するＲＡＭ、周辺回路とのインタフェースをとるインタフェース部などがバスによって接続されたマイクロコンピュータによって構成されている。そして、前記ＣＰＵが制御プログラムを実行することにより機能する。
本実施の形態では、ＥＣＵ２０の入力側には、媒体温度センサ３０、排気温度センサ３２が接続され、ＥＣＵ２０の出力側には、排気制御弁３６、媒体制御弁４２が接続されている。
ＥＣＵ２０は、ＣＰＵが前記制御プログラムを実行することにより、媒体温度センサ３０、排気温度センサ３２からの検出情報に基づき排気制御弁３６、媒体制御弁４２を制御する。 The ECU 20 is an electronic control unit that controls the engine 10.
The ECU 20 is constituted by a microcomputer in which a CPU, a ROM that stores a control program, a RAM that provides a working area, an interface unit that interfaces with peripheral circuits, and the like are connected by a bus. The CPU functions by executing a control program.
In the present embodiment, the medium temperature sensor 30 and the exhaust temperature sensor 32 are connected to the input side of the ECU 20, and the exhaust control valve 36 and the medium control valve 42 are connected to the output side of the ECU 20.
The ECU 20 controls the exhaust control valve 36 and the medium control valve 42 based on detection information from the medium temperature sensor 30 and the exhaust temperature sensor 32 by the CPU executing the control program.

また、ＥＣＵ２０は、ＣＰＵが前記制御プログラムを実行することにより、暖機状態検出手段と、触媒活性状態検出手段と、制御手段として機能する。
暖機状態検出手段は、エンジン１０の暖機状態を検出するものであり、本実施の形態では、媒体温度センサ３０により検出された媒体温度Ｔｗに基づいてエンジン１０の暖機状態を検出する。
触媒活性状態検出手段は、触媒２６の活性状態を検出するものであり、本実施の形態では、排気温度センサ３２により検出された排気温度Ｔｇに基づいて触媒２６の温度を推定し、推定された触媒温度に基づいて触媒２６の活性状態を検出する。
制御手段は、触媒活性状態検出手段で検出された活性状態と暖機状態検出手段で検出された暖機状態との双方に基づいて、排気制御弁３６および媒体制御弁４２の開閉動作を制御するものである。 The ECU 20 functions as a warm-up state detection unit, a catalyst activation state detection unit, and a control unit when the CPU executes the control program.
The warm-up state detection means detects the warm-up state of the engine 10. In this embodiment, the warm-up state detection unit detects the warm-up state of the engine 10 based on the medium temperature Tw detected by the medium temperature sensor 30.
The catalyst active state detecting means detects the active state of the catalyst 26, and in this embodiment, the temperature of the catalyst 26 is estimated based on the exhaust gas temperature Tg detected by the exhaust gas temperature sensor 32 and estimated. The active state of the catalyst 26 is detected based on the catalyst temperature.
The control means controls the opening / closing operations of the exhaust control valve 36 and the medium control valve 42 based on both the active state detected by the catalyst active state detecting means and the warm-up state detected by the warm-up state detecting means. Is.

次に、図４に示すフローチャートを参照して排気浄化装置２２の動作について説明する。
まず、第１の暖機判定温度ＴＡ、第２の暖機判定温度ＴＢ、触媒活性温度について説明しておく。
第１の暖機判定温度ＴＡは、エンジン１０の暖機が完了した状態における媒体温度Ｔｗとして規定される。
第２の暖機判定温度ＴＢは、エンジン１０の暖機が完了していないが、予め定められた基準の暖機状態である場合の媒体温度Ｔｗとして規定される。したがって、ＴＡ＞ＴＢの関係となる。
第２の暖機判定温度ＴＢは、例えば、エンジン１０の暖機完了状態で触媒２６が浄化する排気の浄化量をＸとした場合、この浄化量がＸ／２となるときの媒体温度Ｔｗとして規定することができる。
触媒活性判定温度ＴＣは、触媒２６が活性化され排気浄化機能を有効に発揮できる触媒温度として規定される。 Next, the operation of the exhaust emission control device 22 will be described with reference to the flowchart shown in FIG.
First, the first warm-up determination temperature TA, the second warm-up determination temperature TB, and the catalyst activation temperature will be described.
The first warm-up determination temperature TA is defined as the medium temperature Tw when the engine 10 has been warmed up.
The second warm-up determination temperature TB is defined as the medium temperature Tw when the engine 10 is not warmed up but is in a predetermined reference warm-up state. Therefore, a relationship of TA> TB is established.
The second warm-up determination temperature TB is, for example, the medium temperature Tw when the purification amount becomes X / 2 when the purification amount of the exhaust gas purified by the catalyst 26 in the warm-up completion state of the engine 10 is X. Can be prescribed.
The catalyst activity determination temperature TC is defined as a catalyst temperature at which the catalyst 26 is activated and can effectively exhibit the exhaust purification function.

図４の処理は、エンジン１０が始動されることにより実施される。
まず、ＥＣＵ２０は、媒体温度センサ３０により検出された媒体温度Ｔｗが第１の暖機判定温度ＴＡより高いか否かを判定する（ステップＳ１０：暖機状態検出手段）。すなわち、エンジン１０の暖機が完了したか否かを判定する。
ステップＳ１０の判定結果が否定であれば、ＥＣＵ２０は、排気温度センサ３２により検出された排気温度Ｔｇに基づいて触媒２６の温度を推定し、推定された触媒温度が触媒活性温度以上であるか否かに基づいて触媒２６が活性化しているか否かを判定する（ステップＳ１２：触媒状態検出手段）。
ステップＳ１２の判定結果が否定であれば、ＥＣＵ２０は、排気制御弁３６を閉じると共に、媒体制御弁４２を閉じる（ステップＳ１４）。
排気制御弁３６を閉じることにより、図２に示すように、エンジン１０から排出された排気は、熱回収装置３４の排気流通路６０に滞留した状態となるため、触媒２６の昇温が促進される。
さらに媒体制御弁４２を閉じることにより、熱回収装置３４の媒体流通路における冷却水の流通が停止されて触媒２６通過後の排気の排熱による冷却水を昇温させる動作が停止するため、触媒２６の昇温がさらに促進される。
すなわち、触媒２６を昇温させる動作を排熱回収手段２８の動作よりも優先して実行することにより、エンジン１０の暖機よりも触媒２６の昇温を優先して行う。すなわち、触媒昇温手段により触媒２６の活性化を促進する時に、排熱回収手段２８による排気からの熱回収を抑制する。
言い換えると、ステップＳ１２、Ｓ１４は、触媒２６が活性化されず、かつ、エンジン１０の暖機が完了していないと判定した場合に、触媒昇温手段の動作を排熱回収手段２８の動作よりも優先して実行させることに相当する。
これにより、排熱回収手段２８の媒体流通路６０には冷却水が流通しないため、排気の熱と冷却水との熱交換が抑制された状態で、排気の熱により触媒２６が加熱されることになる。したがって、早期に触媒２６を活性化でき排気浄化装置２２の排気浄化性能を高める上で有利となる。
ステップＳ１４を実行したならばステップＳ１０に戻る。 The process of FIG. 4 is performed when the engine 10 is started.
First, the ECU 20 determines whether or not the medium temperature Tw detected by the medium temperature sensor 30 is higher than the first warm-up determination temperature TA (step S10: warm-up state detection means). That is, it is determined whether or not the engine 10 has been warmed up.
If the determination result in step S10 is negative, the ECU 20 estimates the temperature of the catalyst 26 based on the exhaust temperature Tg detected by the exhaust temperature sensor 32, and whether or not the estimated catalyst temperature is equal to or higher than the catalyst activation temperature. Whether or not the catalyst 26 is activated is determined based on whether or not (step S12: catalyst state detecting means).
If the determination result of step S12 is negative, the ECU 20 closes the exhaust control valve 36 and closes the medium control valve 42 (step S14).
By closing the exhaust control valve 36, as shown in FIG. 2, the exhaust discharged from the engine 10 remains in the exhaust flow passage 60 of the heat recovery device 34, so that the temperature of the catalyst 26 is increased. The
Further, by closing the medium control valve 42, the flow of the cooling water in the medium flow path of the heat recovery device 34 is stopped, and the operation of raising the temperature of the cooling water due to the exhaust heat of exhaust after passing through the catalyst 26 is stopped. The temperature increase of 26 is further promoted.
That is, by performing the operation for raising the temperature of the catalyst 26 in preference to the operation of the exhaust heat recovery means 28, the temperature of the catalyst 26 is given priority over the warming up of the engine 10. That is, when the activation of the catalyst 26 is promoted by the catalyst temperature raising means, the heat recovery from the exhaust by the exhaust heat recovery means 28 is suppressed.
In other words, in steps S12 and S14, when it is determined that the catalyst 26 is not activated and the engine 10 has not been warmed up, the operation of the catalyst temperature raising means is changed from the operation of the exhaust heat recovery means 28. Is equivalent to executing with priority.
As a result, since the cooling water does not flow through the medium flow path 60 of the exhaust heat recovery means 28, the catalyst 26 is heated by the heat of the exhaust while the heat exchange between the heat of the exhaust and the cooling water is suppressed. become. Therefore, the catalyst 26 can be activated at an early stage, which is advantageous in improving the exhaust purification performance of the exhaust purification device 22.
If step S14 is performed, it will return to step S10.

ステップＳ１２の判定結果が肯定であれば、ＥＣＵ２０は、媒体温度センサ３０により検出された媒体温度Ｔｗが第２の暖機判定温度ＴＢより高いか否かを判定する（ステップＳ１６：暖機状態検出手段）。すなわち、エンジン１０の暖機が中程度なされた状態であるか否かを判定する。
ステップＳ１６の判定結果が否定であれば、ＥＣＵ２０は、排気制御弁３６を閉じた状態を維持すると共に、媒体制御弁４２を開く（ステップＳ１８）。
媒体制御弁４２が開かれることにより、熱回収装置３４の媒体流通路における冷却水の流通がなされ、排気制御弁３６が閉じられていることで触媒２６通過後の排気の排熱による冷却水の昇温動作が実行される。
すなわち、触媒２６の活性化が完了した段階では、触媒２６の昇温動作を維持しつつエンジン１０の暖機が促進される。
言い換えると、ステップＳ１６、Ｓ１８は、触媒２６が活性化され、かつ、エンジン１０の暖機が完了しておらず予め定められた基準の暖機状態にも達していないと判定した場合に、排熱回収手段２８の動作と触媒昇温手段の動作とを同時に実行させることに相当する。
さらに言い換えると、ステップＳ１６、Ｓ１８は、触媒２６が活性化され、かつ、エンジン１０の暖機が完了していないと判定した場合に、排熱回収手段２８の動作と触媒昇温手段の動作を同時に実行させることに相当する。
これにより、暖機時間の短縮および燃費の向上を図る上で有利となる。
また、ステップＳ１６、Ｓ１８は、排熱回収手段２８によるエンジン１０の暖機時にエンジン１０の暖機状態に基づいて触媒昇温手段による触媒２６の昇温量を制御することに相当する。
ステップＳ１８を実行したならばステップＳ１６に戻る。 If the determination result in step S12 is affirmative, the ECU 20 determines whether or not the medium temperature Tw detected by the medium temperature sensor 30 is higher than the second warm-up determination temperature TB (step S16: warm-up state detection). means). That is, it is determined whether or not the engine 10 is warmed up moderately.
If the determination result of step S16 is negative, the ECU 20 maintains the exhaust control valve 36 closed and opens the medium control valve 42 (step S18).
When the medium control valve 42 is opened, the cooling water flows in the medium flow passage of the heat recovery device 34, and the exhaust control valve 36 is closed so that the cooling water due to the exhaust heat of the exhaust gas after passing through the catalyst 26. A temperature raising operation is performed.
That is, at the stage where the activation of the catalyst 26 is completed, warming up of the engine 10 is promoted while maintaining the temperature raising operation of the catalyst 26.
In other words, steps S16 and S18 are performed when it is determined that the catalyst 26 has been activated and the engine 10 has not been warmed up and has not reached a predetermined warm-up state. This corresponds to the simultaneous execution of the operation of the heat recovery means 28 and the operation of the catalyst temperature raising means.
In other words, in steps S16 and S18, when it is determined that the catalyst 26 is activated and the engine 10 has not been warmed up, the operation of the exhaust heat recovery means 28 and the operation of the catalyst temperature raising means are performed. This is equivalent to executing them simultaneously.
This is advantageous in shortening the warm-up time and improving fuel consumption.
Steps S16 and S18 correspond to controlling the temperature increase amount of the catalyst 26 by the catalyst temperature increase means based on the warm-up state of the engine 10 when the exhaust heat recovery means 28 warms up the engine 10.
If step S18 is performed, it will return to step S16.

ステップＳ１６の判定結果が肯定であれば、ＥＣＵ２０は、媒体制御弁４２を開いた状態を維持すると共に、排気制御弁３６を開く（ステップＳ２０）。
排気制御弁３６が開くと、図３に示すように、触媒２６を通過した後の排気は、第１の排出口５２から下流側の排気管２４に排出されるため、熱回収装置３４内の排気圧が元に戻り、エンジン１０の回転が円滑に維持される。
すなわち、エンジン１０の回転を円滑に維持しながら、触媒２６の昇温動作およびエンジン１０の暖機が促進される。
言い換えると、ステップＳ１６、Ｓ２０は、触媒２８が活性化され、かつ、基準の暖機状態に達していると判定した場合に、排熱回収手段２８の動作を実行し、触媒昇温手段の動作を停止することに相当する。
さらに言い換えると、ステップＳ１６、Ｓ２０は、触媒２６が活性化され、かつ、エンジン１０の暖機が完了していないと判定した場合に、排熱回収手段２８の動作のみを実行させることに相当する。
また、ステップＳ１６、Ｓ２０は、排熱回収手段２８によるエンジン１０の暖機時にエンジン１０の暖機状態に基づいて触媒昇温手段による触媒２６の昇温量を制御することに相当する。
これにより、暖機時間の短縮および燃費の向上を図る上で有利となる。
ステップＳ２０を実行したならばステップＳ１０に戻る。 If the determination result in step S16 is affirmative, the ECU 20 maintains the state in which the medium control valve 42 is opened, and opens the exhaust control valve 36 (step S20).
When the exhaust control valve 36 is opened, the exhaust after passing through the catalyst 26 is exhausted from the first exhaust port 52 to the exhaust pipe 24 on the downstream side, as shown in FIG. The exhaust pressure returns to the original, and the rotation of the engine 10 is maintained smoothly.
That is, while maintaining the rotation of the engine 10 smoothly, the temperature raising operation of the catalyst 26 and the warming up of the engine 10 are promoted.
In other words, in steps S16 and S20, when it is determined that the catalyst 28 is activated and has reached the standard warm-up state, the operation of the exhaust heat recovery means 28 is executed, and the operation of the catalyst temperature increase means is performed. Is equivalent to stopping.
In other words, steps S16 and S20 correspond to executing only the operation of the exhaust heat recovery means 28 when it is determined that the catalyst 26 is activated and the engine 10 has not been warmed up. .
Steps S <b> 16 and S <b> 20 correspond to controlling the temperature increase amount of the catalyst 26 by the catalyst temperature increasing means based on the warm-up state of the engine 10 when the exhaust heat recovery means 28 warms up the engine 10.
This is advantageous in shortening the warm-up time and improving fuel consumption.
If step S20 is performed, it will return to step S10.

ステップＳ１０の判定結果が肯定ならば、エンジン１０の暖機が完了したので、ＥＣＵ２０は、排気制御弁３６を開いた状態を維持しつつ、媒体制御弁４２を閉じる（ステップＳ２２）。
すなわち、エンジン１０の暖機が終了したので、暖機の促進を停止し、通常の動作に移行して一連の処理を終了する。
言い換えると、ステップＳ１０、Ｓ２２は、触媒２６が活性化され、かつ、エンジン１０の暖機が完了したと判定した場合に、排熱回収手段２８の動作および触媒昇温手段の動作の双方を停止させることに相当する。 If the determination result in step S10 is affirmative, warm-up of the engine 10 is complete, and the ECU 20 closes the medium control valve 42 while maintaining the exhaust control valve 36 open (step S22).
That is, since the warm-up of the engine 10 has been completed, the promotion of warm-up is stopped, the normal operation is performed, and the series of processes is terminated.
In other words, steps S10 and S22 stop both the operation of the exhaust heat recovery means 28 and the operation of the catalyst temperature raising means when it is determined that the catalyst 26 is activated and the engine 10 has been warmed up. Is equivalent to

なお、図５は、排気浄化装置２２を搭載した車両を走行させた場合の車速、触媒温度、冷却水温度の推移を示す線図である。
触媒温度が触媒活性判定温度ＴＣに到達するまで排気制御弁３６、媒体制御弁４２の双方が閉じられている。
触媒温度が触媒活性判定温度ＴＣに到達すると、排気制御弁３６が閉じられた状態を維持し、媒体制御弁４２が開かれる。
冷却水温度が第２の暖機判定温度ＴＢに到達すると、排気制御弁３６が開かれ、媒体制御弁４２が開かれた状態を維持する。
冷却水温度が第１の暖機判定温度ＴＡに到達すると、排気制御弁３６が開かれた状態を維持し、媒体制御弁４２が閉じられる。 FIG. 5 is a diagram showing changes in vehicle speed, catalyst temperature, and cooling water temperature when a vehicle equipped with the exhaust purification device 22 is run.
Both the exhaust control valve 36 and the medium control valve 42 are closed until the catalyst temperature reaches the catalyst activity determination temperature TC.
When the catalyst temperature reaches the catalyst activity determination temperature TC, the exhaust control valve 36 is maintained closed and the medium control valve 42 is opened.
When the cooling water temperature reaches the second warm-up determination temperature TB, the exhaust control valve 36 is opened and the medium control valve 42 is kept open.
When the cooling water temperature reaches the first warm-up determination temperature TA, the exhaust control valve 36 is kept open, and the medium control valve 42 is closed.

本実施の形態の排気浄化装置２２によれば、暖機状態検出手段でエンジン１０が暖機された状態でないことが検出され、かつ、触媒活性状態検出手段で触媒２６が活性化された状態でないことが検出された場合に、排熱回収手段２８の動作よりも触媒昇温手段の動作を優先して実行させるようにした。
したがって、触媒２６の早期活性化が必要な場合、触媒昇温手段の動作を優先して実行させることで、触媒２６が早期に活性化され、排気ガスの浄化を促進させる上で有利となる。 According to the exhaust purification device 22 of the present embodiment, it is detected that the engine 10 is not warmed up by the warm-up state detection means, and the catalyst 26 is not activated by the catalyst active state detection means. When this is detected, the operation of the catalyst temperature raising means has priority over the operation of the exhaust heat recovery means 28.
Therefore, when early activation of the catalyst 26 is necessary, the operation of the catalyst temperature raising means is preferentially executed, whereby the catalyst 26 is activated early, which is advantageous in promoting the purification of exhaust gas.

本実施の形態によれば、触媒２８の活性状態とエンジン１０の暖機状態との双方に基づいて触媒昇温手段および排熱回収手段２８の制御を行うようにしたので、エンジン１０の暖機と触媒２８の活性化との双方を両立させることができる。   According to the present embodiment, since the catalyst temperature raising means and the exhaust heat recovery means 28 are controlled based on both the active state of the catalyst 28 and the warm-up state of the engine 10, the warm-up of the engine 10 is performed. And activation of the catalyst 28 can both be achieved.

また、触媒２８が活性化されず、かつ、エンジン１０の暖機が完了していないと判定した場合に、触媒昇温手段の動作を排熱回収手段２８の動作よりも優先して実行させるようにしたので、早期に触媒２６を活性化でき排気浄化装置２２の性能を高める上で有利となる。   Further, when it is determined that the catalyst 28 is not activated and the warm-up of the engine 10 is not completed, the operation of the catalyst temperature raising means is executed with priority over the operation of the exhaust heat recovery means 28. Therefore, the catalyst 26 can be activated at an early stage, which is advantageous in improving the performance of the exhaust purification device 22.

また、排熱回収手段２８によるエンジン１０の暖機時にエンジン１０の暖機状態に基づいて触媒昇温手段による触媒２６の昇温量を制御するようにしたので、暖機時間の短縮および燃費の向上を図る上で有利となる。   Further, when the engine 10 is warmed up by the exhaust heat recovery means 28, the temperature rise amount of the catalyst 26 by the catalyst temperature raising means is controlled based on the warm-up state of the engine 10, so that the warm-up time is shortened and the fuel consumption is reduced. This is advantageous for improvement.

また、触媒２８が活性化され、かつ、エンジン１０の暖機が完了しておらず予め定められた基準の暖機状態にも達していないと判定した場合に、排熱回収手段２８の動作と触媒昇温手段の動作とを同時に実行させ、触媒２８が活性化され、かつ、基準の暖機状態に達していると判定した場合に、排熱回収手段２８の動作のみを実行させるようにしたので、暖機時間の短縮および燃費の向上を図る上で有利となる。   Further, when it is determined that the catalyst 28 is activated and the warm-up of the engine 10 has not been completed and the predetermined warm-up state has not been reached, the operation of the exhaust heat recovery means 28 The operation of the catalyst temperature raising means is executed at the same time, and when it is determined that the catalyst 28 is activated and has reached the standard warm-up state, only the operation of the exhaust heat recovery means 28 is executed. Therefore, it is advantageous for shortening the warm-up time and improving fuel consumption.

また、冷却水の温度が予め定められた第１の暖機判定温度ＴＡを上回ると暖機が完了したと判定し、冷却水の温度が第１の暖機判定温度ＴＡよりも低い第２の暖機判定温度ＴＢを上回ると基準の暖機状態に達していると判定し、エンジン１０の暖機が完了した状態で触媒２８が浄化する排気の浄化量をＸとした場合、触媒２８が浄化する排気の浄化量がＸ／２となるときの冷却水の温度を第２の暖機判定温度ＴＢとしたので、基準の暖機状態を簡単かつ的確に判定することができる。   Further, when the temperature of the cooling water exceeds a predetermined first warm-up determination temperature TA, it is determined that the warm-up has been completed, and the temperature of the cooling water is lower than the first warm-up determination temperature TA. When the warm-up determination temperature TB is exceeded, it is determined that the reference warm-up state has been reached, and when the amount of exhaust purification purified by the catalyst 28 in a state where the warm-up of the engine 10 is completed is X, the catalyst 28 is purified. Since the temperature of the cooling water when the purification amount of exhaust gas to be X / 2 is the second warm-up determination temperature TB, the reference warm-up state can be determined easily and accurately.

また、触媒２８が活性化され、かつ、エンジン１０の暖機が完了したと判定した場合に、排熱回収手段２８の動作および触媒昇温手段の動作の双方を停止させるようにしたので、触媒２６の過昇温を抑制しつつエンジン１０の暖機を的確に終了させることができる。   In addition, when it is determined that the catalyst 28 is activated and the warm-up of the engine 10 is completed, both the operation of the exhaust heat recovery means 28 and the operation of the catalyst temperature raising means are stopped. The warm-up of the engine 10 can be accurately terminated while suppressing the excessive temperature rise of the engine 26.

また、排熱回収手段２８は、触媒２６の周囲に冷却水を流通させる媒体流通路６０に流通する冷却水の流量を媒体制御弁４２により制御することで冷却水の昇温動作を実行あるいは停止するようにしたので、冷却水の昇温動作を的確に制御することができる。   Further, the exhaust heat recovery means 28 executes or stops the temperature rise operation of the cooling water by controlling the flow rate of the cooling water flowing through the medium flow passage 60 through which the cooling water flows around the catalyst 26 by the medium control valve 42. As a result, the temperature raising operation of the cooling water can be accurately controlled.

また、触媒昇温手段は、触媒２８の下流側に設けられ触媒２８を通過する排気の流量を制御する排気制御弁３６により触媒２８を通過する排気の流量を制御することで触媒２８の昇温動作を実行あるいは停止するようにしたので、触媒２８の昇温動作を的確に制御することができる。   Further, the catalyst temperature raising means controls the temperature rise of the catalyst 28 by controlling the flow rate of the exhaust gas passing through the catalyst 28 by the exhaust control valve 36 provided on the downstream side of the catalyst 28 and controlling the flow rate of the exhaust gas passing through the catalyst 28. Since the operation is executed or stopped, the temperature raising operation of the catalyst 28 can be accurately controlled.

なお、本実施の形態では、排熱回収手段２８の媒体流通路６０が触媒２６の周囲に設けられており、媒体流通路６０が排気の流れの上流側により近い箇所に位置するため、冷却水（熱交換媒体）の昇温をより効率的に行う上で有利となり、また、排熱回収手段２８の小型化を図る上で有利となる。
また、本実施の形態では、排熱回収手段２８によって回収した排気の熱をエンジン１０の冷却水を昇温させるために用いたが、潤滑油や空気などのその他流体を昇温させたり、熱エネルギーを電気エネルギーなど他のエネルギーに変換して回収する物としても良く、限定されるものではない。
また、本実施の形態では、エンジン１０は、ガソリンエンジンであるが、エンジン１０がディーゼルエンジンであってもよく限定されるものではない。 In the present embodiment, the medium flow path 60 of the exhaust heat recovery means 28 is provided around the catalyst 26, and the medium flow path 60 is located closer to the upstream side of the exhaust flow. This is advantageous in raising the temperature of the (heat exchange medium) more efficiently, and is advantageous in reducing the size of the exhaust heat recovery means 28.
In the present embodiment, the heat of the exhaust recovered by the exhaust heat recovery means 28 is used to raise the temperature of the cooling water of the engine 10, but the temperature of other fluids such as lubricating oil and air may be raised, The energy may be recovered by converting it into other energy such as electric energy, and is not limited.
Moreover, in this Embodiment, although the engine 10 is a gasoline engine, the engine 10 may be a diesel engine and it is not limited.

１０……エンジン、１２……燃焼室、１４……燃料噴射装置、１６……排気流路、１８……冷却装置、２０……ＥＣＵ（暖機状態検出手段、活性状態検出手段、制御手段）２２……排気浄化装置、２４……排気管、２６……触媒、２８……排熱回収手段２８、３０……媒体温度センサ、３２……排気温度センサ、３６……排気制御弁（排気流量制御手段）、４２……媒体制御弁（媒体流量制御手段）、６０……媒体流通路。   DESCRIPTION OF SYMBOLS 10 ... Engine, 12 ... Combustion chamber, 14 ... Fuel injection device, 16 ... Exhaust flow path, 18 ... Cooling device, 20 ... ECU (warm-up state detection means, active state detection means, control means) 22 …… Exhaust purification device, 24 …… Exhaust pipe, 26 …… Catalyst, 28 …… Exhaust heat recovery means 28, 30 …… Medium temperature sensor, 32 …… Exhaust temperature sensor, 36 …… Exhaust control valve (exhaust flow rate) Control means), 42... Medium control valve (medium flow rate control means), 60... Medium flow passage.

Claims (8)

内燃機関から排出される排気を浄化する触媒と、
前記内燃機関の排気の排熱を回収し、該内燃機関の暖機を促進する排熱回収手段と、
前記触媒を昇温させる触媒昇温手段と、
前記触媒の活性状態を検出する触媒活性状態検出手段と、
前記内燃機関の暖機状態を検出する暖機状態検出手段と、
前記触媒活性状態検出手段で検出された前記活性状態と前記暖機状態検出手段で検出された前記暖機状態とに基づいて前記触媒昇温手段および前記排熱回収手段の制御を行う制御手段と、を備え
前記制御手段は、前記触媒昇温手段により前記触媒の活性化を促進する時に、前記排熱回収手段による排気からの熱回収を抑制する
ことを特徴とする内燃機関の排気浄化装置。 A catalyst for purifying exhaust gas discharged from the internal combustion engine;
Exhaust heat recovery means for recovering exhaust heat of the exhaust gas of the internal combustion engine and promoting warm-up of the internal combustion engine;
A catalyst temperature raising means for raising the temperature of the catalyst;
Catalyst active state detecting means for detecting the active state of the catalyst;
A warm-up state detecting means for detecting a warm-up state of the internal combustion engine;
Control means for controlling the catalyst temperature raising means and the exhaust heat recovery means based on the active state detected by the catalyst active state detecting means and the warm-up state detected by the warm-up state detecting means; The exhaust gas purification apparatus for an internal combustion engine, wherein the control means suppresses heat recovery from the exhaust gas by the exhaust heat recovery means when the activation of the catalyst is promoted by the catalyst temperature raising means. 前記排熱回収手段は、前記触媒を収容している
ことを特徴とする、請求項１記載の内燃機関の排気浄化装置。 The exhaust gas purification device for an internal combustion engine according to claim 1, wherein the exhaust heat recovery means contains the catalyst. 前記制御手段は、前記触媒が活性化されず、かつ、前記内燃機関の暖機が完了していないと判定した場合に、前記触媒昇温手段の動作を前記排熱回収手段の動作よりも優先する、
ことを特徴とする請求項１または２記載の内燃機関の排気浄化装置。 The control means prioritizes the operation of the catalyst temperature raising means over the operation of the exhaust heat recovery means when it is determined that the catalyst is not activated and the internal combustion engine has not been warmed up. To
The exhaust emission control device for an internal combustion engine according to claim 1 or 2. 前記制御手段は、前記排熱回収手段による前記内燃機関の暖機時に前記暖機状態に基づいて前記触媒昇温手段による前記触媒の昇温量を制御する
ことを特徴とする請求項１から３のいずれか１項に記載の内燃機関の排気浄化装置。 The said control means controls the temperature rising amount of the said catalyst by the said catalyst temperature rising means based on the said warming-up state at the time of warming up of the said internal combustion engine by the said exhaust heat recovery means. The exhaust gas purification apparatus for an internal combustion engine according to any one of the above. 前記制御手段は、前記触媒が活性化され、かつ、前記内燃機関の暖機が完了しておらず予め定められた基準の暖機状態にも達していないと判定した場合に、前記排熱回収手段の動作と前記触媒昇温手段の動作とを同時に実行させ、前記触媒が活性化され、かつ、前記基準の暖機状態に達していると判定した場合に、前記排熱回収手段の動作のみを実行させる、
ことを特徴とする請求項４記載の内燃機関の排気浄化装置。 The control means determines that the exhaust heat recovery is performed when it is determined that the catalyst is activated and the internal combustion engine has not been warmed up and has not reached a predetermined warm-up state. Only when the exhaust heat recovery means is operated when it is determined that the catalyst is activated and has reached the reference warm-up state. To execute,
The exhaust gas purification apparatus for an internal combustion engine according to claim 4, wherein the exhaust gas purification apparatus is an internal combustion engine. 前記暖機状態検出手段は、前記暖機状態として前記内燃機関の冷却水の温度を検出するものであり、
前記制御手段は、前記冷却水の温度が予め定められた第１の暖機判定温度ＴＡを上回ると前記暖機が完了したと判定し、前記冷却水の温度が前記第１の暖機判定温度ＴＡよりも低い第２の暖機判定温度ＴＢを上回ると前記基準の暖機状態に達していると判定する、
ことを特徴とする請求項５記載の内燃機関の排気浄化装置。 The warm-up state detection means detects the temperature of the cooling water of the internal combustion engine as the warm-up state,
The control means determines that the warm-up is completed when the temperature of the cooling water exceeds a predetermined first warm-up determination temperature TA, and the temperature of the cooling water is the first warm-up determination temperature. When the second warm-up determination temperature TB lower than TA is exceeded, it is determined that the reference warm-up state has been reached,
6. An exhaust emission control device for an internal combustion engine according to claim 5, wherein: 前記制御手段は、前記触媒が活性化され、かつ、前記内燃機関の暖機が完了したと判定した場合に、前記排熱回収手段の動作および前記触媒昇温手段の動作の双方を停止させる、
ことを特徴とする請求項１から６に何れか１項記載の内燃機関の排気浄化装置。 The control means stops both the operation of the exhaust heat recovery means and the operation of the catalyst temperature raising means when it is determined that the catalyst is activated and the warm-up of the internal combustion engine is completed.
The exhaust emission control device for an internal combustion engine according to any one of claims 1 to 6, wherein the exhaust gas purification device is an internal combustion engine. 前記触媒昇温手段は、前記触媒の下流側に設けられ前記触媒を通過する排気の流量を制御する排気流量制御手段を備え、
前記触媒昇温手段は、前記排気流量制御手段により前記触媒を通過する排気の流量を制御することで前記触媒の昇温動作を実行あるいは停止し、
さらに、前記触媒を通過後の排気が前記触媒の周囲に流れる排気通路が備えられ、
前記触媒昇温手段は、前記排気流量制御手段により前記排気通路を通過する排気の流量を制御することで前記触媒の昇温動作を実行あるいは停止する、
ことを特徴とする請求項１から７に何れか１項記載の内燃機関の排気浄化装置。 The catalyst temperature raising means includes exhaust flow rate control means for controlling the flow rate of exhaust gas that is provided downstream of the catalyst and passes through the catalyst,
The catalyst temperature raising means executes or stops the temperature raising operation of the catalyst by controlling the flow rate of exhaust gas passing through the catalyst by the exhaust flow rate control means,
Furthermore, an exhaust passage through which the exhaust after passing through the catalyst flows around the catalyst is provided,
The catalyst temperature raising means executes or stops the temperature raising operation of the catalyst by controlling the flow rate of exhaust gas passing through the exhaust passage by the exhaust flow rate control means.
The exhaust emission control device for an internal combustion engine according to any one of claims 1 to 7, wherein the exhaust gas purification device is an internal combustion engine.
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