JP4403892B2 - Engine oil change time detection device - Google Patents

Description

  The present invention relates to an oil change timing detection device that detects an oil change timing of an engine.

  2. Description of the Related Art Conventionally, a diesel engine exhaust system has been provided with a filter for collecting exhaust particulate discharged from a combustion chamber in a cylinder of the engine. As shown, the unburnt fuel is supplied to the oxidation catalyst disposed upstream of the filter, and the exhaust gas collected by the filter is burned by raising the exhaust temperature by the catalytic reaction heat. What has been removed is known.

More specifically, when a pressure sensor is provided on each of the upstream side and the downstream side of the filter and the pressure difference detected by the pressure sensor is greater than or equal to a predetermined value, a predetermined amount or more of exhaust particulates are trapped in the filter. In addition to the normal fuel injection timing (near the top dead center of the compression stroke), the fuel is injected into the combustion chamber in the cylinder immediately before the exhaust valve is closed. Thus, the fuel is discharged uncombusted outside the combustion chamber, and then flows into the oxidation catalyst and is oxidized (combustion). Therefore, an extremely high temperature exhaust gas is placed in the filter located downstream of the oxidation catalyst. And the exhaust particulates collected by the filter are incinerated by the heat of the exhaust gas, so that the filter is regenerated.
JP-A-8-42326

  However, as described above, when the filter regeneration fuel is injected into the combustion chamber (post injection) separately from the normal fuel injection timing (main injection), the piston is at a position away from the vicinity of the top dead center. The injected fuel adheres to the inner wall of the cylinder in an unburned state, mixes with the oil in the cylinder, and dilutes the oil.

  Therefore, in the method of performing filter regeneration by post-injection in this way, oil dilution progresses by repeatedly performing filter regeneration, and the function as oil gradually deteriorates. It is necessary to exchange.

  The present invention has been made in view of such a point, and its object is to pay attention to the point that dilution of engine oil proceeds by post-injection for filter regeneration, and to set an appropriate oil change time. An object of the present invention is to obtain an oil change time detection device capable of detecting.

  In order to achieve the above object, in the oil change timing detection device of the present invention, the oil change timing is detected based on at least one of the number of filter regeneration times and the filter regeneration time.

  That is, in the first aspect of the invention, the oil change timing detection device includes a filter that collects exhaust particulates discharged from the combustion chamber in the cylinder of the engine, and an oxidation catalyst provided upstream of the filter. A parameter value detecting means for detecting a parameter value related to the amount of exhaust particulate collected by the filter; and the amount of exhaust particulate is not less than a first predetermined amount based on the parameter value detected by the parameter value detecting means. Exhaust particulate amount determination means for determining whether or not there is present, fuel injection control means for controlling the fuel injection amount and fuel injection timing into the combustion chamber in the cylinder, and exhaust particulate amount determination means If it is determined that the fuel amount is greater than a predetermined amount, the fuel injection control means causes the fuel to be injected near the top dead center of the compression stroke of the cylinder, and then continues to expand. A regeneration means for performing post-injection of the fuel in the exhaust stroke and raising the exhaust gas temperature by the catalytic reaction heat of the oxidation catalyst to burn and remove exhaust particulates collected in the filter to regenerate the filter; It shall be equipped with.

  In addition, the oil change timing detection device includes at least one of a regeneration number storage unit that counts and stores the number of regenerations by the regeneration unit, and a regeneration time storage unit that measures and stores the time required for regeneration, and stores the memory. It is assumed that oil change timing detection means for detecting the oil change timing based on the value is also provided.

  With this configuration, when the exhaust particulates collected in the filter exceed the first predetermined amount that is the filter regeneration start condition value, the main fuel in the vicinity of the compression stroke top dead center by the fuel injection control means. After the injection, the fuel is post-injected by the regeneration means in the subsequent expansion stroke or exhaust stroke, so that the fuel flows into the oxidation catalyst as unburned fuel and is oxidized and burned, so that the temperature of the exhaust gas is high. Thus, exhaust particulates collected by the filter are burned and removed (filter regeneration). Then, the number of filter regenerations is counted or the regeneration time is counted and stored, and based on the stored value, whether or not the oil has been diluted to the extent that the oil needs to be changed, that is, the oil replacement time. Is detected.

  As described above, since the oil change time is detected based on the number of times or the regeneration time of the filter, the oil change time can be detected with high accuracy and easily in consideration of the influence of oil dilution due to the filter regeneration. .

  Next, in the invention according to claim 2, the oil change timing detection device collects exhaust particulates discharged from the combustion chamber in the cylinder of the engine and has an oxidation catalyst function, and is collected by the filter. Parameter value detecting means for detecting a parameter value related to the exhaust particulate amount, and exhaust for determining whether or not the exhaust particulate amount is equal to or greater than a first predetermined amount based on the parameter value detected by the parameter value detecting means The particulate quantity determination means, the fuel injection control means for controlling the fuel injection amount and fuel injection timing into the combustion chamber in the cylinder, and the exhaust particulate quantity determination means determine that the exhaust particulate quantity is greater than or equal to a first predetermined amount. In this case, after the fuel is mainly injected near the top dead center of the compression stroke of the cylinder by the fuel injection control means, the fuel is injected in the subsequent expansion stroke or exhaust stroke. By injection, the by raising the exhaust gas temperature in the catalytic reaction heat of the oxidation catalyst, and burning and removing the collected exhaust particulates to the filter is assumed that and a reproduction means for performing filter regeneration.

  In addition, the oil change timing detection device includes at least one of a regeneration number storage unit that counts and stores the number of regenerations by the regeneration unit, and a regeneration time storage unit that measures and stores the time required for regeneration, and stores the memory. It is assumed that oil change timing detection means for detecting the oil change timing based on the value is also provided.

  In this configuration, since the filter according to the first aspect of the present invention also has an oxidation catalyst function, it is not necessary to separately provide an oxidation catalyst on the exhaust upstream side. That is, the same operation can be obtained with a simple configuration as compared with the first aspect of the invention.

  In the configuration as described above, the oil change time detection means is the oil change time when the stored value stored in either the regeneration count storage means or the regeneration time storage means is a predetermined number of times or a predetermined time or more. And an informing means for informing the occupant that it is the oil change time when the oil change time detecting means detects that it is the oil change time. Invention of 3).

  In this way, when the oil change time detection means detects that it is the oil change time, the notification means notifies the occupant accordingly, so that the occupant can be urged to change the oil without fail. It is possible to prevent engine damage due to dilution.

  Also, a filter that determines that the filter is clogged when the amount of exhaust particulate trapped in the filter is greater than or equal to a second predetermined amount that is greater than the first predetermined amount so that a passenger can be notified of a filter clogging failure. Preferably, the apparatus includes a failure determination unit and a second notification unit that notifies the occupant of the filter clogging failure when the filter failure determination unit determines that the filter is clogged.

  Thus, clogging of the filter can be easily determined based on the amount of exhaust particulate collected by the filter, and the second notification means notifies the occupant of the filter clogging failure and prompts replacement of the filter. Therefore, it is possible to effectively prevent engine output from being reduced due to filter clogging.

  Furthermore, it is preferable that the notification means and the second notification means are composed of the same warning light, and the warning light is configured to be able to identify the oil replacement time and the filter clogging failure according to the lighting state (claim). Item 5). In this way, two types of warning indications for oil change and filter clogging failure can be performed with a single warning light, so the number of warning lights can be reduced and the cost can be reduced.

  According to the engine oil change timing detection device according to claims 1 and 2, since the oil change timing is detected based on the number of regeneration times or the regeneration time of the filter, the dilution of oil caused by filter regeneration is taken into consideration. Thus, it is possible to accurately detect the oil replacement time, and to reliably prevent engine damage.

  According to the third aspect of the present invention, when the number of filter regenerations is equal to or greater than the predetermined number of times or when the filter regeneration time is equal to or greater than the predetermined time, the occupant is notified that it is the oil change time. It is possible to prompt the oil change to prevent engine damage.

  According to the invention of claim 4, since the clogging of the filter is determined by the amount of exhaust particulates collected by the filter, it is easy to determine the filter clogging failure. In addition, since an occupant is notified in the case of a filter clogging failure, the occupant can be prompted to replace the filter, and a reduction in engine output due to filter clogging can be prevented.

  According to the invention of claim 5, since the oil change and the filter clogging failure are notified to the occupant by the lighting state of one warning lamp, the cost can be reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature and is not intended to limit the present invention, its application, or its use.

(Embodiment 1)
FIG. 1 shows a schematic configuration of an engine control system E including an engine oil change timing detection device according to Embodiment 1 of the present invention. The engine system E includes a diesel engine (hereinafter referred to as an engine) 10 and A turbocharger 50 in which an intake pipe 30 through which air sucked from outside flows, an exhaust pipe 40 through which exhaust gas discharged from the engine 10 circulates, and a compressor 51 and a turbine 52 are coaxially connected. And a control device (ECU) 70 that controls each vehicle device including the engine 10.

  The engine 10 includes a cylinder head 11 in which an intake port 11 a and an exhaust port 11 b are formed, and a cylinder block 12. A piston 14 is fitted into a cylinder 13 (cylinder) formed in the cylinder block 12. In the cylinder 13, a combustion chamber 18 is formed in a space surrounded by the cylinder head 11 and the piston 14. The engine 10 also includes an injector 15 for injecting fuel into the combustion chamber 18, an intake valve 16 for sucking air into the combustion chamber 18, and exhausting combustion gas to the outside of the combustion chamber 18. The exhaust valve 17 is provided.

  The injector 15 is connected to a common rail 20 via a fuel supply pipe 19 and is configured to be supplied with fuel from a fuel tank (not shown) via the fuel supply pipe 19 and the common rail 20. . The common rail 20 is provided with a common rail pressure sensor 21 that detects the fuel pressure in the common rail 20.

  The engine 10 is also provided with an engine water temperature sensor 22 that detects the temperature of the cooling water of the engine 10, a crank angle sensor 23 that detects the engine speed, and the like.

  On the other hand, as shown in FIG. 1, the intake pipe 30 is connected to an intake port 11 a via an intake manifold (not shown), and an air cleaner 31 is provided near the inlet of the intake pipe 30. In the downstream side of the air cleaner 31, the intake air amount sensor 32, the compressor 51 of the turbocharger 50, the intercooler 33, the intake throttle valve 34, the intake air temperature sensor 35, and the intake air pressure sensor are sequentially arranged from the upstream side. 36 is arranged.

  The intake air amount sensor 32 detects the amount of air taken into the engine 10, and the turbocharger 50 is a variable turbo with variable supercharging efficiency. The intake temperature sensor 35 and the intake pressure sensor 36 detect the temperature and pressure of the intake air, respectively.

  The exhaust pipe 40 is connected to the exhaust port 11b via an exhaust manifold (not shown). The exhaust pipe 40 is connected to the turbine 52 of the turbocharger 50 and the first exhaust temperature sensor 41 in order from the upstream side. , Oxidation catalyst section 42, second exhaust temperature sensor 43, first exhaust pressure sensor 44 (parameter value detection means), diesel particulate filter (DPF, hereinafter referred to as filter) 45, second exhaust pressure sensor 46 (parameter value detection) Means) and a third exhaust temperature sensor 47 are provided.

The first exhaust temperature sensor 41 detects the temperature of the exhaust gas immediately before flowing into the oxidation catalyst unit 42, and the second exhaust temperature sensor 43 and the third exhaust temperature sensor 47 immediately before flowing into the filter 45. And the temperature of the exhaust gas immediately after flowing out of the filter 45 is detected. Here, the oxidation catalyst unit 42 includes an oxidation catalyst 42a supporting platinum or platinum added with palladium, etc., and at least CO and HC in the exhaust gas are oxidized to produce CO ₂ and H ₂ O. Urges the reaction to form. The filter 45 collects particulates (PM: harmful substances such as particulates and black smoke) in the exhaust gas.

  In this embodiment, the oxidation catalyst unit 42 and the filter 45 are provided separately. However, the present invention is not limited to this, and the oxidation catalyst unit 42 may be omitted by providing the filter 45 with an oxidation catalyst function. In addition, both the filter 45 having the oxidation catalyst function and the oxidation catalyst unit 42 may be provided.

  The first exhaust pressure sensor 44 and the second exhaust pressure sensor 46 detect the pressure (parameter value) of exhaust gas immediately before flowing into the filter 45 and immediately after flowing out from the filter 45, respectively, and will be described later. Further, the control device 70 obtains the differential pressure between the upstream and downstream of the filter 45 from the detected values of the exhaust pressure sensors 44 and 46, and the amount of exhaust particulate M (hereinafter referred to as filter trapping) collected by the filter 45. (Collection) is calculated. At this time, the control device 70 determines that the filter collection amount M is larger as the differential pressure is larger.

  A portion of the intake pipe 30 downstream of the intake pressure sensor 36 and a portion of the exhaust pipe 40 upstream of the turbine 52 are connected via an exhaust gas recirculation pipe (hereinafter referred to as EGR pipe) 60. In the EGR pipe 60, a cooling device 61 and an EGR control valve 62 are arranged in order from the upstream side. The cooling device 61 cools the recirculated exhaust gas flowing in the EGR pipe 60 by introducing cooling water into the cooling device 61.

  As shown in FIG. 2, the control device 70 controls the injector 15, the intake throttle valve 34, the turbocharger 50, the EGR control valve 62, and the like in response to signal inputs from the sensors 22,. Although a specific configuration is not shown, an input / output unit for inputting / outputting control signals, a storage unit (ROM, RAM, etc.) for storing data, a central processing unit (CPU), a filter reproduction frequency A counter unit for counting is provided. The fuel injection control using the injector 15 by the control device 70 includes main injection control for injecting fuel near the top dead center of the compression stroke of the cylinder 13 to generate engine output, and regeneration of the filter 45. There is post-injection control.

  The main injection control is basically performed based on the engine speed and the engine load, and further corrected based on the engine water temperature, the intake air temperature, and the like. The engine load is obtained based on an input signal to the control device 70 from an accelerator opening sensor 24 (shown only in FIG. 2) that detects an accelerator opening (a depression amount of an accelerator pedal). For this main injection control, the control device 70 is provided with fuel injection control means 71 for controlling the fuel injection amount and fuel injection timing into the combustion chamber 18.

  Post-injection control, that is, filter regeneration control, is based on the first and second exhaust pressure sensors 44, 46, the crank angle sensor 23, the first to third exhaust temperature sensors 41, 43, 47, the accelerator opening sensor 24, and the like. Done. For this filter regeneration control, the control device 70 is provided with exhaust particulate amount determination means 72 and regeneration means 73.

  The exhaust particulate quantity determination means 72 obtains a differential pressure between the upstream and downstream of the filter 45 from the exhaust pressure as a parameter value detected by the exhaust pressure sensors 44 and 46, and based on this differential pressure, filters the exhaust particulates. The collection amount M is calculated, and it is determined whether or not the filter collection amount M is equal to or greater than a start condition value β (first predetermined amount) for starting filter regeneration. In this embodiment, the differential pressure is obtained using the first and second exhaust pressure sensors 44, 46. However, the present invention is not limited to this, and a differential pressure sensor is provided to directly detect the detected differential pressure. You may make it input into the control apparatus 70. FIG.

  The regeneration unit 73 operates the injector 15 in the expansion stroke when the exhaust particulate amount determination unit 72 determines that the filter collection amount M is equal to or greater than the start condition value β, and causes the oxidation catalyst unit 42 to Filter regeneration control for injecting fuel so that unburned fuel is supplied is executed. In fuel injection in this filter regeneration control, the fuel injection amount and the fuel injection timing are set according to the operating state of the engine.

  With the above configuration, filter regeneration is performed as follows.

  First, when the exhaust particulate amount determination means 72 of the control device 70 determines that the filter trap amount M is equal to or greater than the start condition value β, the regeneration means 73 causes the combustion chamber 18 near the top dead center of the compression stroke. After the main fuel injection, the injector 15 injects fuel into the combustion chamber 18 (post-injection) in the subsequent expansion stroke.

  Then, the fuel injected into the combustion chamber 18 by this post-injection flows into the oxidation catalyst unit 42 in an unburned state, and the oxidation catalyst unit 42 oxidizes unburned HC in the fuel to generate reaction heat. The exhaust gas is heated by the oxidation reaction heat. The exhaust gas flows into the filter 45 and heats the filter 45. As a result, the exhaust particulates collected by the filter 45 are combusted (the ignition temperature of the particulates is, for example, 600 ° C.), and the filter 45 is regenerated. As will be described later, this filter regeneration control is performed until the filter collection amount M becomes equal to or less than the filter regeneration end condition value α.

  Further, the control device 70 counts the number of times of the filter regeneration as described above by the regeneration means 72 and stores the number of times of filter regeneration, and the filter regeneration count stored by the regeneration count storage means 74 is predetermined. Similar to the oil change timing detection means 75 for detecting that the engine oil has been diluted when the number of times becomes equal to or greater than the number of times, and the exhaust particulate matter determination means 72, the exhaust pressure sensors 44 and 46 After calculating the filter collection amount M of the exhaust particulates collected by the filter 45 based on the detected value, the filter clogging threshold value γ (second predetermined amount) at which the filter collection amount M is determined to be clogged with the filter. Filter failure determination means 76 for determining whether or not the above is provided.

  Further, as shown only in FIG. 2, a warning light for prompting the occupant to change oil when the number of regenerations of the filter 45 exceeds a predetermined number by the regeneration number storage means 74 is provided on the instrument panel of the vehicle. And an oil replacement lamp 25 (notification means), and a filter replacement lamp 26 (second indicator) as a warning light for prompting the occupant to replace the filter when the collected amount M of the filter exceeds the filter clogging threshold value γ. 2 informing means).

  Accordingly, it is possible to detect an appropriate oil change time based on the number of regeneration times of the filter and notify the occupant, and to detect the clogging of the filter 45 based on the filter collection amount M, and to change the filter. Can be encouraged.

  The oil replacement lamp 25 and the filter replacement lamp 26 may be constituted by a single warning light. In this case, oil replacement and filter replacement may be identified by the lighting state of the warning light (for example, lighting and flashing). Thus, the cost can be reduced by using the warning light also.

-Detection of oil change time-
Hereinafter, the operation of the control device 70 that detects the oil change time based on the number of filter regenerations, which is a characteristic part of the present invention, will be described with reference to the flowchart shown in FIG. First, when the flow of FIG. 3 is started (start), in step SA1, the exhaust gas detected by the first and second exhaust pressure sensors 44 and 46 disposed on the upstream side and the downstream side of the filter 45, respectively. Atmospheric pressure is input, and a differential pressure ΔP between the upstream and downstream of the filter 45 is obtained from these exhaust pressures. Subsequently, in step SA2, the amount of exhaust particulates (filter collection amount) M collected by the filter 45 is calculated based on the differential pressure ΔP.

  Next, in step SA3, it is determined whether or not the filter collection amount M obtained in step SA2 is equal to or less than an end condition value α that is a condition value for ending filter regeneration. Is determined to be equal to or less than the end condition value α (in the case of YES), since filter regeneration is unnecessary, the routine proceeds to steps SA10 to SA13, which will be described later, and it is determined whether it is an oil change time. On the other hand, when it is determined in step SA3 that the filter collection amount M is larger than the end condition value α (in the case of NO), the process proceeds to subsequent steps SA4 to SA9.

  Specifically, in step SA4, which proceeds to the case of NO in step SA3 (when the filter collection amount M is larger than the end condition value α), it is determined that the filter collection amount M is clogged with the filter 45. Is determined to be equal to or greater than a predetermined exhaust particulate amount γ (second predetermined amount, hereinafter referred to as a filter clogging threshold). The filter clogging threshold value γ is set to a value larger than the end condition value α and a start condition value β (first predetermined amount) described later.

  If it is determined as YES in step SA4 (the filter trapping amount M is greater than the filter clogging threshold value γ), the filter 45 is assumed to be clogged, and the filter replacement lamp 26 is turned on in the subsequent step SA9. Illuminate to inform passengers that filter replacement is required. Thereafter, the process returns to the start (return), and the filter regeneration and the oil change timing are detected again by this flow.

  On the other hand, if NO in step SA4 (if the filter collection amount M is smaller than the filter clogging threshold value α), then in step SA5, the start condition value β (the first condition value β at which the filter collection amount M starts filter regeneration). It is determined whether or not the filter collection amount M is equal to or greater than the start condition value β (in the case of YES), the filter regeneration is performed in the subsequent steps SA6 and SA7. Execute. The start condition value β is set to a value larger than the end condition value α and smaller than the filter clogging threshold value γ.

  If NO in step SA5 (if the filter collection amount M is smaller than the start condition value β), the process proceeds to step SA8 to check whether or not the filter regeneration is continuing. In the case of YES), the process proceeds to steps SA6 and SA7 to continue the filter regeneration. On the other hand, if it is determined in step SA8 that the filter regeneration is not continuing (NO), the flow returns to the start without performing the filter regeneration (return), and this flow starts again.

  In step SA6, the process proceeds to the case of YES in step SA5 (if the filter collection amount M is greater than or equal to the start condition value β) and the case of YES in step SA8 (if filter regeneration is continuing). After setting the filter regeneration execution flag indicating that, fuel is additionally injected (post-injection) into the combustion chamber 18 in the subsequent step SA7, and the filter 45 is regenerated. Thereafter, the process returns to the start (return), and the control by this flow is started again.

  On the other hand, if the filter collection amount M is determined to be equal to or less than the end condition value α (YES) in step SA3, the process proceeds to step SA10, where the filter regeneration execution flag is set. The number of times of release is stored by the reproduction number storage means 74 and integrated. Then, without performing filter regeneration (step SA11), the process proceeds to step SA12, and it is determined whether or not the number of regenerations stored in the regeneration number storage means 74 in step SA10 is equal to or greater than a predetermined number that requires oil replacement.

  If YES is determined in step SA12 (the number of regenerations is equal to or greater than a predetermined number), it is determined that the oil in the cylinder has been diluted by filter regeneration, and the oil change lamp 25 is turned on in subsequent step SA13. The passenger is notified that it is time to change the oil. On the other hand, if the answer is NO in step SA12 (if the number of reproductions is less than the predetermined number), this flow is terminated, the flow returns to the start (return), and the flow is started again.

  Here, in step SA5, the exhaust particulate amount determination means 72 determines whether or not the filter collection amount M is equal to or larger than the start condition value β (first predetermined amount). In step SA7, the filter 45 is regenerated. Step SA10 counts and stores the number of filter regeneration times, the number of regeneration times storage means 74 counts and stores the number of regeneration times, the step SA12 detects oil change time detection means 75 that detects the oil change time, and the step SA13 determines oil change time. Is informed to the occupant.

  The step SA4 corresponds to the filter failure determination means 76 for determining a filter clogging failure, and the step SA9 corresponds to the second notification means for notifying the passenger of the filter clogging failure.

  As described above, according to the present embodiment, the number of regenerations of the filter 45 is counted, and when the number of regenerations is equal to or greater than a predetermined number, it is determined that the oil in the cylinder has been diluted by filter regeneration and In order to notify that it is time to change the oil, it is possible to detect the oil change time with high accuracy and ease in consideration of the effect of oil dilution due to filter regeneration, and to reliably notify the passenger. Engine damage can be prevented beforehand.

  Further, the clogging of the filter 45 is determined based on the filter collection amount M of the exhaust particulates based on the filter clogging threshold value γ, so that the filter clogging can be easily determined. Moreover, since the filter clogging is notified to the occupant by the filter replacement lamp 26, the occupant can be urged to replace the filter with certainty, and the engine output reduction due to the clogging of the filter 45 can be effectively prevented. Can do.

(Embodiment 2)
In the second embodiment, as shown in FIGS. 4 and 5, the oil change time is detected based on the filter regeneration time (specifically, the regeneration integration time obtained by integrating the regeneration time). For this reason, the control device 70 is provided with a timer counter and a reproduction time storage unit 77 instead of the reproduction number storage unit 74 (see FIG. 4). The only difference is that the playback time is counted instead of counting the number of times (see FIG. 5), and the differences from Embodiment 1 will be described in detail below.

  That is, in the flow of FIG. 5, as in the first embodiment, first, the filter collection amount M is calculated based on the differential pressure ΔP between the upstream side and the downstream side of the filter 45 in steps SB1 and SB2. In step SB3, if the filter collection amount M is equal to or less than the end condition value α (in the case of YES), the filter regeneration time is accumulated and determined without performing filter regeneration as described later (steps SB11 to SB11). SB12) When the accumulated regeneration time is equal to or longer than the predetermined time, the oil change lamp is turned on (step SB13).

  If NO in step SB3, as in the first embodiment, if the filter collection amount M is equal to or greater than the filter clogging threshold γ in the subsequent step SB4, the filter replacement lamp 26 is turned on. On the other hand, if it is determined in step SB4 that the filter collection amount M is smaller than the filter clogging threshold value γ and the subsequent step SB5 determines that the filter collection amount M is equal to or greater than the end condition value β, steps SB6 to SB8 are performed. Then, the filter is regenerated and the timer counter is activated. Note that, similarly to the above-described first embodiment, when it is determined in step SB5 that the filter collection amount M is smaller than the end condition value β and it is determined in step SB9 that regeneration is continuing, the steps SB6 to SB6. Proceeding to SB8, the filter regeneration is continued.

  Specifically, if it is determined in step SB5 that the filter collection amount M is equal to or greater than the end condition value β, a filter regeneration execution flag is set in subsequent step SB6. Thereafter, the process proceeds to step SB7, the timer counter is operated, and in step SB8, fuel is additionally injected into the combustion chamber 18 in the cylinder 13 (post-injection), and the filter 45 is regenerated. Thereafter, the flow returns to the start (return), and this flow is started again.

  When such a flow is repeatedly executed and the filter trap amount M of the exhaust particulates collected by the filter 45 becomes equal to or less than the end condition value α, it is determined YES in Step SB3, and the process proceeds to Step SB11. In step SB11, the filter regeneration execution flag set in step SB6 is canceled and the operation of the timer counter started in step SB7 is stopped, and the time is stored by the regeneration time storage means 77. Accumulate the playback time.

  Thereafter, without performing filter regeneration (step SB12), it is determined whether or not the regeneration integration time accumulated in step SB13 is equal to or longer than a predetermined time required for oil change. If it is determined in step SB13 that the accumulated regeneration time is equal to or longer than the predetermined time (in the case of YES), the oil change lamp 25 is turned on in subsequent step SB14. On the other hand, if it is determined in step SB13 that the accumulated reproduction time is shorter than the predetermined time (in the case of NO), the process returns to the start (return) and starts the flow again.

  Here, the step SB11 corresponds to the reproduction time storage means 77 for measuring and storing the time required for filter regeneration.

  In this embodiment, the filter regeneration time is measured by the timer counter. However, the present invention is not limited to this, and the regeneration integration time is calculated based on the number of times that passed through the filter regeneration execution step (step SB8). Alternatively, the regeneration integration time may be calculated based on the number of times of fuel injection (post injection) for filter regeneration.

  As described above, according to the present embodiment, the regeneration time at the time of filter regeneration is integrated, and the oil change timing is detected based on the regeneration integration time. In addition, it is possible to easily detect the oil change time. In addition, when the oil change time is detected, an occupant is notified by the oil change lamp 25, so that engine damage due to oil dilution can be prevented beforehand.

  Further, since the filter clogging is determined based on the filter trap amount M of the exhaust particulates as in the first embodiment, the filter clogging can be easily determined. Since the filter clogging state is also notified to the occupant by the filter replacement lamp 26, it is possible to effectively prevent the engine output from being reduced due to the clogging of the filter 45.

(Other embodiments)
The configuration of the present invention is not limited to the above-described embodiments, but includes various other configurations. That is, in each of the above embodiments, the oil replacement lamp 25 and the filter replacement lamp 26 are used as means for notifying the occupant of oil replacement and filter replacement. However, the present invention is not limited to this. May be.

  In each of the above embodiments, the second predetermined amount is set to be larger than the start condition value β (first predetermined amount), which is the filter regeneration execution condition, and this second predetermined amount is used to determine filter clogging. The filter clogging threshold value γ is set to a value that is smaller than the condition for causing the filter clogging, and the passenger is notified when the filter collection amount M reaches that value. By doing so, it may be used as a warning value for prompting the occupant to perform an operation state suitable for filter regeneration (for example, traveling at a speed of 60 km / h, etc.).

  In each of the above embodiments, the oil change timing is detected based on the filter regeneration count or regeneration time. However, the present invention is not limited to this, and the filter regeneration count and regeneration time are set to the predetermined count and the predetermined time, respectively. When it reaches, it may be detected as an oil change time. In this way, it is possible to detect the oil change time with higher accuracy.

  Further, in each of the above embodiments, the post-injection for filter regeneration is performed in the expansion stroke. However, the present invention is not limited to this, and the post-injection may be performed in the exhaust stroke.

  As described above, the present invention can easily and accurately detect the replacement time of the oil diluted by the post-injection of the fuel, and thus is particularly useful for an engine system that performs post-injection of fuel and performs filter regeneration. is there.

1 is a schematic configuration diagram of an engine oil change time detection device according to Embodiment 1 of the present invention. It is a block diagram which shows schematic structure of a control apparatus. It is a flowchart which shows the flow at the time of detecting an oil replacement time based on the frequency | count of filter regeneration execution. FIG. 3 is a view corresponding to FIG. 2 according to the second embodiment. It is a flowchart which shows the flow at the time of detecting an oil replacement time based on filter regeneration time.

Explanation of symbols

E Engine system (oil change time detection device)
10 Diesel engine 15 Injector 18 Combustion chamber 25 Oil change lamp (notification means)
26 Filter replacement lamp (second notification means)
40 exhaust pipe 42 oxidation catalyst part 42a oxidation catalyst 44 first exhaust pressure sensor (parameter value detection means)
45 Diesel particulate filter (filter)
46 Second exhaust pressure sensor (parameter value detection means)
70 Control device 71 Fuel injection control means 72 Exhaust particulate amount judgment means 73 Regeneration means 74 Regeneration times storage means 75 Oil change timing detection means 76 Filter failure determination means 77 Regeneration time storage means

Claims (5)

A filter that collects exhaust particulates discharged from the combustion chamber in the cylinder of the engine;
An oxidation catalyst provided on the exhaust upstream side of the filter;
Parameter value detection means for detecting a parameter value related to the amount of exhaust particulate collected in the filter;
Exhaust particulate amount determination means for determining whether or not the exhaust particulate amount is greater than or equal to a first predetermined amount based on the parameter value detected by the parameter value detection means;
Fuel injection control means for controlling the fuel injection amount and fuel injection timing into the combustion chamber in the cylinder;
When the exhaust particulate amount determination means determines that the exhaust particulate amount is greater than or equal to the first predetermined amount, after the fuel is mainly injected near the top dead center of the compression stroke of the cylinder by the fuel injection control means, Regeneration means that performs post-injection of fuel in the subsequent expansion stroke or exhaust stroke, and raises the exhaust gas temperature by the catalytic reaction heat of the oxidation catalyst to burn and remove the exhaust particulates collected in the filter to regenerate the filter. When,
At least one of a regeneration count storage means for counting and storing the number of regenerations by the regeneration means and a regeneration time storage means for measuring and storing the time required for regeneration is provided, and the oil change timing is detected based on the stored value. An oil change time detection device for an engine, comprising: an oil change time detection means. A filter that collects exhaust particulates discharged from a combustion chamber in an engine cylinder and has an oxidation catalyst function;
Parameter value detection means for detecting a parameter value related to the amount of exhaust particulate collected in the filter;
Exhaust particulate amount determination means for determining whether or not the exhaust particulate amount is greater than or equal to a first predetermined amount based on the parameter value detected by the parameter value detection means;
Fuel injection control means for controlling the fuel injection amount and fuel injection timing into the combustion chamber in the cylinder;
When the exhaust particulate amount determination means determines that the exhaust particulate amount is greater than or equal to the first predetermined amount, after the fuel is mainly injected near the top dead center of the compression stroke of the cylinder by the fuel injection control means, In the subsequent expansion stroke or exhaust stroke, fuel is post-injected and the exhaust temperature is raised by the catalytic reaction heat generated by the oxidation catalyst function of the filter, so that the exhaust particulate collected in the filter is burned and removed to regenerate the filter. Reproduction means;
At least one of a regeneration count storage means for counting and storing the number of regenerations by the regeneration means and a regeneration time storage means for measuring and storing the time required for regeneration is provided, and the oil change timing is detected based on the stored value. An oil change time detection device for an engine, comprising: an oil change time detection means. In any one of Claim 1 or 2,
The oil change time detection means detects that it is the oil change time when the stored value stored in either the regeneration number storage means or the regeneration time storage means is a predetermined number of times or a predetermined time or more,
An engine oil change time detection device comprising: an informing means for notifying an occupant of an oil change time when it is detected by the oil change time detection means. In claim 3,
Filter failure determination means for determining that the filter is clogged when the amount of exhaust particulate collected by the filter is equal to or greater than a second predetermined amount greater than the first predetermined amount;
An engine oil change timing detection device, comprising: second notification means for notifying a passenger of a filter clogging failure when the filter failure determination means determines that the filter is clogged. In claim 4,
The notification means and the second notification means comprise the same warning light,
An oil change timing detection device for an engine, wherein the warning lamp is configured to be able to distinguish between an oil change timing and a filter clogging failure depending on a lighting state.

Images