JP2003279432A - Gas pressure detection device for engine and control device for particulate filter - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To detect precisely the collection quantity of particulates collected by a filter by detecting accurately the pressure loss of the filter without being influenced by exhaust pulsation of an engine in a control device of the particulate filter. <P>SOLUTION: An orifice is provided, having such a hole size that, assuming that a pulsation frequency at the idle rotation time of the engine is f<SB>0</SB>(Hz), a cutoff frequency f (Hz) satisfies the expression, f<SB>0</SB>/4≤f≤f<SB>0</SB>, wherein f<SB>0</SB>=N<SB>0</SB>×z/120, N<SB>0</SB>: the idle rotational speed (rpm) of the engine, z: the number of cylinders of the engine, relative to a detection signal from a pressure sensor 13 including a fluctuation component caused by pulsation of the exhaust gas pressure inside an exhaust pipe 11, as an orifice 15 for attenuating the pulsation of the exhaust gas pressure and suppressing resonance of an air-column in a conduit 32, inside the conduit 32 having a prescribed length for connecting to the exhaust pipe 11, the pressure sensor 13 for detecting the exhaust gas pressure inside the exhaust pipe 11. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gas pressure detecting device for detecting a gas pressure inside an exhaust pipe or an intake pipe of an engine, and exhaust particulates contained in exhaust gas discharged from the exhaust pipe of the engine, that is, particulates. The present invention relates to a control device for a particulate filter that controls the process of recovering a filter by collecting the particulate matter with a filter and incinerating the collected particulate matter by heating.

[0002]

2. Description of the Related Art Conventionally, a particulate filter (hereinafter referred to as a particulate filter) for collecting particulates contained in exhaust gas discharged from an exhaust pipe of an engine with a filter and regenerating the filter by incineration by heating the collected particulates. ,
As playback devices for "PF" (abbreviated as "PF"), those described in, for example, JP-A-7-279646 and JP-A-8-312329 are proposed.

If filter regeneration in such a PF regenerator is performed in a state where the amount of particulate matter collected by the filter exceeds a predetermined amount, the filter temperature becomes too high and cracks or melt damage of the filter occur. There was an occasion.
If the filter is regenerated with a small amount of particulates collected by the filter, regeneration failure may occur, or the electric heater may be energized more frequently to heat and incinerate the particulates, resulting in increased power consumption. there were. Therefore, during operation of the engine, it is necessary to always accurately detect the amount of particulates collected by the filter.

The index indicating the amount of collected particulates includes pressure loss of a filter that collects particulates, engine rotation speed, supercharging pressure, etc. These filter pressure loss, engine rotation speed, supercharging pressure, etc. The method of estimating the collection amount of particulates is calculated by calculating the pressure loss coefficient from moment to moment. Then, in order to detect the pressure loss of the filter, a conduit having a predetermined length (for example, a pipe or a hose having a length of about 1 m) is provided in the pressure measuring portion of the exhaust pipe on the upstream side of the filter.
A pressure sensor for detecting the exhaust gas pressure is connected via. It should be noted that connecting the pressure sensor to the exhaust pipe via a conduit of a predetermined length cannot be directly connected to the high-temperature exhaust pipe because of the heat resistance and the limited life of the pressure sensor body made of plastic, for example. Because.

[0005]

However, in the filter regeneration control in such a conventional PF regenerator, there is exhaust pulsation of the engine during engine operation, and the particulates are trapped by the pulse due to this exhaust pulsation. The upstream pressure of the filter fluctuates, and this pressure fluctuation causes resonance of the air column in the conduit from the pressure measuring section of the exhaust pipe to the pressure sensor, making it difficult to accurately detect the pressure loss of the filter. There was something that happened. Therefore, the collected amount of particulates collected by the filter may not be accurately detected. In addition, the supercharging pressure necessary for estimating the trapped amount of particulates may not be properly detected. Therefore, the filter regeneration cannot be performed at an appropriate time, the filter may be cracked or melted, and the power consumption may increase.

This state will be briefly described with reference to FIG. FIG. 9 is a graph showing a pressure loss distribution when the horizontal axis is the engine rotation speed and the vertical axis is the filter pressure loss, and the filter pressure loss with respect to the engine rotation speed is measured for, for example, 5 minutes. In this graph, the area of the pressure loss distribution indicated by the symbol A shows the change width of the filter pressure loss before performing the filter regeneration, and the area of the pressure loss distribution indicated by the symbol B is
The change width of the filter pressure loss after performing filter regeneration is shown. In this case, the pressure loss change width is considerably large both before and after the filter regeneration, and it is difficult to accurately detect the pressure loss of the filter.

The same as the above also occurs when the gas pressure inside the exhaust pipe or the intake pipe of the engine is detected, and due to the pulsation of the gas pressure and the pressure fluctuation due to this pulsation, the exhaust pipe or Causes resonance of the air column in the conduit from the pressure measurement part of the intake pipe to the pressure sensor,
It may be difficult to accurately detect the gas pressure.
Therefore, for example, fuel injection control may not be performed properly.

Therefore, the present invention addresses such a problem, and is capable of accurately detecting the gas pressure of an engine without being affected by the pulsation of the gas pressure of the engine, and an engine gas pressure detecting apparatus. An object of the present invention is to provide a particulate filter control device that can accurately detect the pressure loss of a filter without being affected by exhaust pulsation and accurately detect the amount of particulates collected by the filter. And

[0009]

In order to achieve the above object, a gas pressure detecting device for an engine according to the present invention is connected to an exhaust pipe or an intake pipe of an engine via a conduit of a predetermined length, and the exhaust pipe Or a pressure detecting means for detecting the gas pressure inside the intake pipe, and an orifice provided inside the conduit for damping the pulsation of the gas pressure and suppressing resonance of the air column in the conduit. Is.

With such a structure, the pulsation of gas pressure inside the exhaust pipe or the intake pipe is attenuated by the orifice provided inside the conduit of a predetermined length connected to the exhaust pipe or the intake pipe of the engine. The resonance of the air column inside is suppressed, and the gas pressure inside the exhaust pipe or the intake pipe is detected by the pressure detection means connected to the exhaust pipe or the intake pipe of the engine through the conduit of the predetermined length. As a result, the gas pressure can be accurately detected without being affected by the pulsation of the gas pressure of the engine.

Further, the orifice has a cutoff frequency f with respect to a detection signal from the pressure detecting means including a fluctuation component due to a pulsation of gas pressure inside the exhaust pipe or the intake pipe.
(Hz) is the pulsation frequency when the engine is idling f
As ₀ (Hz), however _{f 0/4 ≦ f ≦ f} 0, f 0 = N 0 × z / 120 N 0: idling speed of the engine (rpm) z: is the pore size such that the number of cylinders of the engine ing. Thus, the fluctuation component due to the pulsation of the gas pressure inside the exhaust pipe or the intake pipe is attenuated at the orifice.

Further, the orifice is provided at a connecting end portion for connecting the conduit to the exhaust pipe or the intake pipe.
Thereby, the first or more resonance of the air column in the conduit can be suppressed.

Alternatively, the orifices are provided at two locations, namely, a connecting end portion for connecting the conduit to the exhaust pipe or the intake pipe, and a portion from the connecting end portion of the pressure detecting means to the conduit to about 1/3 of the entire length of the conduit. May be provided. As a result, it is possible to suppress the first or more, especially the second, resonance of the air column in the conduit.

Further, the particulate filter control device according to the present invention is provided in the middle of the exhaust pipe of the engine for collecting the particulates contained in the exhaust gas, and upstream of the filter means. A heating means for heating and incinerating the collected particulates, and at least an upstream side of the filter means are connected to an exhaust pipe via a conduit of a predetermined length, and the exhaust gas pressure inside the exhaust pipe is detected. And a PF control means for controlling the operation of the heating means by inputting at least a detection signal from the pressure detection means and an engine speed signal, and a PF control means for controlling the operation of the heating means. Inside the conduit, an orifice is provided to attenuate the pulsation of the exhaust gas pressure and suppress the resonance of the air column in the conduit. That.

With this structure, the pulsation of the exhaust gas pressure is damped and the resonance of the air column in the conduit is suppressed by the orifice provided inside the conduit connected to the exhaust pipe with a predetermined length. This makes it possible to accurately detect the pressure loss of the filter means without being affected by the exhaust pulsation of the engine and to accurately detect the amount of particulates collected by the filter means.

The orifice has a cut-off frequency f (Hz) with respect to the detection signal from the pressure detecting means including the fluctuation component due to the pulsation of the exhaust gas pressure inside the exhaust pipe.
However, the pulsation frequency when the engine is idle is f ₀ (H
As z), provided that _{f 0/4 ≦ f ≦ f} 0, f 0 = N 0 × z / 120 N 0: idling speed of the engine (rpm) z: there is a hole diameter such that the number of cylinders of the engine . As a result, the orifice attenuates the fluctuation component due to the pulsation of the exhaust gas pressure inside the exhaust pipe.

Further, the orifice is provided at a connecting end portion for connecting the conduit to the exhaust pipe or the intake pipe.
Thereby, the first or more resonance of the air column in the conduit can be suppressed.

Alternatively, there are two orifices, a connecting end portion for connecting the conduit to the exhaust pipe or the intake pipe, and a portion from the connecting end portion of the pressure detecting means to the conduit to about 1/3 of the entire length of the conduit. May be provided. As a result, it is possible to suppress the first or more, especially the second, resonance of the air column in the conduit.

Further, the engine speed signal input to the PF control means may be a signal output from an engine tachometer. Alternatively, the engine speed signal input to the PF control means is the engine E
The output signal from the CU may be taken in.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 is a schematic configuration diagram showing an embodiment of an engine gas pressure detecting device according to the present invention. The gas pressure detecting device for an engine detects a gas pressure inside an exhaust pipe or an intake pipe of the engine, and includes a pressure sensor 1 and an orifice 2 as shown in FIG.

The pressure sensor 1 comprises an exhaust pipe 3 of the engine.
Alternatively, it serves as a pressure detecting means for detecting the gas pressure inside the intake pipe, and is connected to the exhaust pipe 3 or the intake pipe of the engine through a conduit 4 of a predetermined length. The conduit 4 is composed of, for example, a pipe, a hose or the like having a length of about 1 m. Further, the pressure sensor 1 is connected to the exhaust pipe 3 or the intake pipe through the conduit 4 having a predetermined length because the main body of the pressure sensor 1 is made of plastic, for example, because of its heat resistance and life limitation. This is because it cannot be directly connected to the hot exhaust pipe 3 or the intake pipe.

An orifice 2 is provided inside the conduit 4. The orifice 2 serves to attenuate the pulsation of the gas pressure inside the exhaust pipe 3 or the intake pipe and suppress the resonance of the air column in the conduit 4. From the pressure sensor 1 including the fluctuation component due to the pulsation of the gas pressure. the detection signal to the cut-off frequency f (Hz) is the pulsation frequency during idle rotation of the engine as f ₀ (Hz), which is a pore size such that _{f 0/4 ≦ f ≦ f} 0.

Now, the cutoff frequency f will be described. Regarding the orifice 2, the cutoff frequency is f with respect to the detection signal from the pressure sensor 1 including the fluctuation component due to the pulsation of the gas pressure inside the exhaust pipe 3 or the intake pipe, which means that the orifice 2 inside the conduit 4 is Due to the existence of the above, the detection signal output from the pressure sensor 1 becomes only a signal of a frequency lower than the cutoff frequency f, and a detection signal of a frequency higher than that is attenuated. In general, in an engine, the basic frequency F (Hz) of the pulsation of exhaust gas or intake gas is F = N × z / 120, where N (rpm) is the engine rotation speed and z is the number of cylinders of the engine. Represented.

In such a state, the pulse of the gas pressure of the engine
It is idle that the influence of the movement appears in the detected gas pressure
Since it is higher than the rotation speed, the engine idle speed
To N ₀(Rpm), exhaust gas during idle rotation or
Inspiratory gas pulsation frequency f₀(Hz) is f₀= N₀× z / 120 Becomes For example, if the number of cylinders in the engine is z = 6 and the engine is idle
Rotation speed N₀= 400, at idle rotation
Pulsation frequency f₀= 20 (Hz). Also an idol
Rotation speed N₀= 600, f₀= 30 (Hz)
Becomes

[0025] For pulsating frequency f ₀ during idle rotation obtained thus, the cut-off frequency f with respect to the detection signal from the pressure sensor 1 is stipulated with f _0/4 ≦ f ≦ f ₀ There is. This is affected by the pulsation of the gas pressure of the engine when the cutoff frequency f is higher than f ₀ ,
f _0/4 less than the delayed response to the rotation fluctuation of the engine, both because precise gas pressure and thus not be detected.

For example, the pulsation frequency f ₀ at idle rotation is
= 20 (Hz), cutoff frequency f = 5 to 20
(Hz). When f ₀ = 30 (Hz), the cutoff frequency f becomes 7.5 to 30 (Hz). Specifically, the cutoff frequency f with respect to the detection signal from the pressure sensor 1 may be set to about 20 (Hz).

Next, the orifice for the inside of the conduit 4 is
The installation position of the space 2 will be described with reference to FIGS. 2 and 3.
To do. First, FIG. 2 shows the wavelength of sound for the entire length L of the conduit 4.
In the case of first-order resonance that resonates at 1/4 of λ (that is, λ / 4)
Is shown. In this case, the sound pressure mode amplitude is
Solid curve C on 2 (b)₁As shown in FIG.
Minimum at the end of the trachea 3 side, maximum at the end of the pressure sensor 1 side
It Also, the amplitude of the speed mode of the sound is shown by the broken line in FIG.
Curve C₂At the end of the conduit 4 on the exhaust pipe 3 side,
Maximum, minimum at pressure sensor 1 side end. And this
The installation position of the orifice 2 at this time is shown in FIG.
As shown in FIG. 2B, the curve C of the speed mode ₂Is the maximum amplitude
The portion of the conduit 4 corresponding to the position where
It serves as a connection end connected to the exhaust pipe 3 (or the intake pipe). This
The exhaust pipe 3 or the orifice 2 installed as
The pulsation of gas pressure from the intake pipe is attenuated, and the air column in the conduit 4 is
The resonance of can be suppressed.

Next, FIG. 3 shows the sound for the entire length L of the conduit 4.
The second-order resonance that resonates at 3/4 (that is, 3λ / 4) of the wavelength λ of
The case of ringing is shown. In this case, the sound pressure mode vibration
The width is the solid curve C in Fig. 3 (b).₃As shown in
Exhaust pipe at the end of pipe 4 on the exhaust pipe 3 side and at the position of 2/3
The maximum at the position 1/3 from the 3 side and the end of the pressure sensor 1 side
Become. Also, the amplitude of the velocity mode of the sound is broken in Fig. 3 (b).
Line curve C_FourAs shown in, the end of the conduit 4 on the exhaust pipe 3 side
And maximum at 2/3 position, 1/3 position from exhaust pipe 3 side
And the minimum at the end of the pressure sensor 1 side. And with this
The installation position of the mushroom orifice 2 is as shown in FIG.
And the curve C of the speed mode in FIG. _FourIs the maximum amplitude
The portion of the conduit 4 corresponding to the position
The connection end (the first orientation) connected to the trachea 3 (or the intake pipe).
And a connection end of the pressure sensor 1 to the conduit 4
From one part to 1/3 of the total length L of the conduit 4 (the second orifice
2b). Orient set up like this
The gas from the exhaust pipe 3 or the intake pipe is controlled by the fice 2a, 2b.
Damping the pressure pulsation and suppressing the resonance of the air column in the conduit 4.
You can

The detection signal from the pressure sensor 1 is input to the engine ECU 5.
In this case, in the detection signal of the gas pressure inside the exhaust pipe 3 or the intake pipe of the engine detected by the pressure sensor 1, the fluctuation component due to the pulsation of the gas pressure in the exhaust pipe 3 or the intake pipe is attenuated by the orifice 2. Therefore, it is not affected by the pulsation of the gas pressure of the engine. Therefore, the gas pressure inside the exhaust pipe 3 or the intake pipe of the engine is accurately detected, and the detection signal is sent to the engine ECU 5. As a result, the engine ECU 5 can appropriately perform, for example, fuel injection control based on the accurately detected gas pressure.

FIG. 4 is a schematic configuration diagram showing an embodiment of a particulate filter (PF) control device as a related invention of the gas pressure detection device for the engine. This PF
The control device collects exhaust particulates contained in the exhaust gas discharged from the exhaust pipe 11 of the engine 10, that is, particulates with a filter and heats and incinerates the collected particulates to regenerate the filter. As shown in FIG. 4, the PF modules 12a, 12
b, a pressure sensor 13, a PF controller 14, and an orifice 15.

In FIG. 4, an exhaust pipe 11 is connected to an exhaust manifold 16 of the engine 10. Also,
A turbine 20 and a compressor 21 of a turbocharger that pressurize intake air of the engine 10 by using energy of exhaust gas are provided in a part of the exhaust pipe 11. An intake passage 17 extends from the compressor 21 and is connected to an intake manifold 18 of the engine 10 via an intercooler 19. Reference numeral 22 denotes a butterfly valve that controls the exhaust brake.

A plurality of PF modules 12a, 12b are provided in parallel downstream of a chamber 23 as a branch portion provided in the exhaust pipe 11 via switching valves 24a, 24b such as butterfly valves. . The PF modules 12a and 12b are connected to the exhaust pipe 11 of the engine 10.
Particulates contained in exhaust gas (carbon,
Exhaust particulates such as hydrocarbons) are collected, and the collected particulates are heated and incinerated to regenerate the filter.
5a, 25b and electric heaters 26a, 26b are built in.

The filter bodies 25a, 25b serve as a filter means for actually collecting particulates contained in the exhaust gas of the exhaust pipe 11, and are made of, for example, silicon carbide (SiC) and have a large number of prismatic shapes. The cells are fired into a monolith shape, and each cell has its one end and the other end alternately filled with a sealing plate. As a result, the exhaust gas flows between the cells arranged in a large number into the cells adjacent to each other, and the particulates pass while being trapped.

Electric heaters 26a and 26b are provided upstream of the filter bodies 25a and 25b. The electric heaters 26a and 26b are the same as the filter body 25.
The heating means is for heating and incinerating the particulates collected by a and 25b, and is formed in a spiral shape, for example, and is provided so as to face the front surfaces of the filter bodies 25a and 25b. And this electric heater 26
The a and 26b operate by being supplied with a control command and electric power from the PF controller 14 described later. In addition, temperature sensors 27a and 27b are provided between the electric heaters 26a and 26b and the filter bodies 25a and 25b, respectively.
The temperature of the upstream side of the filter bodies 25a, 25b due to the heating of the electric heaters 26a, 26b is measured and sent to the PF controller 14.

Further, the switching valves 24a and 24b are provided with a particulate trapping operation of the PF modules 12a and 12b according to the trapped amount of particulates in the filter bodies 25a and 25b in the plurality of PF modules 12a and 12b. Is switched between the filter regeneration operation and the filter regeneration operation, and is also operated by a control command from the PF controller 14 described later. In FIG. 4, reference numerals 28a and 28b denote the switching valves 24a and 24, respectively.
The solenoid valve for opening and closing each b is shown.

The plurality of PF modules 12a, 12b
A pressure sensor 13 is provided in a chamber 23 provided on the upstream side of the above through a conduit 32 having a predetermined length. The pressure sensor 13 serves as pressure detection means for detecting the exhaust gas pressure on the upstream side of the filter bodies 25a and 25b, and sends the detection signal to the PF controller 14 described later. The conduit 32 is made of, for example, a pipe or hose having a length of about 1 m. The pressure sensor 13 is connected to the chamber 23 via a conduit 32 of a predetermined length because the pressure sensor 13 has a main body made of, for example, plastic. Because it cannot be directly connected to.

A second pressure sensor 29 for measuring the atmospheric pressure is provided separately from the pressure sensor 13, and this atmospheric pressure is used as the exhaust gas pressure on the downstream side of the filter bodies 25a and 25b, and the detection thereof. A signal is sent to the PF controller 14.

An engine rotation sensor 30 is attached to the engine 10. The engine rotation sensor 30 measures the rotation speed of the output shaft of the engine 10, and the signal of the measured engine rotation speed is sent to the PF controller 14 described later.

Then, the PF controller 14 receives at least the detection signal from the pressure sensor 13 and the engine rotation speed signal from the engine rotation sensor 30, and receives the electric heater 26 in the PF modules 12a and 12b.
It serves as a PF control means for controlling the operations of a and 26b. A third pressure sensor 31 is provided in the middle of the intake passage 17 to measure the engine air pressure and send it to the PF controller 14.

Here, in the present invention, the conduit 32
An orifice 15 is provided inside the. The orifice 15 corresponds to the exhaust pipe 11, that is, the filter body 25.
a, 25b to suppress the pulsation of the exhaust gas pressure on the upstream side to suppress the resonance of the air column in the conduit 32, and to the detection signal from the pressure sensor 13 including the fluctuation component due to the pulsation of the exhaust gas pressure. Te cutoff frequency f (Hz) is the pulsation frequency during idle rotation of the engine as _{f 0 (Hz), f 0} /4 ≦ f ≦ f 0 _{However, f 0 = N 0 × z} / 120 N 0: engine Idle rotation speed (rpm) z: The hole diameter is set to the number of cylinders of the engine.

The pressure sensor 13 shown in FIG. 1 is formed by the pressure sensor 13 and the orifice 15 in the conduit 32.
And a gas pressure detecting device similar to the gas pressure detecting device composed of the orifice 2 in the conduit 4, and operates in exactly the same manner. The cut-off frequency f is set in the above range because the cut-off frequency f is higher than the pulsation frequency f _{0 of the} engine 10 during idle rotation, and is affected by the pulsation of the exhaust gas pressure of the engine.
_If it is lower than 0/4, the response to the rotation fluctuation of the engine 10 is delayed, and both are accurate filter bodies 25a, 25.
This is because the pressure loss of b cannot be detected.

For example, the pulsation frequency f ₀ during idle rotation
= 20 (Hz), cutoff frequency f = 5 to 20
(Hz). When f ₀ = 30 (Hz), the cutoff frequency f becomes 7.5 to 30 (Hz). Specifically, the cutoff frequency f with respect to the detection signal from the pressure sensor 13 may be set to about 20 (Hz).

The detection signal of the exhaust gas pressure inside the exhaust pipe 11 detected by the pressure sensor 13 is not affected by the pulsation of the exhaust gas pressure of the engine due to the action of the orifice 15. Therefore, the exhaust gas pressure inside the exhaust pipe 11 of the engine is accurately detected, and the detection signal is taken into the PF controller 14. As a result, the PF controller 14 is not affected by the exhaust pulsation of the engine 10 and accurately detects the pressure loss of the filter bodies 25a and 25b, and the filter bodies 25a and 25b.
It is possible to accurately detect the amount of particulates collected in step b. Then, when the collected particulates are incinerated by heating to regenerate the filter, the control can be properly performed.

Next, the operation of the PF control device thus constructed will be described with reference to FIGS. First, FIG. 5 shows the flow of the overall operation of the PF control device. First, the engine key switch is operated to start the operation of the device. Next, the PF controller 1
4 is the above-mentioned various sensors (13, 27a, 27b, 2
9, 30, 31) to input parameters such as engine speed, filter upstream pressure, filter downstream pressure, filter upstream temperature, and engine supply pressure (step S1).

Next, the parameters from the above various sensors are read to determine whether or not the engine 10 is rotating (step S2). If the engine 10 has not started yet and is not rotating, the process proceeds to the "No" side and step S3 is entered, and the PF controller 14 turns on the electric heaters 26a and 26b in the PF modules 12a and 12b.
After F, the process is terminated and the process returns to step S1.

On the other hand, when the engine 10 has started and is rotating, the process proceeds to the "Yes" side and enters step S4. Then, the PF controller 14 includes the filter bodies 25a and 25b in the PF modules 12a and 12b.
Is being reproduced. If the filter has not been regenerated yet, proceed to the "No" side to enter step S5,
An operation is performed to collect the particulates of the exhaust gas discharged from the exhaust pipe 11 of the engine 10 (see FIG. 6). If the filter is being regenerated, proceed to the "Yes" side and go to step S
6, the regeneration operation is performed on the filter that has collected the particulates of the exhaust gas (see FIG. 7).

FIG. 6 shows the operation of the particulate trapping operation in step S5 shown in FIG. This particulate collection operation is performed by, for example, the first PF in FIG.
The switching valve 24a on the module 12a side is opened to collect particulates in the exhaust gas discharged from the exhaust pipe 11 by the first filter body 25a. At this time, the switching valve 24b on the second PF module 12b side is closed, and the filter regeneration operation is being performed while the operation is stopped or after the previous particulate collection operation.

In this particulate trapping operation, first, the particulate trapped amount trapped by the filter body 25a, that is, the soot clogging amount is estimated and calculated (step S11). At this time, the PF controller 14
Is the exhaust gas pressure upstream of the filter body 25a detected by the pressure sensor 13 shown in FIG.
The engine rotation speed signal detected at 0 and the engine supply pressure detected by the third pressure sensor 31 are fetched, the exhaust gas flow rate is estimated from the engine rotation speed and the engine supply pressure, and the exhaust gas flow rate and the filter upstream The soot clogging amount is estimated and calculated based on the relationship with the exhaust gas pressure (filter pressure loss) on the side.

Next, the PF controller 14 determines whether or not the soot clogging amount is larger than a predetermined threshold value based on the obtained soot clogging amount (step S12). If it is still less than the threshold, "N
Go to the "o" side and enter step S13. This step S
At 13, it is judged whether or not the filter pressure loss is larger than a predetermined threshold value. If it is still smaller than the threshold value, the process proceeds to the "No" side and step S14 is entered. In this step S14, the first PF module 1
The first electric heater 26a in 2a remains OFF, and the particulate collection operation is performed.

On the other hand, if it is determined in step S12 that the soot clogging amount is greater than the predetermined threshold value, or if it is determined in step S13 that the filter pressure loss is greater than the predetermined threshold value. Respectively proceed to “Yes” and enter step S15, and the first switching valve 24
Switch a to close. Then, in step S16,
The first electric heater 2 is controlled by the PF controller 14.
A current is supplied to 6a to perform filter regeneration operation on the first filter body 25a.

At the same time, in step S15, the switching valve 24b on the side of the second PF module 12b is opened, and the exhaust pipe 1 is opened on the side of the second PF module 12b.
The exhaust gas from No. 1 is flowed to perform the particulate collection operation.

FIG. 7 shows steps S6 and 6 shown in FIG.
The operation of the filter regeneration operation of step S16 shown in FIG. In this filter regeneration operation, first, as shown in FIG.
The first temperature sensor 27a shown in FIG.
The temperature on the upstream side of 5a is detected (step S21). At this time, for example, if the temperature on the upstream side of the filter body 25a is about
Detects whether the temperature is 600 ℃ or higher.

Then, the PF controller 14 receives the detection signal from the first temperature sensor 27a, and duty-controls the current supplied to the first electric heater 26a according to the detected temperature (step S22). ). That is, the amount of current supplied to the electric heater 26a is controlled with a short pulse width so that the temperature on the upstream side of the filter body 25a is about 600 ° C. or higher. In this state,
The particulate matter collected by the first filter body 25a is heated and incinerated to regenerate the filter body 25a, and a signal during filter regeneration is output (step S23).

Next, it is judged whether or not the current elapsed time exceeds the predetermined time set as the time for performing this filter regeneration (step S24). If the predetermined time has not been exceeded yet, the process proceeds to "No" side and the process returns to step S1 of FIG. 5 while maintaining the filter regeneration. On the other hand, if the predetermined time has elapsed, the process proceeds to the "Yes" side and step S25 is entered, the current supplied to the first electric heater 26a is turned off, and the filter regeneration is ended.

Then, the second PF module 12b described above is used.
When the soot clogging amount exceeds the threshold value in the particulate collection operation on the side, the second switching valve 24b
Is closed, and filter regeneration is performed on the filter body 25b on the second PF module 12b side. At this time, the first switching valve 24a is opened again, and the particulate trapping operation is performed on the side of the first PF module 12a. In this way, the first PF module 12a and the second PF module 12b alternately perform particulate collection operation and filter regeneration.

In controlling the particulate trapping operation and filter regeneration of the PF controller as described above, FIG.
As shown in FIG. 9, the change width of the filter pressure loss before the filter regeneration indicated by the reference A ′ and the change width of the filter pressure loss after the filter regeneration indicated by the reference B ′ are both shown in FIG. It is smaller than the variation widths A and B of the conventional example shown in FIG. Therefore, in the present invention, the pressure loss of the filter can be accurately detected.

In FIG. 4, the engine rotation sensor 30 is separately provided as means for detecting the engine rotation speed, but the engine rotation speed signal input to the PF controller 14 is a tachometer of the engine 10. An output signal from (not shown) or an output signal from an engine ECU (not shown) may be fetched.

[0058]

Since the present invention is constructed as described above,
According to the engine gas pressure detecting device of the first aspect, the gas pressure inside the exhaust pipe or the intake pipe is increased by the orifice provided inside the conduit of a predetermined length connected to the exhaust pipe or the intake pipe of the engine. Of the gas inside the exhaust pipe or the intake pipe is suppressed by the pressure detection means connected to the exhaust pipe or the intake pipe of the engine through the pipe of the predetermined length to suppress the resonance of the air column in the pipe. The pressure can be detected. As a result, the gas pressure can be accurately detected without being affected by the pulsation of the gas pressure of the engine. Therefore, for example, fuel injection control can be appropriately performed.

According to the invention of claim 2,
The orifice is for controlling the gas pressure inside the exhaust pipe or the intake pipe.
Detection signal from pressure detection means including fluctuation component due to pulsation
The cutoff frequency f (Hz) is
The pulsation frequency at dollar rotation is f ₀(Hz), f₀/ 4 ≦
f ≦ f₀Since the hole diameter is set so that
With a fist, the pulsation of gas pressure inside the exhaust pipe or intake pipe
Therefore, the fluctuation component can be attenuated. Therefore,
The gas pressure of the engine is positive without being affected by the pulsation of the gas pressure of the engine.
It can be detected accurately.

Further, according to the invention of claim 3, the orifice is provided at the connecting end portion for connecting the conduit to the exhaust pipe or the intake pipe, so that the first or more primary air columns in the conduit are provided. Resonance can be suppressed.

Further, according to the invention of claim 4, the orifice has a connecting end portion for connecting the conduit to the exhaust pipe or the intake pipe, and a total length of the conduit from the connecting end portion of the pressure detecting means to the conduit. Since it is provided at two locations, that is, approximately 1/3 of the location, it is possible to suppress the first-order or higher-order, particularly the second-order resonance of the air column in the conduit.

Further, according to the PF control device of the fifth, ninth and tenth aspects, the pulsation of the exhaust gas pressure is caused by the orifice provided inside the conduit connected to the exhaust pipe in a predetermined length. It can be damped and the resonance of the air column in the conduit can be suppressed. This makes it possible to accurately detect the pressure loss of the filter means without being affected by the exhaust pulsation of the engine and to accurately detect the amount of particulates collected by the filter means. Further, it is possible to properly detect the supercharging pressure necessary for estimating the trapped amount of the particulates. Therefore, it is possible to control the filter regeneration so as to be performed at an appropriate time, prevent cracking and melting damage of the filter means, and reduce power consumption. Further, by performing the filter regeneration at an appropriate time, the life of the filter means, the heating means, etc. can be extended and the cost can be reduced.

According to the sixth aspect of the invention, the orifice has a cutoff frequency f (Hz) with respect to the detection signal from the pressure detecting means including the fluctuation component due to the pulsation of the exhaust gas pressure inside the exhaust pipe. ) is the pulsation frequency during idle rotation of the engine as _{f 0 (Hz), f 0} /4 ≦ f ≦ f
_By setting the hole diameter to be ₀ , the fluctuation component due to the pulsation of the exhaust gas pressure inside the exhaust pipe can be attenuated by the orifice. Therefore, the exhaust gas pressure can be accurately detected without being affected by the pulsation of the exhaust gas pressure of the engine.

Further, according to the invention of claim 7, since the orifice is provided at the connecting end portion for connecting the conduit to the exhaust pipe, the resonance of the air column in the conduit is suppressed. can do.

Further, according to the invention of claim 8, the orifice has a connecting end portion for connecting the conduit to the exhaust pipe and a connecting end portion of the pressure detecting means to the conduit for approximately 1/1 of a total length of the conduit. By being provided in two places, the part of 3,
It is possible to suppress the first-order or higher-order, especially the second-order resonance of the air column in the conduit.

[Brief description of drawings]

FIG. 1 is a partially sectional schematic configuration diagram showing an embodiment of an engine gas pressure detection device according to the present invention.

FIG. 2 is an explanatory cross-sectional view showing the installation position of the orifice with respect to the inside of the conduit, showing the case of first-order resonance.

FIG. 3 is a cross-sectional explanatory view showing the installation position of the orifice with respect to the inside of the conduit, and shows the case of secondary resonance.

FIG. 4 is a schematic configuration diagram showing an embodiment of a PF control device according to the present invention.

FIG. 5 is a flowchart showing the flow of the overall operation of the PF control device.

FIG. 6 is a flowchart showing an operation of a particulate collection operation of the PF control device.

FIG. 7 is a flowchart showing an operation of a filter regeneration operation of the PF control device.

FIG. 8 is a graph showing a pressure loss distribution when the filter pressure loss with respect to the engine rotation speed is measured for a predetermined time in the PF control device of the present invention.

FIG. 9 is a graph showing a pressure loss distribution when a filter pressure loss with respect to an engine rotation speed is measured for a predetermined time in a conventional example.

[Explanation of symbols]

1, 13 ... Pressure sensor 2, 2a, 2b, 15 ... Orifice 3, 11 ... Exhaust pipe 4, 32 ... Conduit 10 ... Engine 12a, 12b ... PF module 14 ... PF controller 23 ... Chamber 24a, 24b ... Switching valve 25a, 25b ... Filter means 26a, 26b ... Electric heater 27a, 27b ... Temperature sensor 30 ... Engine rotation sensor

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 35/00 G01L 23/24 G01L 23/24 23/26 23/26 F02D 35/00 366D (72) Invention Person Naomi Koike 1-chome, Ichichome, Ageo City, Saitama Prefecture F-term within Nissan Diesel Industry Co., Ltd. (reference) 2F055 AA22 AA27 BB14 CC60 DD20 EE40 FF36 GG11 HH09 3G004 AA09 BA03 DA25 3G090 AA02 BA04 CB15 CB24 DA03

Claims (10)

[Claims] 1. A pressure detecting means, which is connected to an exhaust pipe or an intake pipe of an engine via a conduit of a predetermined length and detects a gas pressure inside the exhaust pipe or the intake pipe, and which is provided inside the conduit. An orifice for suppressing the pulsation of the gas pressure and suppressing the resonance of the air column in the conduit,
A gas pressure detection device for an engine, comprising: 2. The cutoff frequency f (Hz) of the orifice is a cutoff frequency f (Hz) with respect to a detection signal from a pressure detecting means including a fluctuation component due to pulsation of gas pressure inside the exhaust pipe or the intake pipe,
Pulsation frequency during idle rotation of the engine as f ₀ (Hz), however _{f 0/4 ≦ f ≦ f} 0, f 0 = N 0 × z / 120 N 0: idling speed of the engine (rpm) z: Engine 2. The gas pressure detecting device for an engine according to claim 1, wherein the hole diameter is set to correspond to the number of cylinders. 3. The gas pressure detecting device for an engine according to claim 1, wherein the orifice is provided at a connecting end portion for connecting the conduit to an exhaust pipe or an intake pipe. 4. The orifice is provided at two locations, a connection end portion for connecting the conduit to an exhaust pipe or an intake pipe, and a portion from the connection end portion of the pressure detecting means to the conduit to about 1/3 of the entire length of the conduit. The gas pressure detection device for an engine according to claim 1 or 2, wherein the gas pressure detection device is provided for the engine. 5. A filter means provided in the middle of an exhaust pipe of an engine for collecting particulates contained in exhaust gas, and a particulate filter provided upstream of the filter means for incineration by heating. Heating means, a pressure detecting means connected to an exhaust pipe at least at an upstream side of the filter means via a conduit having a predetermined length, and detecting the exhaust gas pressure inside the exhaust pipe, and at least the pressure detecting means. And a PF control means for controlling the operation of the heating means by inputting a detection signal from the engine and an engine speed signal, and a pulsation of the exhaust gas pressure inside the conduit. A controller for a particulate filter, characterized in that an orifice is provided for damping the resonance of the air column in the conduit. 6. The orifice has a cutoff frequency f (Hz) with respect to a detection signal from a pressure detecting means including a fluctuation component due to a pulsation of exhaust gas pressure inside the exhaust pipe, and a pulsation during idle rotation of an engine. frequency as f ₀ (Hz), however _{f 0/4 ≦ f ≦ f} 0, f 0 = N 0 × z / 120 N 0: idling speed of the engine (rpm) z: such that the number of cylinders of the engine 6. The particulate filter control device according to claim 5, wherein the control device has a hole diameter. 7. The particulate filter control device according to claim 5, wherein the orifice is provided at a connection end portion for connecting the conduit to an exhaust pipe. 8. The orifices are provided at two locations, a connection end portion for connecting the conduit to an exhaust pipe and a portion approximately 1/3 of the total length of the conduit from the connection end portion of the pressure detecting means to the conduit. The control device for a particulate filter according to claim 5 or 6, characterized in that. 9. The particulate according to any one of claims 5 to 8, wherein the engine speed signal input to the PF control means takes in an output signal from a tachometer of the engine. Filter control device. 10. The particulate filter according to any one of claims 5 to 8, wherein the engine rotation speed signal input to the PF control means is an output signal from the engine ECU. Control device.