DE102010005317A1 - Engine control device for use in motor vehicle, has control correction amount-calculating device calculating correction amount of engine control based on acceleration request from driver when control process is interrupted - Google Patents

Abstract

The device has a regeneration control device (51) for executing a regeneration control process for removing particulate matter collected by a collecting device based on an operating condition of an engine. A regeneration interruption-determining device (52) determines whether the control process is interrupted or not based on torque. A control correction amount-calculating device (53) calculates a correction amount of engine control based on an acceleration request from a driver when the control process is interrupted.

Description

The The present invention relates to a motor control device, the one collecting device for collecting particles contained in exhaust gas or particulate matter.

In In recent years, vehicles such. B. motor vehicles, a Collection device for filtering and collecting particulate matter, which is in the exhaust gas from an engine, in particular a diesel engine included are as part of an exhaust emission control device to Cleaning the exhaust gases from the engine. Such a collection device is typically formed from a filter used as a diesel particulate filter (DPF) is called.

There an accumulation of particles or fine dust the filter and collecting power of the diesel particulate filter, it is necessary forcibly perform a regeneration control process to accumulate the accumulated Remove particulate matter and make a regeneration of the filter, to return this to an initial state. The diesel particulate filter regeneration control process is It is generally a control process in which the temperature of the Exhaust gas is forcibly increased to that in the diesel particulate filter forcibly collecting accumulated particulate matter, it being necessary is due to heat damage to the diesel particulate filter an excessively high exhaust gas temperature as well a reduced regeneration efficiency due to a reduced Prevent exhaust gas temperature.

In this regard, the JP-A-2007-177 641 A technique for setting a target exhaust gas amount λ and a Zielansaugluftmenge based on a required torque corresponding to an operating condition during a particulate matter collecting operation of the diesel particulate filter and for correctly controlling an intake air amount to prevent damage to the diesel particulate filter due to an elevated temperature of the exhaust gas.

Furthermore, the JP-A-2006-152 841 a technique for controlling the reduction of the diesel particulate filter temperature by reducing an intake air amount of an engine when a regeneration control of a diesel particulate filter is suspended, for example, during a braking operation of the vehicle. Furthermore, the beats JP-A-2006-3176 712 a technique for suspending a diesel particulate filter regeneration control operation when an exhaust gas temperature during a traffic jam is equal to or lower than a predetermined value.

As As described above, the diesel particulate matter filter regeneration control process a control process for raising the exhaust gas temperature by reducing an engine intake air amount or by reducing a boost pressure. Therefore, a throttle valve is relatively closed, and it is a Control process for reducing the boost pressure executed, if a turbocharger is present. Such a control process can However, an impairment of driving behavior, such. B. cause a slower response to acceleration.

The The present invention is in view of the above Situation occurs, and an object of the present invention is in the provision of a motor control device that is capable of to prevent impairment of driving behavior by determining whether a response to an acceleration request is possible when an acceleration request is during a regeneration control process a collecting device for collecting particulate matter.

Solved This task is done with a motor control device, as they are is specified in claim 1.

A motor control device according to the present invention has a collecting device for collecting particulate matter contained in exhaust gas, the motor control device comprising:
a regeneration control unit configured to perform a regeneration control operation to remove the particulate matter accumulated in the accumulator in accordance with an operating condition;
a regeneration exposure determination unit configured to determine whether or not the regeneration control operation is to be suspended by the regeneration control unit based on a requested torque at an acceleration request when there is an acceleration request during the regeneration control process; and
a control correction amount calculation unit configured to calculate a correction amount of the engine control according to the acceleration request when it is determined during the regeneration control process to suspend the regeneration control operation.

According to the present invention, in the presence of an acceleration request during a regeneration control operation in a collector, a decision as to whether the acceleration request can be satisfied or not based on a request derten torque is made at this time before judging whether the regeneration control process is to be set up, a deterioration of the driving behavior can be prevented.

preferred Further developments of the invention are in the subclaims specified.

The Invention and developments of the invention will be in the following based on the drawings of an embodiment yet explained in more detail. In the drawings show:

1 an overall block diagram of an engine system;

2 a block diagram of a system for a diesel particulate filter regeneration and a motor control correction;

3 a view for explaining a flag for a diesel particulate filter regeneration mode acceleration determination;

4 a view for explaining a flag for a determination of a torque deviation for the diesel particulate filter regeneration mode acceleration determination;

5 a view for explaining a relation between a protection injection amount and an air mass correction injection amount;

6 a view for explaining a flag for an air mass correction injection amount deviation determination for the regeneration mode acceleration determination;

7 a view for explaining a control area and a control area in a waste pressure control operation;

8th a view for explaining a motor control correction amount; and

9 a flowchart of a diesel particulate filter regeneration exposure determination process.

An embodiment of the present invention will be described below with reference to the drawings. This embodiment is in the 1 to 9 illustrated. It shows 1 an overall block diagram of an engine system; 2 FIG. 12 is a block diagram of a system for diesel particulate filter regeneration and engine control correction; FIG. 3 FIG. 10 is a view for explaining a flag for diesel particulate filter regeneration mode acceleration determination. FIG.

4 FIG. 10 is a view for explaining a torque deviation determination flag for the diesel particulate filter regeneration mode acceleration determination; FIG. 5 FIG. 10 is a view for explaining a relation between a protection injection amount and an air mass correction injection amount; FIG. 6 FIG. 12 is a view for explaining a flag for an air mass correction injection amount deviation determination for the regeneration mode acceleration determination. FIG.

7 shows a view for explaining a control area and a control area in a waste pressure control operation; 8th shows a view for explaining a motor control correction amount; and 9 FIG. 10 is a flow chart of a diesel particulate matter filter regeneration determination process. FIG.

In 1 denotes the reference numeral 1 a motor, which in the present embodiment is a diesel engine (hereinafter referred to simply as "engine"). An intake passage 5 and an outlet passage 6 are connected together and are via an inlet valve 3 and an exhaust valve 4 with a combustion chamber 2 of the motor 1 in connection. Upstream of the inlet passage 5 is an entrance chamber 40 formed, and upstream of this inlet chamber 40 is a throttle 10 arranged. In the entrance chamber 40 is an inlet pressure sensor 37 arranged the pressure of air downstream of the throttle 10 detected as absolute pressure.

The throttle 10 represents an opening amount of the throttle valve 10 based on a control signal from an electronic control unit (ECU) 50 and is with an inlet actuator 11 connected, which controls the intake air quantity (new air quantity). Furthermore, upstream of the throttle 10 a charge air cooler 12 arranged, and upstream of this intercooler 12 is a compressor 13a a turbocharger 13 arranged. Upstream of the compressor 13a of the turbocharger 13 is an air purifier 14 arranged, and downstream of this purifier 14 is an intake air quantity sensor 16 provided, which is an intake temperature sensor 15 having an intake air temperature detected.

On the other hand, in the outlet passage 6 of the motor 1 a turbine 13b of the turbocharger 13 arranged, and the outlet passage 6 is upstream of the turbine 13b with the intake passage 5 downstream of the throttle 10 via an exhaust gas recirculation line (EGR) 17 connected in the form of a secondary line. In the exhaust gas recirculation line 17 are an exhaust gas recirculation control valve 18 , the an exhaust gas recirculation amount based on a control signal from the electronic control unit 50 controls, as well as an exhaust gas recirculation cooler 19 arranged, which cools the recirculated exhaust gas.

In the present embodiment, the turbocharger is 13 around a conventional variable geometry turbocharger (VGT), and around the turbine 13b Variable geometry blades are provided on a vacuum actuator via a link mechanism (not shown) in a continuous manner 20 intended. With a pressure inlet tube of the actuator 20 is an electromagnetic negative pressure control valve 21 connected by the control unit 50 is controlled, and a negative pressure from a vacuum source, not shown, by the electromagnetic negative pressure control valve 21 set and in the actuator 20 initiated.

With this configuration, the opening amount of the variable geometry blades of the turbocharger becomes 13 varies to a flow rate of the turbine 13b adjusted blown exhaust gas, and a turbine rotation speed is varied to control a boost pressure. In other words, it becomes when an actuation of the actuator 20 the amount of opening of the variable geometry paddle changes in a closing direction, the exhaust gas flow rate becomes higher, and thereby the boost pressure increases. On the other hand, if the blade opening amount is changed in the opening direction, the exhaust gas flow velocity becomes lower, and thereby the boost pressure also becomes smaller.

The outlet passage 6 that is downstream from the turbine 13b is disposed of with a diesel oxidation catalyst (DOC) 22 communicates with and communicates with it, which primarily oxidizes hydrocarbon (HC) in the exhaust gas by catalysis. Downstream of the diesel oxidation catalyst 22 is a diesel particulate filter (DPF) 23 arranged as a collecting device for collecting particulates such as soot (dust, carbon dust), soluble organic fractions (SOF), sulfate (SO ₄ ) and the like in the exhaust gas downstream of the diesel oxidation catalyst 12 serves. That's the turbine 13b flowing exhaust gas is flowing through the diesel oxidation catalyst 22 and the diesel particulate filter 23 cleaned in a predetermined manner and discharged through an exhaust (not shown).

Upstream of the diesel oxidation catalyst 22 is a temperature sensor 7 arranged to the temperature of the diesel oxidation catalyst 22 to detect flowing exhaust gas, and downstream of the diesel particulate filter 23 is a temperature sensor 8th for detecting a temperature of the diesel particulate filter 23 provided exhaust gas. Further, an upstream part and a downstream part of the diesel particulate filter 23 with a differential pressure sensor 9 connected and communicate therewith to a differential pressure between the pressure at the inlet of the diesel particulate filter 23 and the pressure at the outlet of the diesel particulate filter 23 capture.

The diesel oxidation catalyst 22 is z. B. by arranging precious metal, such as. As platinum and palladium, metal oxide, such as. For example, alumina, or the like formed on a surface of a ceramic support, which is formed of a cordierite honeycomb structural body or the like. Further, the diesel particulate filter 23 For example, formed by a heat-resistant ceramic material such. As cordierite is formed with a honeycomb structure in which a number of cells that serve as gas channels, and inlets or outlets of these cells are alternately sealed. If exhaust gas in the diesel particulate filter 23 flows, the particulate matter contained in the exhaust gas is collected, which gradually accumulates, while the exhaust gas in the course of passage through porous partitions of the diesel particulate filter 23 flows downstream.

The following is a fuel injection system of the engine 1 described. For the engine 1 a conventional common rail fuel injection system is used, and one of the electronic control unit 50 controlled injector 25 is in the combustion chamber 2 introduced. Further, in the vicinity of an injector of the injector 25 the combustion chamber 2 a glow plug 26 arranged, their activation by an annealing control 27 is controlled.

The injector 25 is over a fuel pipe 28 having branches to the respective cylinders, with a common fuel line 29 connected. To the common fuel line 29 is a feed pump 30 for drawing fuel from a fuel tank (not shown) and for pressurizing the fuel. The fuel coming from the feed pump 30 is subjected to a high pressure is in the common rail 29 collected, and the high-pressure fuel is passed over the leading to the cylinders fuel pipe 28 the injector 5 fed to each cylinder.

The pump 30 has z. B. an internal cam pressure-conveying system and a method for adjusting an intake air amount using an electromagnetic valve, and the body of the feed pump 30 includes an electromagnetic intake air amount adjusting valve 31 for adjusting the intake air amount and a fuel temperature sensor 32 for detecting a fuel temperature.

A signal from the fuel temperature sensor 32 the feed pump 30 is accompanied by a signal from a fuel pressure sensor 33 for detecting a fuel pressure in the common rail 29 (a common rail fuel pressure) in the electronic control unit 50 entered and processed together with signals from other sensors.

Subsequently, the electronic control unit performs 50 a control operation on the electromagnetic intake air amount adjusting valve 31 out, so that a discharge pressure of the feed pump 30 , which is the fuel pressure in the common rail 29 acts, assumes an optimal value, the z. B. corresponds to an engine speed and a load.

The following describes an electronic control system primarily used in the electronic control unit (ECU). 50 is performed. The electronic control unit 50 is primarily constituted by a microcomputer including a CPU, a ROM, a RAM, an input / output interface, or the like, and other components including an A / D converter, a timer, a counter, peripheral Circuits, such. B. various logic circuits and the like.

The electronic control unit 50 be signals from the intake temperature sensor 15 , the intake air quantity sensor 16 , the fuel temperature sensor 32 , the fuel pressure sensor 33 , a water temperature sensor 34 , which is for detecting a cooling water temperature in a cooling water pipe of the engine 1 is introduced, a crank angle sensor 35 for detecting the rotational position of a crankshaft 1a , an accelerator pedal sensor 36 for detecting the extent to which an accelerator pedal is depressed, into the inlet chamber 40 introduced intake pressure sensor 37 , an atmospheric pressure sensor 38 supplied for detecting an atmospheric pressure and various other sensors and switches (which are not shown in detail).

Furthermore, the electronic control unit 50 connected to an on-board network (not shown) using a communication protocol, which may be e.g. B. is controller area network (CAN), and exchanges various information by sending and receiving data to and from other electronic control units that are connected to the on-board network and which, for. B. is an electronic transmission control unit for controlling a transmission and an electronic brake control unit for controlling a brake.

The electronic control unit 50 performs various engine control operations, such as. Example, a fuel pressure control, a fuel injection control, an intake control, a waste pressure control, an exhaust gas recirculation control, and holds an operating condition of the engine 1 in an optimum state based on the signals from the various sensors detecting engine operating conditions, and on the basis of the various control information input via the on-board network.

In these engine control operations, the electronic control unit determines 50 during normal driving in response to engine speed based on the signal from the crank angle sensor 35 and in response to the accelerator opening amount based on the signal from the accelerator pedal sensor 36 a fuel injection amount and a fuel injection timing with reference to a map or the like and controls the injection process of high-pressure fuel from the injector 25 in the pattern of a multi-stage injection process before and after the top piston dead center in a combination z. From pilot injections and main injection events to thereby stabilize combustion and reduce exhaust emissions.

Furthermore, the control unit performs 50 a regeneration control process for regenerating the diesel particulate filter 23 at a predetermined time in parallel to the normal engine control. In the regeneration control process of the diesel particulate filter 23 it is a process for regenerating a filter by selectively removing gas containing incompletely burned components from the engine under combustion (oxidation) of these components in the diesel oxidation catalyst 22 and combustion of the diesel particulate filter 23 accumulated particulate matter using the heat generated by the combustion.

In the regeneration control operation, the intake control is executed to decrease an intake air amount, and the supercharging pressure control is executed to reduce a supercharging pressure, thereby lowering the temperature of the diesel particulate matter filter 23 supplied exhaust gas is increased and in the diesel particulate filter 23 collected and accumulated particulate matter is burned and removed.

In addition, the electronic control unit monitors 50 during execution of the diesel particulate filter regeneration control process, whether an acceleration request from a driver or not, and a decision is made as to whether to continue or defer the diesel particulate filter regeneration control process when there is an acceleration request.

Whether or not to suspend the diesel particulate matter regeneration control process is determined on the basis of a requested torque at the acceleration request, and when the decision is made to suspend the diesel particulate matter regeneration control process, the control quantity for the air intake amount, the boost pressure or the like of the engine 1 corrected on the basis of the requested torque, thereby to achieve a rapid acceleration in accordance with the request from the driver, so that a deterioration of the driving behavior is prevented.

For this reason, the electronic control unit includes 50 for the functions related to the diesel particulate filter regeneration process, a diesel particulate filter regeneration control unit 51 , a diesel particulate filter regeneration exposure determination unit 52 and a motor control correction amount calculating unit 53 like this in 2 is shown.

The diesel particulate filter regeneration control unit 51 performs a regeneration control operation of the diesel particulate filter 23 depending on a driving state or drive state. In particular, when a particulate matter accumulation rate of the diesel particulate filter becomes 23 is estimated and the estimated particulate matter accumulation rate exceeds a predetermined reference value, a diesel particulate matter filter regeneration control process is started. The particulate matter accumulation rate is determined based on an engine operating condition, a pressure difference between an upstream side, and a downstream side of the diesel particulate filter 23 , an exhaust gas temperature, and the like.

For example, a map of particulate matter discharge amounts based on engine speeds and fuel injection quantities is preliminarily generated based on an experiment or a simulation, and the particulate matter accumulation rate is estimated depending on this map. Or the differential pressure sensor 9 detects a pressure difference between the pressure at the inlet portion and the pressure at the outlet portion of the diesel particulate filter 23 , and the particulate matter accumulation rate is estimated as a function of the pressure difference.

If the particulate matter accumulation rate is estimated based on the outlet temperature, this may be due to the fact that there is a heat capacity of the diesel particulate filter 23 varies according to the particulate matter accumulation amount, the particulate matter accumulation rate is estimated by checking an increase amount in the exhaust gas temperature.

In other words, it is with regard to the diesel particulate filter 23 at low particulate matter accumulation amount, the heat capacity also relatively low, so that the temperature is increased relatively early by the introduced exhaust gas. On the other hand, if the particulate matter accumulation amount becomes large, the heat capacity of the diesel particulate filter also increases 23 , And the temperature rise caused by the introduced exhaust gas becomes relatively slow.

As the increase in temperature in the diesel particulate filter 23 in the outlet temperature at the outlet of the diesel particulate filter 23 reflects the exit temperature at the outlet of the diesel particulate filter 23 from the temperature sensor 8th to derive therefrom an exit temperature rise rate θv; based on this rate, the particulate accumulation rate can be estimated.

Such as For example, in the following equation (1) is illustrated, to eliminate the influence of heat capacities other than the heat capacity of the accumulated particulate matter, ie, the heat capacity excluding the diesel particulate filter 23 , a difference between an exit temperature rise speed θv0 in a case where the particulate accumulation rate is zero (after the end of the diesel particulate filter regeneration operation) and an exit temperature rise speed maximum value θvmax detected during the below-described operation, and a conversion coefficient k is multiplied by the determined difference to obtain the fine dust accumulation rate Y therefrom. Y = k × (θv0-θvmax) (1).

in this connection the conversion coefficient k is a coefficient for converting the difference in the exit temperature rise rates in a fine dust accumulation amount, based on a map based on engine speeds and accelerator opening proportions and the like is determined. The conversion coefficient k is set such that it increases with increasing engine speed and increasing accelerator opening amount larger becomes.

The particulate matter accumulation rate estimation procedures described above may be independent of or in combination with one another used on other. When the particulate matter accumulation rate becomes larger than the reference value, the diesel particulate filter regeneration control unit increases 51 the temperature of the diesel particulate filter 23 supplied exhaust gas to a higher value than in normal operation and starts the regeneration process for burning the diesel particulate matter in the filter 23 Accumulated fine dust and thus to regenerate the filter. When the particulate matter accumulation rate Y reaches substantially zero, the diesel particulate matter filter regeneration control unit ends 51 the diesel particulate filter regeneration process.

Before the particulate accumulation rate reaches substantially zero and the diesel particulate filter regeneration process ends, the diesel particulate filter regeneration control unit continues 51 the diesel particulate matter filter regeneration control process when the diesel particulate matter regeneration exposure determination unit 52 there is an instruction to suspend the diesel particulate filter regeneration control process.

The suspension of the diesel particulate filter regeneration control operation means that a control process for increasing the exhaust gas temperature is temporarily stopped by reducing the intake air amount in response to the acceleration request from the driver, however, depending on a driving condition, post-injection may be performed to decrease the temperature of the engine diesel particulate Filters 23 to prevent.

During execution of the diesel particulate matter filter regeneration control process, the diesel particulate matter filter regeneration exposure determination unit monitors 52 whether there is an acceleration request from the driver or not, and makes a decision as to whether to continue or suspend the diesel particulate filter regeneration control process in the presence of an acceleration request.

When a diesel particulate matter regeneration mode acceleration determination flag XACCREG is "1" (logical value: TRUE), the diesel particulate matter filter regeneration exposure determination unit indicates 52 the instruction to the diesel particulate filter regeneration control unit 51 to suspend the diesel particulate matter filter regeneration control process, and includes the engine control correction amount calculation unit 53 in order to calculate a correction amount of the engine control according to the acceleration request, to thereby obtain a quick acceleration in response to the driver's acceleration request by using the calculated correction value in the engine control.

As in 3 shown in detail, a flag XACCREG for the diesel particulate filter regeneration mode acceleration determination using a logical multiplication of a first flag XDACCTRQREG for determining an acceleration request during the diesel particulate filter regeneration and a second flag XDACCQMAFREG for determining a margin of the output torque of the motor in Dependent on the acceleration request generated.

at the first flag XDACCTRQREG is a flag for The determination used is whether the driver has another acceleration request, and by comparing a torque deviation DACCTRQREG between a requested by the engine before the control process Torque TRQPVDC and a final of the engine requested torque TRQENG with a determination threshold DACCTRQREGTH is generated. In the following, the first flag XDACCTRQREG as a "torque deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCTRQREG ".

at is the requested before the control torque TRQPVDC It is a torque that is formed by calculating a Torque corresponding to the torque requested by the driver, based on an accelerator opening amount ACC and an engine speed NE and by adding a drive torque from associated machines and the like to the calculated one Torque. Furthermore, the final, requested by the engine torque TRQENG to a torque, depending on a limit of a maximum fuel injection amount (the calculated to be described protective injection quantity QLMT), based on the current engine speed and the intake air amount is determined.

Consequently can be determined if the driver has another acceleration requests by the torque deviation DACCTRQREG at which it is by a difference between that before the control of the engine requested torque TRQPVDC, which is one of the acceleration request corresponding torque includes, and the final motor requested torque TRQENG, with the determination threshold is compared.

The torque deviation threshold DACCTRQREGTH, which is a determination threshold, is calculated using the engine speed NE based on the Si gnals of the crank angle sensor 35 and an atmospheric pressure PATM based on the signal from the atmospheric pressure sensor 38 and based on a torque deviation threshold calculation map for the diesel particulate filter regeneration mode acceleration determination MDACCTRQREGTH generated in advance experimentally or by simulation.

It It should be noted that the engine speed and the atmospheric pressure for calculating the torque deviation threshold to be set DACCTRQREGTH can be used to set an operating range of the engine to match the base of the engine speed. Further, the atmospheric pressure becomes for setting the conditions for high altitude (lower Atmospheric pressure) used, the considerable Have influence on the driving behavior.

The torque deviation determination flag for the diesel particulate matter regeneration mode acceleration determination XDACCTRQREG formed by comparing the torque deviation DACCTRQREG with the torque deviation threshold DACCTRQREGTH is set to a logic value TRUE (1) or a logic value FALSE (0) by using a hysteresis. set as in 4 is illustrated.

With in other words, it becomes the torque deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCTRQREG in a state to "0" (XDACCTRQREG = 0) in which the torque deviation DACCTRQREG is lower is a value where a hysteresis amount KDACCTRQREGHS is the Torque deviation threshold DACCTRQREGTH is added. The flag should be set to "1" (XDACCTRQREG = 1) if the torque deviation DACCTRQREG greater is considered the value at which the hysteresis amount KDACCTRQREGHS is the Torque deviation threshold DACCTRQREGTH is added.

After this the torque deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCTRQREG is set to "1" (XDACCTRQREG = 1) is when the torque deviation DACCTRQREG decreases and smaller is the torque deviation threshold DACCTRQREGTH the torque deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCTRQREG reset to "0" (XDACCTRQREG = 0).

on the other hand For example, the second flag XDACCQMAFREG is a flag that used for the determination, whether in view of whether more torque delivered by increasing the current airflow or not, a torque margin is available or Not. The flag is generated by having an air mass correction injection amount deviation DACCQMAFREG, which is a difference between an air mass correction injection amount QMAF calculated as based on the current air intake Fuel injection amount and a protection injection amount QLMT is the basis of the engine speed NE, with an air mass correction injection amount deviation threshold DACCQMAFREGTH is compared as a determination threshold.

in the Subsequently, the second flag XDACCQMAFREG becomes "air mass correction injection amount deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCQMAFREG ".

The protection injection amount QLMT is a maximum fuel injection amount limited depending on the boost pressure, using the protection injection amount for preventing smoke. As in 5 12, a difference between the protection injection amount QLMT that limits the maximum value of the fuel injection amount Q and a fuel injection amount (air mass correction injection amount) QMAF calculated based on the current intake air amount indicates a torque margin that can be output. In this way, a torque margin in the current operating condition can be determined by comparing the air mass correction injection amount deviation DACCQMAFREG, which is a difference between the air mass correction injection quantity QMAF and the protection injection amount QLMT, with the determination threshold value.

The air mass correction injection amount deviation threshold DACCQMAFREGTH is decided with reference to an air mass correction injection amount deviation threshold calculation map for the diesel particulate filter regeneration mode acceleration determination MDACCQMAFREGTH generated in advance experimentally or by simulation using the engine rotational speed NE and the atmospheric pressure PATM. Here, the engine speed and the atmospheric pressure are used for such a setting that a range of application of the engine by the engine speed and the conditions for high (low atmospheric pressure) is met, which due to the atmospheric pressure considerable influence on the Have driving behavior.

The air mass correction injection amount deviation determination flag for the diesel particulate matter filter regeneration mode acceleration determination XDACCQMAFREG is set to a logical value TRUE (1) or a logical value FALSE (0) by using a hysteresis as shown in FIG 6 is shown by comparing the air mass correction injection amount deviation DACCQMAFREG and the air mass correction injection amount deviation threshold value DACCQMAFREGTH with each other.

With in other words, it becomes the air mass correction injection amount deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCQMAFREG set to "1" (XDACCQMAFREG = 1) if the air mass correction injection quantity deviation DACCQMAFREG lower is a value where a hysteresis amount KDACCQMAFREGHS is the Air mass correction injection amount deviation threshold DACCQMAFREGTH is added and is set to "0" (XDACCQMAFREG = 0) when the air mass correction injection amount deviation DACCQMAFREG is greater than a value where the Hysteresis KDACCQMAFREGHS the air mass correction injection amount deviation threshold DACCQMAFREGTH is added.

After this the air mass correction injection amount deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCQMAFREG reset to "0" (XDACCQMAFREG = 0) when the air mass correction injection amount deviation DACCQMAFREG decreases and becomes lower than the air mass correction injection amount deviation threshold DACCQMAFREGTH, becomes the air mass correction injection amount deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCQMAFREG is set to "1" (XDACCQMAFREG = 1).

If the torque abnormality determination flag for the diesel particulate matter filter regeneration mode acceleration determination XDACCTRQREG is set to "1" (XDACCTRQREG = 1) and that Air mass correction injection amount deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCQMAFREG is set to "1" (XDACCQMAFREG = 1) is, takes the diesel particulate filter regeneration mode acceleration determination flag XACCREG then the value "1" (XACCREG = 1).

In the state in which the diesel particulate matter filter regeneration mode acceleration determination flag XACCREG has the value "1" (XACCREG = 1), the diesel particulate matter filter regeneration exposure determination unit gives 52 the instruction to the diesel particulate filter regeneration control unit 51 for suspending the regeneration control operation, and simultaneously instructs the engine control correction amount calculation unit 53 to calculate a correction value of the engine control amount.

On the basis of the instruction from the diesel particulate filter regeneration exposure determination unit 52 calculates the engine control correction amount calculation unit 53 a correction amount of the engine control. According to the present embodiment, as it is in 7 shown is the turbocharger 13 the boost pressure control by switching a boost pressure control and a boost pressure control (F / B) for an operating range based on the engine rotational speed NE and the engine load (eg, the fuel injection amount Q) and corrects a control parameter to be described later as the engine control amount Acceleration request corresponds.

It It should be noted that the correction of the acceleration request corresponding control parameter not to the following description is limited and the correction also under correction of at least one of the parameters listed below can be.

The boost pressure control is a control operation performed at a low rotation rate and a low load range. The electromagnetic vacuum control valve 21 is driven with a predetermined control load, so that the variable opening degree of the turbocharger 13 via the vacuum actuator 20 is kept at a constant level. During the boost pressure control, the throttle is over 10 detected intake air amount regulated to a predetermined Zielansaugluftmenge.

On the other hand, the boost pressure control is a control operation that is carried out at a preferred high rotation rate and in a high load range depending on the boost pressure. A proportional integral control (PI control) targeting the target intake air pressure is executed, and the electromagnetic negative pressure control valve 21 is driven using a corresponding control load, so that of the intake air pressure sensor 37 detected intake manifold pressure (actual boost pressure) approaches the target boost pressure, which is predetermined on the basis of the engine speed and the engine load. This is the throttle of the 20 detected intake air quantity subjected to a control process.

Thus, according to the present embodiment, the following correction amounts are calculated to correct the air amount and fuel injection amount of the engine in response to the driver's acceleration request: a diesel particulate matter regeneration intake opening degree acceleration correction amount THRACCREG as a correction amount in controlling the opening amount of the throttle valve 10 ;
a diesel particulate matter regeneration target intake air amount acceleration correction amount MAFACCREG for correcting the target intake air amount;
a diesel particulate matter regeneration VGT drive load acceleration correction amount VGTACCREG as a control load correction amount for driving the negative pressure electromagnetic control valve 21 of the turbocharger 13 ; and
a diesel particulate matter regeneration target intake air pressure acceleration correction amount MAPACCREG for correcting the target intake air pressure.

• – der Dieselfeinstaubfilterregenerations-Ansaugöffnungsausmaß-Beschleunigungskorrekturbetrag THRACCREG;
• – der Dieselfeinstaubfilterregenerations-Zielansaugluftmengen-Beschleunigungskorrekturbetrag MAFACCREG;
• – der Dieselfeinstaubfilterregenerations-VGT-Antriebsbelastungs-Beschleunigungskorrekturbetrag VGTACCREG bzw.
• – der Dieselfeinstaubfilterregenerations-Zielansaugluftdruck-Beschleunigungskorrekturbetrag MAPACCREG.

As in 8th 12, the respective correction amounts are calculated by using the engine rotational speed NE and the torque deviation DACCTRQREG and referring to respective maps generated in advance experimentally or by simulation. In other words, on the basis of the engine speed NE and the torque deviation DACCTRQREG and with reference to a diesel particulate matter regeneration intake opening degree acceleration correction amount calculation map MTHRACCREG, a diesel particulate matter regeneration target intake air amount acceleration correction amount computation map MMAFACCREG, a diesel particulate matter regeneration VGT drive load acceleration correction amount computation map MVGTACCREG and a diesel particulate matter regeneration target intake air pressure acceleration correction amount computation map MMAPACCREG, which calculates the following values:

• The diesel particulate matter regeneration intake opening degree acceleration correction amount THRACCREG;
• The diesel particulate matter regeneration target intake air amount acceleration correction amount MAFACCREG;
• The diesel particulate filter regeneration VGT drive load acceleration correction amount VGTACCREG or
• The diesel particulate matter regeneration target intake air pressure acceleration correction amount MAPACCREG.

in this connection are the engine speed NE and the torque deviation DACCTRQREG used for the respective control correction amounts to make such a setting that a Range of application of the engine due to the engine speed met will, as well as the necessary corrections on the Base the difference between the driver's requested torque and the current torque due to the torque deviation to calculate.

The above, find respective correction amounts in the fuel injection control, the intake control and the Boost pressure control application, and the output torque of the engine is increased according to the acceleration requirement of the driver. With this configuration, even during the diesel particulate filter regeneration control, in which the driving behavior tends to be impaired, a rapid acceleration in response to a request by the driver be realized.

Next, a diesel particulate filter regeneration exposure operation in the electronic control unit 50 with reference to the flow chart of 9 described.

When First, in a first step S1, it is checked whether a Diesel particulate filter regeneration control currently running will or not. If no diesel particulate filter regeneration control is running is, the routine is terminated. When performing a diesel particulate filter regeneration control is, the process proceeds to step S2, to the torque deviation determination flag for Diesel particulate filter regeneration mode acceleration determination XDACCTRQREG Reference, and it is checked if an acceleration request from the driver or not.

If in the step S2, the torque deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCTRQREG has the value "0" (XDACCTRQREG = 0), which means that there is no acceleration request, the process ends the routine. When the torque deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCTRQREG has the value "1" (XDACCTRQREG = 1), which means that there is an acceleration request, the process continues with step S2.

In step S2, the process takes the air mass correction injection amount deviation determination flag for the diesel particulate matter filter regeneration mode acceleration determination XDACCQMAFREG reference and determines whether a higher torque can be delivered in response to an acceleration request by increasing the amount of air.

If the air mass correction injection amount deviation determination flag for the diesel particulate filter regeneration mode acceleration determination XDACCQMAFREG has the value "0" (XDACCQMAFREG = 0) and no torque margin for the acceleration request is the process terminates the routine after the step S3. On the other hand, when the air mass correction injection amount deviation determination flag XDACCQMAFREG for diesel particulate filter regeneration mode acceleration determination has the value "1" (XDACCQMAFREG = 1) and a margin exists for torque to be delivered, drives the process proceeds from the step S3 to the step S4 and sets the current diesel particulate filter regeneration control out.

Further After step S4, in a step S5, the respective correction amounts for the engine control according to the acceleration request calculated. The respective corrections will be made on the Base of a torque deviation DACCTRQREG calculated at which it is a difference between that before the control of the Engine requested torque TRQPVDC, which is the engine speed NE and includes the torque corresponding to the acceleration request, and the final torque requested by the engine TRQENG acts.

In Step S6 then becomes the respective correction amounts in fuel injection control, intake control, boost pressure control and the same applied to one of the acceleration request in this way to realize appropriate, rapid acceleration

As described above, in the present embodiment, when an acceleration request from a driver during a regeneration control operation of the diesel particulate filter becomes 23 whether or not the diesel particulate matter filter regeneration control process is to be suspended is decided on the basis of a torque requested at the acceleration request.

With this configuration, rapid acceleration can be achieved even during a diesel particulate matter filter regeneration control process in which drivability tends to be impaired and particulate matter accumulation capability of the diesel particulate filter 23 can be effectively maintained by the diesel particulate filter regeneration control process without impairing the drivability.

at The above embodiment is a diesel engine has been described as an example of an engine; the present However, the invention can also be used in other engines, such. B. gasoline engines be used with direct injection or the like, in which Particles or particulate matter are contained in the exhaust gas.

1

engine

2

combustion chamber

3

intake valve

4

outlet valve

5

intake passage

6

outlet passage

7

temperature sensor

8th

temperature sensor

9

Differential Pressure Sensor

10

throttle

11

Intake actuator

12

Intercooler

13

turbocharger

13a

compressor

13b

turbine

14

air cleaner

15

intake temperature sensor

16

intake air quantity

17

Exhaust gas recirculation line (EGR passage)

18

Exhaust gas recirculation control valve

19

Exhaust gas recirculation cooler

20

Vacuum actuator

21

electromagnetic Vacuum valve

22

Diesel oxidation catalyst (DOC)

23

Diesel Particulate Filter (DPF)

25

injector

26

glow plug

27

glow

28

Fuel pipe

29

common Fuel line

30

feed pump

31

electromagnetic Intake air adjusting valve

32

Fuel temperature sensor

33

Fuel pressure sensor

34

Water Temperature Sensor

35

Crank angle sensor

36

accelerator sensor

37

Inlet pressure sensor

38

Atmospheric pressure sensor

40

inlet chamber

50

electronic Control unit (ECU)

51

Diesel particulate filter regeneration control unit

52

Diesel particulate filter regeneration suspension determining unit

53

Motor control correction amount calculating unit

θv0

Outlet temperature increase rate

θvmax

Outlet temperature increase rate maximum value

PM

particulate matter

Q

Fuel injection quantity

Q MAF

Air mass correction injection quantity

QLMT

Protection injection quantity

NE

Engine speed

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• JP 2007-177641 A [0004]
• - JP 2006-152841 A [0005]
• JP 2006-3176712 A [0005]

Claims (5)

Motor control device with a collecting device ( 23 ) for collecting particulate matter (PM) in exhaust gas, the engine control device comprising: - a regeneration control unit ( 51 ) adapted to carry out a regeneration control process to match that in the collecting device ( 23 ) to remove accumulated particulate matter (PM) depending on an operating condition; A regeneration-suspension determination unit ( 52 ) for determining whether the regeneration control process by the regeneration control unit ( 51 ) is designed on the basis of a requested torque at an acceleration request, if there is an acceleration request during the regeneration control process; and a control correction amount calculation unit ( 53 ) configured to calculate a correction amount of the engine control according to the acceleration request when it has been determined during the regeneration control operation to suspend the regeneration control operation. Motor control device according to claim 1, characterized in that the regeneration exposure determination unit ( 52 ) determines whether the regeneration control process is to be suspended or not based on a first determination element configured to determine the acceleration request during the regeneration control process and a second determination element configured to determine a margin of output torque of the engine corresponding to the acceleration request. Motor control device according to claim 1 or 2, characterized characterized in that the first determining element is the determination meets that there is an acceleration request when a deviation between one in the acceleration request requested torque and a torque that depends from a limit established on the basis of an actual operating state a maximum injection quantity is calculated, equal to one or is greater than a predetermined threshold. Motor control device according to claim 2 or 3, characterized characterized in that the second determining element determines if there is a margin at the output torque, if a deviation between one based on a current intake air amount and the maximum injection amount of calculated fuel injection amount is equal to or greater than a maximum threshold. A motor control apparatus according to any one of claims 1 to 4, wherein said control correction amount calculation unit (16) 53 ) calculates a correction amount of at least one of an intake air amount, an intake air pressure, a throttle opening amount, and a boost pressure when the decision has been made to suspend the regeneration control operation.