DE10127782B4 - A heater for an internal combustion engine and method for controlling the device - Google Patents

Abstract

Heater for an internal combustion engine with
a heating device (38) for heating at least a part of the internal combustion engine and
an electric energy storage device (36) for supplying electric power to the heating device (38),
marked by
an electric power demand calculating means (62) for calculating a degree of electric power required for the heater (38), and
a charge amount control means (40) for controlling a charge amount of the electric energy storage device (36) on the basis of the electric power demand calculated by the electric power demand calculating means (62).

Description

The The invention relates to a heater for an internal combustion engine and a method of controlling the heater.

From the prior art is for example from the DE 197 40 971 A1 the connection and disconnection of a battery charging circuit in response to the Katalysatoraufheizschaltung known.

In addition, in the DE 196 45 577 A1 a calculation of the power consumption of a Katalysatorheizeinrichtung described.

In addition, the disclosed US 5 785 137 A a controller for the determination of a battery state of charge and the supply of electrical energy to an exhaust gas cleaner.

Exhaust gas emitted during the control of an internal combustion engine usually contains substances that should not be released directly into the atmosphere. In the case of, for example, an internal combustion engine and, in particular, a diesel engine, exhaust gas further includes particulate matter referred to as PM (particulate matters) comprising carbon black, soluble organic compounds, soluble organic components of lubricating oil, sulfate-containing mist, etc. The particulate matter causes air pollution. As an example of countermeasures against the particulate matter, it is conceivable to provide a diesel particulate filter, hereinafter referred to as a DPF unit, in a part of an exhaust passage of a diesel engine as an exhaust gas purifying member. This DPF unit can reduce the amount of particulate matter released to the atmosphere by capturing the particulate matter in the exhaust gas flowing through the DPF unit. Further substances released during driving of the internal combustion engine include carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NO _x ), etc. These substances may also each be provided by providing, for example, an oxidation promoter or an oxidation catalyst, a reduction accelerator or a reduction catalyst or a three-way catalyst with the features of the two catalysts (for example, a lean _NOx catalyst) may be obtained as a cleaning member in a portion of the exhaust passage of the internal combustion engine, whereby the exhaust gas can be purified. In the case of using a lean NO _x catalyst, CO and HC are converted directly into CO ₂ and H ₂ O by oxidation by means of the catalyst and are then deliverable. Although NO _x is temporarily adsorbed by the catalyst, it is converted into N ₂ and CO ₂ by periodically conducting a reduction process of the catalyst, and then becomes dischargeable.

In the former case, with respect to the DPF unit, if a predetermined amount or more of particulate matter is acquired and accumulated in the DPF unit, the PM acquiring function deteriorates. Therefore, it is necessary to separate and remove the particulate matter from the DPF unit with a predetermined timing, and to restore the operation of the DPF unit. In the latter case, with respect to the lean NO _x catalyst, NO _x adsorbed by the catalyst can be easily separated from the catalyst by a reduction process. However, in adsorbing NO _x in the exhaust gas, the lean NO _x catalyst also adsorbs sulfur oxides (SO _x ) which are similar in molecular structure to NO _x . SO _x is chemically bound to the lean NO _x catalyst in greater severity than NO _x . Therefore, SO _x itself is not separated from the catalyst by a reduction process. and is accumulated in the catalyst. Consequently, the lean _NOx catalyst deteriorate in its ability to adsorb _NOx.

To restore the exhaust gas purification element according to the above description, a method for direct heating of the cleaning element is known. For example, in the case of the particulate matter obtained by the DPF unit, the particulate matter may be removed by combustion due to heating of the DPF unit by means of a heater such as a heater and the like. In the case of the lean _NOx catalyst can SO _x on the other hand by heating the lean _NOx catalyst is preferably reduced in a reducing atmosphere to SO and SO ₂ and may be separated from the catalyst. In both cases, the cleaning element can be restored.

However, if a cleaning member is regenerated by heating by an electric heater as described above, electric power is supplied from a battery. However, since the battery is usually provided for controlling a vehicle with an internal combustion engine, it can supply only a limited amount of electric power to restore the cleaning member. A device with a particulate filter as disclosed by the Japanese Patent Application Laid-open Publication No. HEI 8-144739 on the other hand, checks a state of charge of a battery before supply of electric power to a heater during recovery, takes into account a remaining charge amount of the battery, and sets a period for power supply. However, in this case, the remaining charge of the battery is insufficient, it is un It is possible to sufficiently supply electric power, that is, to perform a heating operation satisfactorily. Therefore, it is assumed that a recovery process can not be carried out satisfactorily. Will the in the Japanese Patent Application Laid-open Publication No. HEI 8-144739 As also disclosed prior art applied to a lean NOx catalyst as well, it is considered that a recovery operation can not be carried out satisfactorily.

Consequently can be a heater for one Internal combustion engine for execution not be able to perform its function satisfactorily, if the loading of a Battery assumes a certain value.

task The invention is to achieve a reliable and sufficient mode of action a heater for one Internal combustion engine by ensuring a level of electrical power, which for heating of the heater for one Electric energy storage device is required.

One heater for one Internal combustion engine according to a First embodiment of the invention includes a heater for warming at least a part of the internal combustion engine and an electric energy storage device, which supplies electrical power to the heater for heating the heater, and includes an electric power demand calculating device for calculation a measure on for the heater required electrical power and a Lademaßsteuereinrichtung for controlling a load the electric energy storage device based on the the electric power demand calculating means calculated electric power demand Calculated according to the heater the electric power demand calculating means is a measure of Electric power requirement based on a measure of the heater required electric power and controls the charge amount control device a loading measure of Electric energy storage device based on the dimension of the Electric power demand. Because a required electrical power in advance according to the degree of heating device required electric power is provided, can thus a heating process reliable and performed satisfactorily when the heater needs heating.

The heater Further, a Heizmaßbedarfs estimation device to appreciate include a heating measure required by the heater, wherein the electric power demand calculating means the amount of electrical Performance based on estimated heating demand by the heating demand estimator calculated. The heater may further include a cleaning element attached to an exhaust passage the internal combustion engine is provided and cleans the exhaust gas, wherein the Heating device to restore the cleaning element due a warming of the cleaning element is set up.

According to one Second embodiment of the invention includes a heater for an internal combustion engine a cleaning element that in an exhaust passage of a diesel engine is provided and obtains particulate matter and purifies exhaust gas, a Heating device for the recovery of the cleaning element by warming of the cleaning element, which was achieved by the cleaning element Particle substances are removed, and an electric energy storage device, which supplies the heater with electrical power, as well as a PM-Akkumulationsmaßberechungseinrichtung for Calculation of an accumulation measure of the particle substances, an electric power demand calculating device for calculation a measure electric power used to remove the obtained particulate matter required by means of heating and a charge-meter control device for Control of a load the electric energy storage device based on the the electric power demand calculating means calculated electric power demand.

The Cleaning element in the exhaust passage of the diesel engine is provided and obtains particulate matter and purifies exhaust gas, corresponds for example to a DPF unit or the same. The Heater includes, for example, a component that has a Heating process by means of a heating cartridge or a heating element or a Heizleitungstyp-heater performs, which in addition to are provided the cleaning element. Is the cleaning element electrically conductive, the heater also includes a component, a heating process by directly supplying electricity to the cleaning element performs and a heat generation caused by the cleaning element.

According to this configuration, the electric power demand calculating means calculates a measure for removing particulate matter by combustion required electric power based on an accumulation amount of the particulate matter calculated by the PM accumulation amount calculating means, and the charge amount control means controls a charging amount of the electric energy storage device based on the electric power demand. Thus, since the required electric power is provided in advance according to an accumulation amount of particulate matter, the purifying element can be incorporated in be sufficiently heated when the need for it occurs. Thus, the cleaning member can be restored reliably and sufficiently.

The PM Akkumulationsmaßberechnungseinrichtung can the accumulation of the Particulate matter based on engine speed and calculate a fuel injection amount.

According to a third aspect of the invention, a heating apparatus for an internal combustion engine includes a cleaning member provided on an exhaust passage of the internal combustion engine and adsorbing nitrogen oxides and purifying exhaust gas, a heater for restoring the purifying member by heating the purifying member, its ability to adsorb nitrogen oxides due to accumulation of sulfur oxides flowing into the purifying member together with nitrogen oxides, and for removing the sulfur oxides and an electric energy storage device supplying electric power to the heater, and further equipped with SO _x accumulation amount calculating means for calculating an accumulation amount of the sulfur oxides, an electropower demand calculating means for calculation a measure of electrical power which is used to heat the accumulated sulfur oxides and to remove them from the Cleaning element is required, and a charge amount control device for controlling a charge amount of the electric energy storage device based on the electric power demand calculated by the Elektroleistunsgbedarfsbrechnrechnseinrichtung.

The internal combustion engine includes both a diesel engine and a gasoline engine. The cleaning member which adsorbs NOx and purifies exhaust gas, for example, corresponds to a lean NO _x catalyst. The heating device includes, for example, a component that performs a heating operation by means of a heating cartridge or a heating line type heating device, which are additionally provided on the cleaning element. If the cleaning element is electrically conductive, the heating device also includes a component that performs a heating operation by directly supplying electric power to the cleaning element and causing heat generation by the cleaning element.

According to this construction, the electric power demand calculating means calculates a degree of electric power required to remove sulfur oxides based on an accumulation amount of the sulfur oxides calculated by the SO _x accumulation amount calculating means, and the charge amount controlling means controls a charging amount of the electric energy storage device based on the electric power demand. Thus, since the required electric power is provided in advance according to an accumulation amount of the sulfur oxides, the cleaning member can be sufficiently heated, if necessary. Thus, the cleaning member can be reliably and satisfactorily regenerated.

The Heating device may also during a reduction process of nitrogen oxides are heated. Because the interior of the Cleaning element during a reduction process of nitrogen oxides is filled with a more pronounced reduction atmosphere, become sulfur oxides with higher efficiency or effectiveness rather reduced.

The SO _x accumulation amount calculating means may calculate the accumulation amount of the sulfur oxides based on a fuel injection amount, a concentration of sulfur in the fuel, and an engine speed.

Furthermore can the heater for the internal combustion engine according to the invention may be attached to a vehicle and may be the electrical energy storage device generally for providing electrical power to the controller of the vehicle can be used and the charge meter a charging process with electrical power for controlling the Heating device independent of perform an electrical power to control the vehicle.

to Management of a residual load For example, the electric energy storage device may provide a region for ensuring electrical power to control the vehicle and an area to ensure electrical power to heat the heater as have separate areas. The electric energy storage device can not have individual areas and can be an administration based on the sum of electrical power to the controller of the vehicle and of electrical power to heat the Run heater.

According to this Construction can Particle substances and sulfur oxides reliably without being affected by a loading measure of Electric energy storage device of the vehicle are removed.

According to the invention, the heating apparatus for the internal combustion engine may be mounted on a vehicle, and may correspond to the electric energy storage device of an electric energy storage device configured for the heating device is and which is arranged independently of an electric energy storage device for providing electric power for controlling the vehicle.

The Electric energy storage device for the heater is by a charging process carried out on the vehicle in the same How the electric energy storage device for controlling the Vehicle loaded.

According to this Construction can Particle substances and sulfur oxides are reliably removed. The level of particulate matter or sulfur oxides accumulating on the cleaning element are always equal to the charge level of the electric energy storage device for the Heater. Even if memory contents of the accumulation amount calculating means for certain reasons deleted may be the level of particulate matter or sulfur oxides accumulating on the cleaning element are by measuring a loading gauge the electric energy storage device for the heater can be calculated. Thus, the cleaning element can be restored in a suitable manner become.

According to one fourth embodiment of the invention is a heater for an internal combustion engine with a heating device for heating at least one part an internal combustion engine, with a cleaning element attached to a Exhaust duct of the internal combustion engine is provided and particulate substances attained and cleans exhaust gas, and / or a cleaning element, the is provided on an exhaust passage of the internal combustion engine and at least nitrogen oxides adsorbs and purifies exhaust gas, and an electric energy storage device provided which supplies electric power to the heater. The device is through characterized in that Heating device, an internal combustion engine control device for detection an operating condition of the internal combustion engine and for control the operating state of the internal combustion engine and also has a Electric energy storage device controller has that the electric energy storage device controller controls an electric energy storage state recognition unit Detecting an electric energy storage state of the electric energy storage device and a charge amount control unit for controlling a load the electric power storage device includes that the engine control device at least one Heizmaßbedarf the heating device based on an operating condition of the Internal combustion engine estimates and that the Lademaßsteuereinheit a loading measure the basis of the esteemed Heizmaßbedarfs and one recognized by the electric energy storage detection unit Electric energy storage amount controls.

While in the heater, the engine control device controls an operating state of the internal combustion engine, a Heizmaßbedarf, a PM accumulation amount and a SO _x -Akkumulationsmaß can be calculated on the basis of the operating condition of the internal combustion engine. Further, the electric energy storage device controller may detect a degree of stored electric power and control a charge amount. Therefore, an effective tax system can be established.

The Electric energy storage device may correspond to a battery.

According to one fifth Embodiment of the invention includes a method of controlling a heater for one Internal combustion engine with a heater connected to the internal combustion engine is provided, and an electric energy storage device, the electric power for heating the heating device feeds, an electric power demand calculating step for calculating a measure of electrical power used for the heater is required, and a charge amount control step for Controlling a loading measure the electric energy storage device based on the electric power demand, which has been calculated in the electric power demand calculating step is. The procedures can a Heizmaßbedarfsschätzschritt to appreciate include a heating measure required by the heater, being the measure for the Heizmaßbedarf required electric power in the electric power demand calculating step on the basis of the estimated heating demand in the demand estimation step is calculated.

Aims, Features and advantages of the invention will become apparent from the following Description in conjunction with the attached drawings. Show it:

1 an explanatory view of a structural concept of a hybrid vehicle (HF) equipped with a heater according to a first embodiment of the invention,

2 an explanatory view of processes for calculating a charging amount of a battery of the heater according to the first embodiment of the invention,

3 a PM production measure map for calculating a measure of particulate matter hereinafter also referred to as PM generated on a purifying element according to the first embodiment of the invention;

4 an explanatory view of changes a state of charge of a second battery and a PM accumulation amount of the heater according to the first embodiment;

5 an explanatory view of a structural concept of a hybrid vehicle, which is equipped with a heater according to a second embodiment of the invention, and

6 an explanatory view of processes for calculating a charging amount of a battery of the heater according to the second embodiment of the invention.

below become preferred embodiments of the invention with reference to the drawings.

1 shows a structural concept of a hybrid vehicle (HF) 10 , which is equipped with a heater according to a first embodiment of the invention. The description of the first embodiment is made as to a restoration in a case where a DPF unit, which is made of ceramic or metal, is used as a cleaning member that cleans exhaust gas by removing particulate matter (PM) are contained in exhaust gas discharged during a drive of a diesel engine, and include soot, soluble organic components, releasable organic components of lubricating oil, sulfate-containing mist, and the like. Since, as described below, a battery must be charged according to an accumulation amount of particulate matter, a description will be given of the first embodiment regarding a vehicle having a hybrid vehicle system that makes control of a charge amount of a battery simple. However, as long as the charging amount of a battery can be arbitrarily controlled, the invention is also applicable to a vehicle that is not equipped with a hybrid vehicle system.

The in the description of the invention cited concept of accumulation stands for a state in which particulate matter in the cleaning element in a heat be caught removable way. The concept of accumulation involves For example, adsorption (both chemical adsorption as well physical adsorption), deposition, absorption and an occlusion.

A hybrid vehicle 10 includes a diesel engine (hereinafter referred to simply as an engine) 12 as an internal combustion engine and a motor / generator (MG) 14 , Even though 1 for convenience of explanation, the motor / generator 14 in a separate way as a motor 14A and a generator 14B shows, it is noted that the engine 14A and the generator 14B form a unit. According to a running state of the hybrid vehicle 10 the engine works 14A as the generator 14B or the generator works 14B as the engine 14A ,

The hybrid vehicle 10 further includes a decelerator 18 a power distribution mechanism (for example, a planetary gear according to 1 ) 20 , a first battery 22 , a converter 24 an electronic control device (ECU) for the first battery (hereinafter referred to as the ECU for the first battery) 26 , an engine ECU 28 or an engine control device 28 , a motor / generator ECU and a MG-ECU 30 , a hybrid vehicle ECU 32 etc..

The slowdown device 18 transmits through the engine 12 and the motor / generator 14 generated power on one wheel side 16 or transmits a driving force from the wheel side 16 to the engine 12 and the motor / generator 14 , The power distribution mechanism (for example, the planetary gear according to 1 ) 20 distributed by the engine 12 generated power on two paths, ie on the wheel side 16 and the generator 14B , The first battery 22 is used with electrical power to control the motor / generator 14 and auxiliary equipment (an air conditioning device and other on-vehicle electronic equipment) loaded, which are not shown. The converter 24 performs current control while DC power of the first battery 22 and alternating current of the motor 14A and the generator 14B be replaced. The ECU 26 for the first battery manages and controls a state of charge and a discharge state of the first battery 22 , The engine ECU 28 controls an operating state of the engine 12 , The engine / generator ECU 30 controls the motor / generator 14 , the ECU 26 for the first battery, the converter 24 etc. according to a state of the hybrid vehicle 10 , The hybrid vehicle ECU 32 manages and controls the battery ECU 26 , the engine ECU 28 , the engine / generator ECU 30 etc. in conjunction with each other and controls a hybrid vehicle overall system in such a manner that the hybrid vehicle 10 can be controlled most efficiently. Although the in 1 The electronic control units shown are formed separately, they can also be designed as a single electronic control unit in which two or more control units are included.

Works the engine 12 in the case of the hybrid vehicle system according to 1 equipped hybrid vehicle 10 with low effectiveness or performance such as during takeoff, a low-speed state, etc., the hybrid vehicle is traveling 10 only by means of the engine 14A of the motor / generator 14 , During a normal driving condition, the power of the engine becomes 12 for example, by the power distribution mechanism 20 distributed on two paths. The power distributed on one of the paths directly drives the wheel side 16 whereas the power distributed on the further path is the generator 14B drives and generates electricity. The electrical power generated at this moment drives the engine 14A and supports the drive of the wheel side 16 , During a high-speed running state or an accelerating running state, moreover, electric power becomes from the first battery 22 the engine 14A fed. Thereafter, the output of the engine increases 14A and becomes a driving force to the wheel side 16 added. On the other hand, acts during a delay of the wheel side 16 powered engine 14A as a generator and perform a power recovery. Electric power recovered by this power recovery becomes in the first battery 22 accumulated. Has the charge of the first battery 22 reduced to such an extent that the first battery 22 must be charged in a certain way, the output of the engine 12 elevated. The level of through the generator 14B generated electricity then increases, whereby the charge of the first battery 22 increases. Of course, even during a low-speed running state, control becomes to increase a driving amount of the engine 12 executed when the need for this occurs. This control is performed, for example, if the first battery 22 as described above, in a case where auxiliary devices such as an air conditioner are driven, in a case where a cooling device for the engine 12 has been heated to a predetermined temperature, etc ..

According to the first embodiment, a certain heating battery is for regenerating the DPF unit 34 provided by means of heating. The DPF unit 34 is at an exhaust passage or exhaust passage of the engine 12 is provided and is arranged as a cleaning element, which obtains in the exhaust particulate matter contained and cleans and purifies the exhaust gas. The heating battery is operated according to an accumulation amount by the DPF unit 34 acquired particulate matter is charged and is always for supplying electrical power for regeneration of the DPF unit 34 ready.

Thus, with the converter 24 a specific second battery 36 connected independently of the first battery 22 which is with electrical power to drive the motor / generator 14 and the auxiliary equipment is loaded. The second battery 36 performs electrical heating power of an electric heater 38 as one at the DPF unit 34 arranged heater to. The second battery 36 is controlled by an ECU (also referred to as an electric energy storage device controller) 40 is controlled for the second battery so that it is charged with electric power according to an electric power demand required by the motor / generator 14 over the converter 24 has been generated. The ECU 40 for the second battery exchanges information with the engine / generator ECU 30 and the hybrid vehicle ECU 32 suitably and is for charging the second battery 36 suitably carried out without an efficient control or efficient drive of the hybrid vehicle 10 to hinder.

Is the DPF unit 34 made with non-conductive material such as ceramic, the heater can 38 either by providing heating cables around and in the DPF unit 34 or by inserting and placing a heating cartridge or a heating rod, etc. in the DPF unit 34 be constructed. Is the DPF unit 34 Made of conductive material such as metal, the heater may be constructed so that an electrode on the DPF unit 34 is attached and the DPF unit 34 itself caused to generate heat. In this case, the DPF unit 34 isolated from its surrounding components.

2 FIG. 12 is a block diagram for explaining a charge amount control of the first battery. FIG 22 and the second battery 36 in conjunction with the in 1 shown electronic control units. The hybrid vehicle ECU 32 includes an overhead requirement detection section 50 , an accelerator opening detection section 42 , a vehicle speed detection section 44 , an output shaft torque calculating section 46 , a vehicle power demand calculating section 48 and an engine output determining section 46 , The ECU 26 for the first battery includes a state of charge detection section 52 and a calculation section 54 for the electric power generation demand of the first battery. The ECU 40 for the second battery includes a calculation section 62 for the electric power generation demand of the second battery and a PM accumulation amount calculating section 56 , The engine ECU 28 includes an engine speed determining section 58 and a fuel injection amount / ignition timing determining portion 60 ,

During the execution of a drive control of the hybrid vehicle 10 manages the hybrid vehicle ECU 32 usually an issue of the engine 12 and a driving state of the motor / generator 14 in a comprehensive manner such that a further referred to as SOC state of charge of the first battery 22 converged with a target state of charge.

In order to ensure that both charging and discharging can be performed to some extent, the target charging state is set at, for example, 60% as a default value. According to the first embodiment, the hybrid vehicle ECU manages 32 an issue from the engine 12 and a driving state of the motor / generator 14 so that the state of charge of the first battery 22 converges to the target state of charge and that the second battery 36 can be charged with electrical power used for the restoration of the DPF unit 34 is required.

Below is a control of the entire hybrid vehicle 10 described. First of all, the one in the hybrid vehicle ECU recognizes 32 included accelerator opening detection section 42 an operation amount of driver-operated accelerator (not shown) using a sensor provided on the accelerator pedal. The vehicle speed detection section 44 detects a current vehicle speed of the hybrid vehicle 10 On the basis of the accelerator opening and the vehicle speed, the output shaft torque calculating section calculates 46 an output shaft torque required for realizing a driving condition desired by the driver. The vehicle power demand calculation section 48 calculates an engine power required to realize a driver's desired driving condition. Based on operating conditions of auxiliaries such as an air conditioning device, it calculates in the hybrid vehicle ECU 32 included additional requirements detection section 50 the energy required for the operation of the ancillary equipment.

On the other hand, the checks in the ECU 26 for the first battery included SOC detection section 62 a state of charge of the first battery 22 , To optimally maintain a state of charge of the first battery 22 is a target state of charge with respect to the ECU 26 set for the first battery. The calculation section 54 for the electric power generation demand of the first battery calculates a degree of electric power generation (electric power generation demand) of the generator 14B which is required for a convergence of the state of charge with the target state of charge (for example, 60%).

In the hybrid vehicle 10 of the first embodiment, as described above, the second battery 36 , that of the removal of obtained particulate matter by combustion driven heating device 38 is assigned, in parallel with the charging of the first battery 22 getting charged. Thus, the ECU 40 for the second battery through the DPF unit 34 recognize acquired particulate substances and determine a loading requirement. Thus, the ECU includes 40 for the second battery, the PM accumulation amount calculating section 56 , On the basis of an engine speed at an immediately preceding time (an engine speed determination section described later 58 certain engine speed) and a fuel injection amount (a fuel injection amount / ignition timing determination section described later 60 determined fuel injection amount) computes the PM accumulation amount calculating section 56 a production rate of particulate matter. As it is according to 3 In particular, a PM production measure map showing a production amount (grams / second) of particulate substances using a motor speed (rpm) and a fuel injection amount per stroke (mm ³ / stroke) as a parameter is previously shown in FIG ECU 40 stored for the second battery, causing the ECU 40 for the second battery, a generation amount of particulate matter corresponding to a running state of the hybrid vehicle 10 calculated. An alternate long and short dashed line in the PM production measure map according to FIG 3 shows a drive range of the engine 12 For example, it is assumed that the engine speed should not fall below 600 rpm during a normal driving condition. Lines 1 to 8, which define a PM generation measurement area, are drawn in the drive area. Drives the hybrid vehicle 10 For example, at 1200 rpm and 30 mm ³ / stroke, the PM production amount is indicated by an area between the line 1 and the line 2. For example, it is calculated that particulate matter at 1.5 g / sec. be generated.

Has the PM accumulation amount calculation section 56 calculates a PM accumulation amount calculated in the ECU 40 for the second battery included calculation section 62 for the electric power generation demand of the second battery (the electric power generation demand calculating section of the second battery includes an electric energy storage state detecting device of the second battery), a measure of one by the second battery 36 required Elek trols power generation, ie a state of charge for the second battery 36 , One in the ECU 40 The charge amount control portion included with the second battery generates a charge request signal for the purpose of charging with electric power required to remove acquired particulate matter by combustion. This charging signal becomes the hybrid vehicle ECU 32 Posted.

The in the hybrid vehicle ECU 32 included engine output determination section 64 determines an engine output that is obtained by an engine power required to realize a driver's desired driving condition and by the vehicle power demand calculating portion 48 has been calculated, an engine power required to obtain power required for the operation of the auxiliaries and the overhead demand detection section 50 has been calculated, an engine power required to obtain a measure of electric power generation necessary for converging the state of charge of the first battery 22 is needed, and through the calculation section 54 has been calculated for the electric power generation demand of the first battery, and an engine power required to obtain a measure of electric power generation required for removal by the EPF unit 34 obtained particulate matter by combustion, and by the calculation section 62 for the electric power generation demand of the second battery has been calculated.

Has the engine output determination section 64 the hybrid vehicle ECU 32 determines an engine output determined in the engine ECU 28 included engine speed determination section 58 an engine speed. The fuel injection amount / ignition timing determining portion 60 determines a fuel injection amount and an ignition timing. Thus, the above-mentioned electronic control units determine an operating state of the engine 12 of the hybrid vehicle 10 ie they execute a driving control. Thus, according to the first embodiment, charging amounts are managed in such a manner that the first battery 22 and the second battery 36 which are provided independently of each other, can perform their required functions.

As according to 4 the state of charge of the second battery 36 according to a PM accumulation amount of the DPF unit 34 is determined, they are proportional to each other (as indicated by a single line in 4 is specified). Thus has the state of charge of the second battery 36 reaches a predetermined value or has the sum of the values obtained by the PM accumulation amount calculating section 56 calculated accumulation amounts reaches a predetermined value or is reached a predetermined recovery time, the ECU 40 for the second battery, the second battery 36 to output electricity and start heating the DPF unit 34 by means of the heater 38 , The DPF unit 34 is heated for a predetermined period in accordance with a PM accumulation amount, thereby being detected by the DPF unit 34 obtained particulate substances are removed by combustion. The result is the DPF unit 34 restored.

Thus, in the heater of the first embodiment, an electric power required for removing particulate matter by combustion for the second battery 36 according to a degree by the DPF unit 34 obtained and accumulated therein particulate matter ensured. Therefore, if the necessity arises, particulate matter can be sufficiently and reliably produced by combustion without being affected by the state of charge of the first battery 22 for a driving control of the hybrid vehicle 10 can be removed and the DPF unit 34 be well regenerated.

5 shows a structural concept of a hybrid vehicle (HF) 66 , which is equipped with a heater according to a second embodiment of the invention. The second embodiment relates to a recovery in a case where a lean _NOx catalyst (lean _NOx -catalyst) is used as a cleaning member which adsorbs nitrogen oxides (NO _x), the in during a control of a combustion engine discharged exhaust gas are contained, and which cleans the exhaust gas. As mentioned above, the lean-NO _x catalyst is a three way catalyst and adsorbed together carbon monoxide (CO), hydrocarbons (HC), etc., and purifies exhaust gas. However, the lean _NOx catalyst adsorbed as sulfur oxides (SO _x) to NO are similar in molecular structure _x. NO _x can be easily separated by reduction from the lean NO _x catalyst. However, SO _x can not be easily separated from the lean NO _x catalyst even when subjected to a reduction process. For this reason, _SOx is accumulated _x catalyst in the lean NO and thus affects the _NOx -Adsorptionswirksamkeit disadvantageous. However, SO _x can be separated from the lean NO _x catalyst by heating. That is, in order to separate SO _x from the lean NO _x catalyst and restore the lean NO _x catalyst, the SO _x must be heated in accordance with its accumulation amount.

In the second embodiment, a particular heating coil is arranged, which heats the SO _x and removed, which _x by a lean NOx catalyst 68 has been adsorbed together with NO _x . The lean NO _x catalyst 68 is at an exhaust passage of the engine 12 arranged as a cleaning element, which adsorbs and reduces the NO _x contained in the exhaust gas and purifies the exhaust gas. The heating battery is operated according to a degree in the lean NO _x catalyst 68 _x loaded accumulated SO and is always for supplying electric power to the restoration of the lean _NOx catalyst prepared.

The basic structure of the heater of the second embodiment is identical to that of the heater with the DPF unit 34 according to 1 , Similar elements are denoted by the same reference numerals and will be omitted description. As in the case of the first embodiment, the one used on the lean NO _x catalyst 68 provided electric heater 38 as well as heating pipes, a heating cartridge or a heating rod, an electrode to cause the catalyst directly to generate heat, etc ..

6 shows a block diagram showing internal structures of electronic control units of the second embodiment according to their functions. The block diagram according to 6 is identical to the block diagram of the first embodiment according to FIG 2 with the exception that a SO _x accumulation amount calculation section 70 instead of the PM accumulation metric calculation section 56 is arranged. Therefore, a description of the block diagram according to FIG 6 waived. It should be noted that the PM accumulation amount calculating section 56 and the SO _x accumulation amount calculating section 70 a Heizmaßbedarfs estimation device ( 56 . 70 ) form. The SO _x accumulation amount calculating section 70 is in the ECU 40 for the second battery (also referred to as a second electric energy storage device controller). According to the second embodiment, the SO _x accumulation amount calculating section 70 a production amount of SO _x per unit time by cumulating a fuel injection amount provided by the fuel injection amount / ignition timing determining portion 60 has been determined, a concentration of sulfur in fuel and one by the engine speed determining section 58 calculate specific engine speed. Has the SO _x accumulation amount calculation section 70 calculates an accumulation amount of SO _x calculated in the ECU 40 for the second battery included calculation section 62 for the electric power generation demand of the second battery (the electric power generation demand calculating section of the second battery includes an electric energy storage state detecting device of the second battery) includes a measure of the second battery 36 required electric power generation, ie a state of charge for the second battery 36 , The one in the ECU 40 A charge amount control section included with the second battery generates a charge-requirement signal for the purpose of charging with electric power required for heating accumulated SO _x , reducing it to a relatively stable state of SO and SO ₂ , etc., and separating it from the catalyst. This charging signal becomes the hybrid vehicle ECU 32 Posted.

The in the hybrid vehicle ECU 32 included engine output determination section 64 determines an engine output required by summation of engine power required to realize a driver requested driving state and by the vehicle power demand calculating section 48 has been calculated, an engine power required to obtain an energy needed for the operation of the auxiliaries and the overhead demand detection section 50 has been calculated, an engine power required to obtain a degree of electric power generation necessary for converging the state of charge of the first battery 22 is required, and by the calculation section 54 has been calculated for the electric power generation requirement of the first battery, and an engine power is obtained, which is necessary for obtaining a level of an electrical power generation, for separating and removing of _x in the lean NO catalyst 68 accumulated SO _{x is} required, and by the calculating section 62 for the electric power generation demand of the second battery has been calculated.

Has the engine output determination section 64 the hybrid vehicle ECU 32 determines an engine output determined in the engine ECU 28 included engine speed determination section 58 an engine speed. The fuel injection amount / ignition timing determining portion 60 determines a fuel injection amount and an ignition timing. Thus, a determination of an operating state of the engine 12 of the hybrid vehicle 10 , ie running a driving control. Thus, in the second embodiment, charging amounts are equally managed such that the first battery 22 and the second battery 36 , which are provided independently, can perform their required functions. The state of charge of the second battery 36 is proportional to the level of in the lean NO _x catalyst 68 accumulated SO _x . Therefore has the state of charge of second battery 36 reaches a predetermined value or has the sum of _x with the SO -Akkumulationsmaßberechnungsabschnitt 70 calculated accumulation amounts reaches a predetermined value or is reached a predetermined recovery time, the ECU 40 for the second battery the second battery 36 for the delivery of electricity to and starts a heating process of the lean _NOx catalyst 68 by means of the heater 38 , The lean NO _x catalyst 68 is heated for a predetermined period in accordance with a SO _x accumulation amount, whereby in the lean NO _x catalyst 68 accumulated SO _{x is} reduced to a relatively stable state of SO, SO ₂ , etc. and of the lean NO _x catalyst 68 is disconnected. Consequently, the lean NO _x catalyst becomes 68 regenerated. If the reduction of SO _{x is carried out} simultaneously with a reduction of NO _x , high efficiency is achieved.

Thus, in the heater of the second embodiment, an electric power required for disconnecting and removing SO _{x can} be provided to the second battery 36 be ensured in accordance with a level of SO _x , which in the lean NO _x catalyst 68 adsorbed and accumulated. Therefore arises the need SO _{x can} without affecting by the state of charge of the first battery 22 for driving control of the hybrid vehicle 10 be removed in a satisfactory manner and in a reliable manner and can the lean _NOx catalyst 68 be restored.

As it is in the 1 and 5 for a case in which the second battery 36 is independently provided, the state of charge of the second battery 36 proportional to the PM accumulation measure or the SO _x accumulation measure. Even if the electric power supplied to the electronic control units has been interrupted for some reason (for example, in the case where the batteries, etc., for maintenance of the hybrid vehicle 10 has been deleted) and memory contents of the accumulation amount have been deleted, an accumulation amount by re-measuring a state of charge of the second battery 36 to be appreciated. Consequently, the DPF unit can 34 or the lean _NOx catalyst 68 always satisfactorily regenerated at an appropriate time according to a PM obtaining state or a SO _x accumulating state.

The above-mentioned first and second embodiments exemplify that two batteries, that is, the first battery 22 and the second battery 36 are provided in a separate manner. However, as long as there is a construction capable of ensuring a constant electric power of the heater 38 can be supplied, it is possible to achieve substantially the same effects as in the first and second embodiments. For example, an internal charging area of a single battery may be divided into two areas, with one of the areas being used as the area having one of a control of the hybrid vehicle 10 required electrical power is charged, the wider area is used as the area with one for the heater 38 required electrical power is charged, and can be used for the control of the hybrid vehicle 10 required electric power and that for the heater 38 required electric power can be obtained by controlling a charging amount of each battery. The state of charge of the battery can be controlled so that it is always placed in a state that is a use of the heater 38 considered.

According to the above-mentioned embodiments, since the PM accumulation amount and the SO _x accumulation amount are proportional to the heating amount of the heater (heating allowance), there is no need to estimate a heating allowance. That is, a charge amount control can be directly performed by using a calculated PM accumulation amount and a calculated SO _x accumulation amount.

According to the above-mentioned embodiments, the PM accumulating amount calculating portion or the SO _x accumulating amount calculating portion is included in the ECU for the second battery. However, the PM accumulating amount calculating portion or the SO _x accumulating amount calculating portion may be included in the engine ECU. In this case, a state of the engine is estimated from an engine speed, etc., and a degree of particulate matter, PM or SO _x , which is accumulated in the purifying element is calculated. The engine ECU sends an output signal corresponding to the calculated accumulation amount to the hybrid vehicle ECU. The ECU for the second battery (also referred to as the second electric energy storage device controller) calculates a charging amount requirement based on an accumulation amount that can be obtained from the hybrid vehicle ECU and a current state of charge (this state of charge can also be calculated by the ECU for the second battery ). Thereafter, the ECU for the second battery sends an output signal corresponding to the charging amount requirement to the hybrid vehicle ECU. In accordance with the output signal, the hybrid vehicle ECU determines an engine output obtained by an engine output required for realizing a driving condition desired by the driver For example, an engine power required for obtaining power required for operation of auxiliaries, an engine power required for obtaining a measure of electric power generation required for converging the state of charge of the first battery, and an engine power are summed required to obtain a measure of electric power generation needed to remove particulate matter obtained by the DPF unit by means of combustion. The hybrid vehicle ECU then sends an output signal corresponding to the engine output to the engine ECU. The hybrid vehicle ECU also sends a control signal to the motor / generator ECU so that the first and second batteries can perform their required functions in a sufficient manner. Although the above description relates to a hybrid vehicle, other types of vehicles may be used instead.

In the above-described embodiments, the PM accumulation amount calculating section serves as a PM accumulation amount calculating device of the invention, and the SO _x accumulation amount calculating section serves as a SO _x accumulation amount calculating device of the invention, and the second battery electric power generation required calculating section serves as an electric power demand calculating device of the invention and serves Charge amount control section as a charge amount control device of the invention.

In the above-mentioned embodiments, a removal of accumulated in the DPF unit particulates (PM) and a distance of _x was in the described lean _NOx catalyst accumulated SO. However, the invention is not limited thereto. For example, the invention may be applied to a vehicle including a catalyst equipped with an electric heater and an electric energy storage device that supplies electric power to the electric heater. In this case, this electric power storage device is charged during driving of the vehicle so as to ensure electric power for the electric energy storage device required for quickly activating the catalyst during an engine starting operation.

at a device such as a hybrid vehicle in which an engine is intermittent is operated, it is also conceivable, a temperature drop of a Catalyst in an engine stall period during a To estimate the driving of the vehicle, the electric energy storage device with required electrical Load power and the catalyst with a predetermined time To heat control.

One Charging the invention is not on a shop for heating a Cleaning element for Exhaust limited.

For example The invention can be applied to a vehicle that with a Device for heating an engine coolant Is provided. In this case, an electric energy storage device while loaded a control of the vehicle, so that a measure of for rapid warming of the Engine during of their starting operation of required electricity (an example of a Heizmaßbedarfs of the invention) for the electric energy storage device is ensured. Consequently includes the internal combustion engine of the invention relevant components such as an engine body, a cooling unit for the Internal combustion engine and a purification element for exhaust gas, etc.

In each of the embodiments It has been described that the Charge of the Electric energy storage device based on the Heizmaßbedarfs based on a PM accumulation measure and a temperature of the internal combustion engine is determined. However, these can control operations for controlling a load the electric energy storage device are combined.

A control may be performed so that the electric energy storage device is charged with the sum of a charge amount required for recovering an exhaust gas purifying element and a charge amount required for warming the engine. In a heater in which an electric energy storage device recovers both a cleaning element of a diesel engine and a purifying element of a gasoline engine, the electric energy storage device may be charged with the sum of a charge amount corresponding to a PM accumulation amount and a charge amount corresponding to a SO _x accumulation amount. In an internal combustion engine that can be used with both fuel oil and gasoline as the fuel, an electric energy storage device may be constructed with the sum of a charge amount determined based on a PM accumulation amount and an amount based on a SO _x accumulation amount Loading dimensions are loaded.

The Electric energy storage device of the invention is not limited to Battery limited and may for example correspond to a capacity.

A warming The invention involves combustion.

According to the invention, a diesel particulate filter ( 34 ) located on an exhaust passage of an engine ( 12 ) and obtains particulate matter and purifies exhaust gas, with an electric heater ( 38 ), which attained. Particles removed by combustion and the diesel particulate filter ( 34 ) restores. A second battery ( 36 ), the heating device ( 38 ) is powered independently of a first battery ( 22 ) for controlling a hybrid vehicle ( 10 ) intended. One the second battery ( 36 ) managing electronic control unit ( 40 ) for the second battery calculates a level of through the diesel particulate filter ( 34 ) obtained particulate matter from a driving state of an engine ( 12 ), the second battery charges ( 36 ) according to the amount of particle substances obtained, the second battery discharges ( 36 ) during combustion of the particulate matter and causes the electric heater ( 38 ) for generating heat.

Claims (14)

Heater for an internal combustion engine with a heating device ( 38 ) for heating at least a part of the internal combustion engine and an electric energy storage device ( 36 ) for supplying the heating device ( 38 ) with electrical power, characterized by an electric power requirement calculation device ( 62 ) for calculating a measure of the heating device ( 38 ) required electrical power and a charge rate control device ( 40 ) for controlling a charging amount of the electric energy storage device ( 36 ) based on the power required by the electric power demand calculator ( 62 ) calculated electric power demand. Heating device for an internal combustion engine according to claim 1, characterized by a Heizmaßbedarfsschätzeinrichtung ( 56 . 70 ) for estimating one by the heating device ( 38 ) required heating power, wherein the electric power requirement calculation device ( 62 ) the level of electrical power on the basis of the rate of heating demand ( 56 . 70 ) estimated heating demand. Heating device for an internal combustion engine according to claim 1, characterized by a cleaning element ( 34 ), which is provided at an exhaust passage of the internal combustion engine and purifies exhaust gas, wherein the heating device ( 38 ) to restore the cleaning element ( 34 ) by heating the cleaning element ( 34 ) is set up. Heater for an internal combustion engine with a cleaning element ( 34 ), which is provided on an exhaust passage of a diesel engine and obtains particulate matter and purifies exhaust gas, a heater ( 38 ) to restore the cleaning element ( 34 ) by heating the cleaning element ( 34 ), whereby by the cleaning element ( 34 ) are removed, and an electric energy storage device ( 36 ), the heating device ( 38 ) is supplied with electric power, characterized by a particle substance accumulation amount calculating means ( 56 ) for calculating an accumulation amount of the particulate matter, an electric power demand calculating device ( 62 ) for calculating a measure of the electrical power required for the removal of the obtained particulate matter by means of combustion, and a charge rate control device ( 40 ) for controlling a charging amount of the electric energy storage device ( 36 ) on the basis of the power required by the electric power demand calculator ( 62 ) calculated electric power demand. Heating device for an internal combustion engine according to claim 4, characterized in that the particulate matter accumulation amount calculation device ( 56 ) calculates the accumulation amount of the particulate matter based on an engine speed and a fuel injection amount. Heater for an internal combustion engine with a cleaning element ( 68 ), which is provided at an exhaust passage of the internal combustion engine and adsorbs nitrogen oxides and purifies exhaust gas, a heater ( 38 ) to restore the cleaning element ( 68 ) by heating the cleaning element ( 68 ), whose ability to adsorb nitrogen oxides as a result of accumulation in the cleaning element ( 68 ) has deteriorated together with the nitrogen oxides flowing sulfur oxides, and for the removal of sulfur oxides, and an electric energy storage device ( 36 ), the heating device ( 38 ) is supplied with electrical power, characterized by a SO _x accumulation amount calculating device ( 70 ) for calculating an accumulation amount of the sulfur oxides, an electric power demand calculating means ( 62 ) for calculating a measure for heating the accumulated sulfur oxides and removing them from the cleaning element ( 68 ) required electrical power, and a charge scale control device ( 40 ) for controlling a charging amount of the electric energy storage device ( 36 ) on the basis of the power required by the electric power demand calculator ( 62 ) calculated electric power demand. Heater according to claim 6, characterized in that the heating device ( 38 ) is heated during a reduction process of nitrogen oxides. Heating device according to one of claims 6 or 7, characterized in that the SO _x accumulation amount calculating device ( 70 ) calculates the accumulation amount of the sulfur oxides based on a fuel injection amount, a concentration of sulfur in the fuel, and an engine speed. Heater according to one of claims 1 to 8, characterized in that the heater is mounted on a vehicle that the electric energy storage device ( 36 ) is generally used for providing electric power for controlling the vehicle, and in that the charge-meter control device charges an electric-power charging operation for driving the heating device ( 38 ) independently of electrical power to control the vehicle performs. Heater according to one of claims 1 to 8, characterized in that the heater is mounted on a vehicle, and in that the electric energy storage device ( 36 ) corresponds to an electric energy storage device that is suitable for the heating device ( 38 ) and independent of an electric energy storage device ( 22 ) is arranged to provide electrical power for controlling the vehicle. Heater for an internal combustion engine with a heating device ( 38 ) for heating at least a part of an internal combustion engine ( 12 ), with a cleaning element ( 34 ), which at an exhaust passage of the internal combustion engine ( 12 ) and obtains particulate matter and purifies exhaust gas, and / or a cleaning element ( 68 ), which at an exhaust passage of the internal combustion engine ( 12 ) and at least adsorbs nitrogen oxides and purifies exhaust gas, and an electric energy storage device ( 36 ), the heating device ( 38 ) is supplied with electrical power, characterized in that the heater is an internal combustion engine control device ( 28 . 32 ) for detecting an operating state of the internal combustion engine and for controlling the operating state of the internal combustion engine ( 12 ) and an electric energy storage device control device ( 40 ) that the electric energy storage device control device ( 40 ) an electric energy storage state detection unit for detecting an electric energy storage state of the electric energy storage device ( 36 ) and a charge amount control unit for controlling a charge amount of the electric energy storage device ( 36 ) includes that the engine control device ( 28 . 32 ) at least one Heizmaßbedarf the heater ( 38 ) based on an operating condition of the internal combustion engine ( 12 ), and that the charge amount control unit controls a charge amount based on the estimated heating allowance and an electric energy storage amount detected by the electric energy storage condition detection unit. Heating device according to one of claims 1 to 11, characterized in that the electric energy storage device of a battery ( 36 ) corresponds. Method for controlling a heating device for an internal combustion engine with a heating device ( 38 ) for heating at least a part of the internal combustion engine and an electric energy storage device ( 36 ) for supplying electric power for heating the heating device ( 38 characterized by, an electric power demand calculating step of calculating a measure of the heater ( 38 ) and a charge amount control step for controlling a charge amount of the electric energy storage device ( 36 ) based on the electric power demand calculated in the electric power demand calculating step. A method of controlling a heater for an internal combustion engine according to claim 13, characterized by a heating allowance estimating step of estimating one by the heater ( 38 ), wherein the amount of electric power required for the heating demand in the electric power demand calculating step is calculated based on the heating allowance estimated by the demand estimating step.

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