JP3922248B2 - Engine exhaust purification system - Google Patents

Description

  The present invention relates to an exhaust emission control device for an engine provided with a filter for collecting particulates (floating particulate matter such as black smoke) in exhaust gas in an exhaust passage.

When the filter is provided in the exhaust passage of the engine, it is necessary to regenerate the filter by appropriately burning fine particles collected in the filter. With regard to this regeneration, the throttle valve provided in the exhaust passage downstream of the filter is turned on in accordance with the exhaust temperature by turning on the regeneration start push button while stopping the vehicle and increasing the engine speed. Manual regeneration is known in which the fine particles of the filter are controlled and burned (see Patent Document 1). Further, this document describes that when a predetermined time required for filter regeneration elapses, the driver is notified of the completion of regeneration by lighting a lamp or the like.
Microfilm of Japanese Utility Model Application No. 1-75169 (Japanese Utility Model Application Publication No. 03-011133)

  As described above, manual regeneration of the filter is performed with the vehicle stopped. However, a relatively long time such as 10 minutes or 20 minutes is required until the regeneration of the filter is completed after the manual regeneration switch is turned on. Cost. On the other hand, when the vehicle is stopped and the manual regeneration switch is turned on, if the regeneration of the filter is automatically performed thereafter, it is not necessary for the occupant to stand by in the vehicle.

  Accordingly, if the engine is automatically stopped after the manual regeneration of the filter is completed, the occupant can leave the vehicle to complete other tasks after turning on the manual regeneration switch. However, in that case, even if the occupant is scheduled to start the vehicle immediately after manual regeneration and is waiting in the vehicle, the engine will be stopped after the completion of manual regeneration, so the occupant must start the engine again. Will be forced.

  On the other hand, if the engine is controlled to the idle operation state after the manual regeneration of the filter is completed, the occupant can start the vehicle immediately after the completion of the manual regeneration. However, if the occupant is not in the vehicle at the time of completion of the manual regeneration, the engine will be wasted after that, and only the fuel consumption will be deteriorated. For example, if the occupant turns off the manual regeneration switch and then leaves the vehicle temporarily to complete other tasks, and the occupant cannot return to the vehicle by the time manual regeneration is complete, the engine is wasted. Will be. Even when the vehicle is not scheduled to be used after manual regeneration of the filter, the occupant must return to the vehicle to stop the engine.

  Therefore, the present invention is intended to be able to start the vehicle immediately without stopping the engine after the completion of the regeneration when the vehicle is stopped and the manual regeneration is started. Nevertheless, it is an object of the present invention to satisfy a conflicting demand for avoiding a situation in which the engine is operated wastefully.

  According to the present invention, the state of the engine after completion of manual regeneration of the filter is controlled depending on whether or not an occupant is present in the vehicle.

That is, the present invention provides a filter provided in an exhaust passage of a vehicle engine for collecting particulates in exhaust gas,
Stop state detection means for detecting the stop state of the vehicle;
A manual regeneration switch for manually starting filter regeneration for burning the particulates collected in the filter;
Based on the detection signal from the stop state detection means and the signal from the manual regeneration switch, when both the condition that the vehicle is stationary and the condition that the manual regeneration switch is turned on are established, An engine exhaust gas purification device comprising manual regeneration means for increasing a fuel injection amount by the fuel injection valve so as to achieve a predetermined target engine speed for burning fine particles collected by the filter. And
Occupant detection means for detecting the presence or absence of an occupant in the vehicle;
Based on the detection result of the occupant detection means, the engine is controlled to shift to an idle operation state after completion of the manual regeneration when the occupant is present, and after completion of the manual regeneration when the occupant is absent. And post-control means for controlling the engine to be stopped.

  Therefore, in the engine exhaust gas purification apparatus, when the manual regeneration switch is turned on while the vehicle is stopped, the manual regeneration means works to increase the fuel injection amount, thereby increasing the engine speed. Filter regeneration is performed.

  Thus, when the manual regeneration is completed, when the occupant is in the vehicle, the engine is in an idle operation state. Therefore, it is not necessary to restart the engine when starting the vehicle. On the other hand, when the occupant is not in the vehicle, the engine is stopped. Therefore, the engine is not operated unnecessarily, and deterioration of fuel consumption can be avoided. In addition, if the occupant is not present in the vehicle, the engine is automatically stopped after completion of the manual regeneration, so that the occupant can leave the vehicle with peace of mind even during the manual regeneration.

  The manual regeneration means may execute the manual regeneration for a predetermined time, or may change the manual regeneration execution time according to the amount of fine particles collected by the filter. In the latter case, fine particle amount detection means for detecting a parameter value related to the fine particle amount collected by the filter is provided, and the fine particle amount at the start of manual regeneration is determined based on the detection value of the fine particle amount detection means. The greater the number, the longer the manual regeneration may be executed.

  Preferably, the occupant detection means detects whether or not an occupant is seated in the driver's seat of the vehicle, and the rear control means is at the time when the manual regeneration is completed or just before it is completed. The engine state after completion of the manual regeneration is controlled based on the detection result of the occupant detection means.

  That is, it is the driver of the vehicle that particularly feels inconvenient depending on whether the engine is idling or stopped after manual regeneration of the filter, and therefore whether or not the occupant is seated in the driver's seat Therefore, it can be said that it is preferable to control the engine state after completion of manual regeneration.

  Also, if there are only two cases, the case where the driver is waiting in the vehicle during manual regeneration of the filter and the case where the driver does not return to the vehicle after completion of manual regeneration, a predetermined time has elapsed since the manual regeneration switch was turned on. What is necessary is just to control the engine state after completion | finish of manual reproduction | regeneration based on a passenger | crew's existence information. However, there are cases where the driver leaves the vehicle temporarily after the manual regeneration is completed, but the driver does not return (or cannot return) until the manual regeneration is completed. There is a case. On the other hand, as described above, if the engine state after completion of manual regeneration is controlled based on the detection result of the occupant detection means at the time of completion of manual regeneration or just before completion, the driver at the time of completion of manual regeneration can be controlled. It is possible to achieve an appropriate state according to the presence or absence of.

  As described above, according to the present invention, when the manual regeneration switch is turned on while the vehicle is stopped, the engine speed increases and the regeneration of the filter starts. In the exhaust emission control device, occupant detection means for detecting the presence or absence of an occupant in the vehicle is provided, and based on the detection result, the engine state after completion of manual regeneration is in an idle operation state when there is an occupant, and stopped when there is no occupant Therefore, if the occupant starts the vehicle immediately after completion of manual regeneration, there is no need to restart the engine, which improves convenience, while the engine is wasted when the occupant is not in the vehicle. If the occupant is not present, the engine will automatically stop after the manual regeneration is completed. It can be away from the vehicle with confidence even during motion playback.

  Further, the occupant detection means detects whether or not the occupant is seated in the driver's seat, and the manual regeneration is performed based on the detection result of the presence or absence of the occupant at the time when the manual regeneration is completed or just before the completion. If the engine state after completion is controlled, it is possible to accurately grasp whether or not there is an occupant when manual regeneration is completed, and to realize appropriate engine control according to the presence or absence.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  In the engine exhaust gas purification apparatus shown in FIG. 1, 1 is a multi-cylinder diesel engine of a vehicle (only one cylinder is shown in FIG. 1), 2 is its intake passage, and 3 is its exhaust passage. A deep dish combustion chamber 5 is formed on the top surface of the piston 4 of the engine 1. The cylinder head of the engine 1 is provided with a fuel injection valve 7 so that fuel can be directly injected into the in-cylinder combustion chamber 5.

  In the intake passage 2, the air cleaner 9, the air flow sensor 10, the blower 11 a of the turbocharger 11, the intercooler 12, the intake throttle valve 13, the intake temperature sensor 14, and the intake pressure are sequentially arranged from the upstream side to the downstream side. A sensor 15 is provided. In the exhaust passage 3, a turbine 11 b of the turbocharger 11, an oxidation catalyst 16, and a DPF (diesel particulate filter) 17 that collects particulates in the exhaust gas are arranged in order from the upstream side to the downstream side. ing. Exhaust pressure sensors 18 and 19 are disposed upstream and downstream of the DPF 17. The DPF 17 carries an oxidation catalyst at a site upstream thereof.

  Further, the upstream side of the exhaust passage 3 with respect to the turbine 11b and the downstream side of the intake passage 2 with respect to the intake pressure sensor 15 are connected by an exhaust gas recirculation passage 21 for returning a part of the exhaust gas to the intake system. . In the middle of the exhaust gas recirculation passage 21, a negative pressure actuator type exhaust gas recirculation amount control valve (EGR valve) 22 and a cooler 23 for cooling the exhaust gas with engine coolant are disposed.

  Fuel in a fuel tank (not shown) is supplied to the fuel injection valve 7 by a fuel supply pipe 28 via a fuel filter 25, a high-pressure fuel pump 26, and a common rail 27 as pressure accumulating means, and is supplied to the fuel tank by a fuel return pipe 29. Returned. That is, the high pressure fuel pumped from the fuel pump 26 is stored in the common rail 27, and the fuel stored in the common rail 27 is distributed and supplied to the fuel injection valves 7 of the cylinders of the engine 1. The fuel injection valve 7, the fuel tank, the fuel filter 25, the high pressure fuel pump 26, the common rail 27, the fuel supply pipe 28, and the fuel return pipe 29 constitute a fuel supply system.

  31 is a water temperature sensor that detects the engine water temperature, 32 is a crank angle sensor that detects the engine speed, 33 is a sensor that detects the exhaust gas temperature flowing into the oxidation catalyst 16, 34 is a sensor that detects the exhaust gas temperature flowing into the DPF 17, Reference numeral 35 denotes a sensor for detecting the temperature of exhaust gas flowing out from the DPF 17.

  Then, in order to regenerate the DPF 17 by burning the fine particles when the amount of the fine particles collected in the DPF 17 increases, the ECU (engine control unit) 40 using the microcomputer shown in FIG. Fuel injection control by the fuel injection valve 7 is executed.

  That is, the ECU 40 is provided with a forced regeneration means 41 for regenerating the DPF 17 while the vehicle is running, and a manual regeneration means 42 for regenerating the DPF 17 while the vehicle is stopped, and further a warning lamp for prompting the occupant to perform manual regeneration. Warning means 44 for actuating 43 and post-control means 45 for controlling the engine state after completion of manual regeneration are provided.

  Thus, for these means 41, 42, 44, 45, the exhaust pressure sensors 18, 19, the crank angle sensor 32, and the accelerator opening sensor 51 for detecting the accelerator opening of the engine (depressing amount of the accelerator pedal). In addition, signals from the vehicle speed sensor 52, the shift range (select lever position) sensor 53 of the automatic transmission, the manual regeneration switch 54, the occupant detection means 55, and the like are input to the ECU 40.

  The exhaust pressure sensors 18 and 19 constitute a fine particle amount detecting means for detecting a parameter value related to the fine particle amount collected by the DPF 17. That is, the amount of fine particles accumulated in the DPF 17 is detected based on the differential pressure between the exhaust pressures detected by both the sensors 18 and 19, and the larger the differential pressure, the larger the accumulated amount is determined. be able to.

  The accelerator opening sensor 51 is used to determine the engine load, and the accelerator opening sensor 51 and the crank angle sensor 32 detect the parameter values related to the engine operating state (engine load and engine speed). The operating state detecting means is configured. The accelerator opening sensor 51, the vehicle speed sensor 52, and the shift range sensor 53 constitute vehicle driving state detection means (stop state detection means) that detects parameter values related to the driving state of the vehicle.

  The warning lamp 43 and the manual switch 54 are provided on the instrument panel of the vehicle.

  As shown in FIG. 3, the occupant detection means 55 is configured by a load sensor provided on a seat cushion 57 of the driver's seat 56 of the vehicle, and detects whether or not the driver is seated.

  The forced regeneration means 41 determines that the amount of particulates collected by the DPF 17 is greater than or equal to a predetermined threshold based on detection signals from the exhaust pressure sensors 18 and 19, and the vehicle is an oxidation catalyst based on the output of the vehicle speed sensor 52. When it is determined that the vehicle is in an operating state that activates 16 (a predetermined vehicle speed (for example, 50 km / h or more)), the forced regeneration of the DPF 17 is executed. That is, the forced regeneration means 41 regenerates the filter 17 by executing sub-injection in which fuel is injected in the expansion stroke after the main injection in which fuel is injected near the top dead center of the compression stroke to generate engine output.

  The main injection control is performed by setting the main injection amount and the main injection timing with reference to a map that is preset and electronically stored based on the engine speed and the engine load. And correction based on intake air temperature and the like.

  The sub-injection control is also performed by setting the sub-injection amount and sub-injection timing with reference to a map that is preset and electronically stored based on the engine speed and the engine load. By this sub-injection, unburned fuel or partially oxidized fuel is supplied to the oxidation catalyst 16, the temperature of exhaust gas flowing into the DPF 17 is increased by the catalytic reaction heat in the oxidation catalyst 16, and the temperature of the DPF 17 is burned so that the particulates burn. To rise.

  The sub-injection amount is basically set such that the sub-injection amount increases as the engine load decreases and as the engine speed decreases. This is because the lower the engine load and the lower the engine speed, the lower the exhaust gas temperature due to main injection and the smaller the amount of exhaust gas. The sub-injection timing is such that the engine load is within the range of 50 ° CA to 120 ° CA in the ATDC (after the top dead center of the compression stroke) in order to discharge the injected fuel by being slightly thermally decomposed so as to be easily burned by the oxidation catalyst 16. The higher the engine speed is, the slower the engine speed is set.

  Based on outputs from the accelerator opening sensor 51, the vehicle speed sensor 52, and the shift range sensor 53, the manual regeneration means 42 has an accelerator opening of zero, a vehicle speed of zero, and a select lever in the P (parking) range. Alternatively, when the three conditions of being in the N (neutral) range are satisfied, it is determined that the vehicle is in a stopped state, and when it is determined that the manual regeneration switch 54 is turned on, the manual regeneration of the DPF 17 is executed.

  That is, the manual regeneration means 42 sets the target engine speed to a low speed or medium speed (for example, 1500 to 2000 rpm) higher than the idle speed, and the fuel injection amount so that the engine speed becomes the target engine speed. The sub-injection is executed to increase the main injection amount and to inject fuel in the expansion stroke (for example, around ATDC 50 ° CA), and the exhaust gas temperature is raised to increase the temperature of the oxidation catalyst 16 by increasing the main injection amount. In addition, the sub-injection is performed to burn the fine particles of the DPF 17 using the catalytic reaction heat in the oxidation catalyst 16 as in the case of forced regeneration.

  The execution time of the manual regeneration is set so as to become longer as the amount of fine particles increases, as shown in FIG. 4, according to the amount of fine particles collected at the DPF 17 at the start of manual regeneration. The amount of particulates collected by the DPF 17 is obtained based on detection signals from the exhaust pressure sensors 18 and 19.

  Regarding the detection of the stop state, it is determined that the stop state is only when the vehicle speed is zero, or the condition that the vehicle speed is zero, and the condition that the accelerator opening is zero or the select lever is in either the P range or the N range. When the condition is established, it may be determined that the vehicle is stopped.

  The manual regeneration may be performed for a certain time (for example, about 10 to 20 minutes) regardless of the amount of fine particles of the DPF 17. However, in such a case, if manual regeneration is performed excessively even though the amount of fine particles is small, only the deterioration of fuel consumption is caused. Therefore, it is preferable to perform manual regeneration after the amount of fine particles is collected to some extent. . For example, manual regeneration may be performed in response to lighting of a warning lamp 43 described below.

  The warning means 44 is for warning the vehicle occupant that manual regeneration of the DPF 17 is necessary, and the amount of particulates collected in the DPF 17 based on detection signals from the exhaust pressure sensors 18 and 19 is predetermined. When it is determined that the value is equal to or greater than the threshold value α, the warning lamp 43 is turned on. The threshold value α is set to a value higher than the threshold value for forced regeneration.

  Based on the detection result of the occupant detection means 55 just before the manual regeneration is completed, the rear control means 45 completes the manual regeneration when the driver is seated in the driver's seat 56 (is in the vehicle). Control is performed to shift to the idle operation state later, and when the driver is not seated in the driver's seat 56 (not in the vehicle), control is performed so that the engine is stopped after the manual regeneration is completed.

  FIG. 5 shows the flow of the above-described manual regeneration control. After the start, the vehicle speed, accelerator opening and shift range are detected by the sensors 51 to 53 in step S1, and before and after the DPF 17 by the exhaust pressure sensors 18 and 19 in step S2. The exhaust pressure differential pressure is detected, and the amount of fine particles in the DPF 17 is calculated in step S3 based on this differential pressure.

  In the following step S4, it is determined whether or not the manual regeneration switch 54 is turned on. If it is not turned on, the process returns. On the other hand, if it is turned on, the process proceeds to step S5, where the vehicle speed is zero. It is determined whether or not all three conditions that the accelerator is fully closed (the opening degree is zero) and the select lever is in the P range or the N range are satisfied. That is, the safety of whether or not the vehicle is completely stopped and manual regeneration may be executed is confirmed.

  When at least one of the three conditions is not satisfied, the process returns. On the other hand, when all the three conditions are satisfied, the process proceeds to step S6, and a manual regeneration execution time T corresponding to the amount of fine particles collected in the DPF 17 is set. In step S7, the timer value t starts to be counted. The timer value t is incremented by a predetermined value every time the control cycle proceeds. In a succeeding step S8, it is determined whether or not the execution time T is longer than the timer value t.

  When the execution time T is longer than the timer value t, the process proceeds to step S9, and it is determined whether or not the current time is the completion of manual regeneration (T = t + 1). When the manual regeneration is not almost completed, the process proceeds to step S10 to execute manual regeneration. That is, after setting the target engine speed to 1750 rpm and increasing the main injection amount of fuel, sub injection (expansion stroke injection) is added. As a result, the DPF 17 is regenerated using the heat of catalytic reaction of the oxidation catalyst 16. On the other hand, when it is determined in step S9 that the current time is just before the completion of manual regeneration, the process proceeds to step S11, the detection signal of the occupant detection means 55 is read (occupant detection), and the process proceeds to step S10.

  When the timer value t becomes equal to or longer than the manual regeneration execution time T in step S8, the timer value t is returned to zero and the process proceeds to step S12, and the occupant is in the vehicle based on the detection result in step S11 (the driver is Whether or not he was seated in the driver's seat). If there is an occupant, the routine proceeds to step S13, where manual regeneration is terminated, and the target engine speed is gradually decreased so that the engine is in an idle operation state, and then the idle operation is continued.

  On the other hand, when it is determined in step S12 that the occupant (driver) is not in the vehicle, the process proceeds to step S14 to end the manual regeneration, and the target engine speed is gradually decreased to stop the engine.

  Therefore, the change in the engine speed from the start of manual regeneration to the completion of manual regeneration is shown in FIG. 6 (in FIG. 6, the point where the engine speed actually changes gradually is ignored). Yes.) That is, when the vehicle that the driver is driving is stopped and the engine is idled (accelerator fully closed), when the manual regeneration switch 54 is turned on, the engine speed increases to 1750 rpm and the manual regeneration of the DPF 17 is performed. Begins. As a result, the presence or absence of an occupant (driver) is detected just before the manual regeneration is completed. As a result, when there is no occupant, as shown by the solid line, the engine speed is zero, that is, the engine is stopped, and the occupant When there is, the engine becomes idle as shown by the broken line.

  As described above, when the driver is seated in the driver's seat just before the manual regeneration of the DPF 17 is completed, the engine is in an idle operation state after the manual regeneration is completed. There is no need to restart the engine and the vehicle can be started quickly.

  On the other hand, when the driver is not in the driver's seat just before the manual regeneration of the DPF 17 is completed, the engine is stopped after the manual regeneration is completed, so the engine is wasted even though the vehicle is not driven. And the driver can leave the vehicle in peace after turning on the manual regeneration switch.

  Also, as described above, since the engine state after completion of manual regeneration is controlled based on the passenger detection result immediately before completion of manual regeneration, it is accurately determined whether or not there is a driver when manual regeneration is completed, and depending on whether or not it exists. It is possible to realize appropriate engine control.

  The above embodiment is an example of reading the occupant detection result just before the completion of manual regeneration. However, when occupant detection is performed at the time of completion of manual regeneration, the flow portion indicated by a broken line in FIG. 5 is as shown in FIG. Steps A1, A2, A4 and A5 in the figure correspond to steps S8, S10, S13 and S14 in FIG. 5, respectively.

  That is, in step A1, it is determined whether or not the execution time T is greater than the timer value t. If the execution time T is greater than the timer value t, the process proceeds to step A2 to execute manual regeneration (target engine). After the rotational speed is set to 1750 rpm and the main injection amount of fuel is increased, sub-injection (expansion stroke injection) is added).

  On the other hand, when the timer value t becomes equal to or longer than the manual regeneration execution time T in step A1, the timer value t is returned to zero and the process proceeds to step A3, the detection signal of the occupant detection means 55 is read and the occupant is in the vehicle ( It is determined whether or not the driver is seated in the driver's seat. If there is an occupant, the process proceeds to step A4, where manual regeneration is terminated, and the target engine speed is gradually decreased so that the engine is in an idle operation state, and then the idle operation is continued. If the occupant (driver) is not in the vehicle, the routine proceeds to step A5, where manual regeneration is terminated and the target engine speed is gradually decreased to stop the engine.

  In this way, when occupant detection is performed at the time of completion of manual regeneration, as in the case of occupant detection just before completion, it is accurately determined whether or not there is a driver at the time of completion of manual regeneration, and depending on whether or not it exists Appropriate engine control can be realized.

  In the above embodiment, the presence / absence of a driver's seat is detected. However, the presence / absence of a passenger in a seat other than the driver's seat is also detected, and even when there is no passenger in the driver's seat, there are passengers in other seats. In this case, the engine may be shifted to idle operation after completion of manual regeneration, and the engine may be automatically stopped only when there are no occupants.

  In addition, the manual regeneration may be performed by increasing the main injection amount of fuel so that the target engine speed is reached, and the secondary injection may not be performed. In both cases where sub-injection is performed and cases where no sub-injection is performed, an intake throttle that reduces the amount of intake air flowing into the cylinder by the intake throttle valve, or a throttle valve is provided in the exhaust passage downstream of the DPF to reduce the exhaust flow rate. By performing exhaust throttling to reduce the temperature, the temperature of the DPF 17 may be quickly increased.

  Moreover, although the said embodiment is provided with the forced regeneration means 41, even if it is a vehicle in which the forced regeneration means is not provided, this invention is applicable.

  In the above embodiment, the warning lamp 43 is turned on when the amount of collected particulate matter of the DPF 17 exceeds a predetermined threshold value. However, even when the lamp 43 is not turned on, the vehicle is voluntarily stopped and the manual regeneration switch is turned on. Manual regeneration may be started by operating 54.

  Moreover, although the said embodiment is a case where a filter is DPF, this invention is applicable also when trapping the particulates contained in the exhaust gas of a gasoline engine with a filter.

1 is a configuration diagram of an exhaust emission control device for an engine according to the present invention. It is a control block diagram of the apparatus. It is a figure which shows the passenger | crew detection means of the same apparatus. It is a graph which shows the relationship between the exhaust particulate amount of the same apparatus, and the execution time of manual regeneration. It is a manual regeneration control flowchart of the same device. It is a time chart which shows the change of the engine speed from before the manual regeneration start of the apparatus until after manual regeneration completion. It is a figure which shows the modification of the part enclosed with the broken line of the flowchart shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Intake passage 3 Exhaust passage 5 In-cylinder combustion chamber 7 Fuel injection valve 16 Oxidation catalyst 17 DPF (filter)
18, 19 Exhaust pressure sensor 40 ECU
41 Forced regeneration means 42 Manual regeneration means 45 Rear control means 51 Accelerator opening sensor 52 Vehicle speed sensor 53 Shift range sensor 54 Manual regeneration switch 55 Occupant detection means

Claims (4)

A filter provided in an exhaust passage of a vehicle engine for collecting particulates in exhaust gas;
Stop state detection means for detecting the stop state of the vehicle;
A manual regeneration switch for manually starting filter regeneration for burning the particulates collected in the filter;
Based on the detection signal from the stop state detection means and the signal from the manual regeneration switch, when both the condition that the vehicle is stationary and the condition that the manual regeneration switch is turned on are established, An engine exhaust gas purification device comprising manual regeneration means for increasing a fuel injection amount by the fuel injection valve so as to achieve a predetermined target engine speed for burning fine particles collected by the filter. And
Occupant detection means for detecting the presence or absence of an occupant in the vehicle;
Based on the detection result of the occupant detection means, the engine is controlled to shift to an idle operation state after completion of the manual regeneration when the occupant is present, and after completion of the manual regeneration when the occupant is absent. An exhaust emission control device for an engine, comprising: post-control means for controlling the engine to be in a stopped state. In claim 1,
The engine exhaust purification apparatus according to claim 1, wherein the manual regeneration means executes the manual regeneration for a predetermined time. In claim 1,
A fine particle amount detecting means for detecting a parameter value related to the fine particle amount collected in the filter;
The engine exhaust purification apparatus according to claim 1, wherein the manual regeneration means performs the manual regeneration for a longer time as the amount of fine particles at the start of the manual regeneration is larger, based on the detection value of the particulate amount detection means. In any one of Claim 1 thru | or 3,
The occupant detection means detects whether an occupant is seated in the driver's seat of the vehicle,
The post-control means controls the engine state after completion of the manual regeneration based on the detection result of the occupant detection means at the time when the manual regeneration is completed or just before completion. Purification equipment.

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