EP3832080B1 - Exhaust-gas treatment apparatus - Google Patents
Exhaust-gas treatment apparatus Download PDFInfo
- Publication number
- EP3832080B1 EP3832080B1 EP19844057.0A EP19844057A EP3832080B1 EP 3832080 B1 EP3832080 B1 EP 3832080B1 EP 19844057 A EP19844057 A EP 19844057A EP 3832080 B1 EP3832080 B1 EP 3832080B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- exhaust gas
- temperature
- controller
- exhaust
- filter
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 239000013618 particulate matter Substances 0.000 claims description 70
- 230000008929 regeneration Effects 0.000 claims description 63
- 238000011069 regeneration method Methods 0.000 claims description 63
- 239000000446 fuel Substances 0.000 claims description 48
- 230000003247 decreasing effect Effects 0.000 claims description 25
- 239000003054 catalyst Substances 0.000 claims description 20
- 230000007423 decrease Effects 0.000 claims description 12
- 230000003647 oxidation Effects 0.000 claims description 7
- 238000007254 oxidation reaction Methods 0.000 claims description 7
- 238000011144 upstream manufacturing Methods 0.000 claims description 7
- 238000009825 accumulation Methods 0.000 claims description 4
- 239000007789 gas Substances 0.000 description 151
- 238000000034 method Methods 0.000 description 19
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 15
- 230000008569 process Effects 0.000 description 14
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 10
- 238000012545 processing Methods 0.000 description 9
- 238000010438 heat treatment Methods 0.000 description 8
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 8
- 239000002828 fuel tank Substances 0.000 description 7
- 230000002265 prevention Effects 0.000 description 6
- 229910021529 ammonia Inorganic materials 0.000 description 5
- 238000004519 manufacturing process Methods 0.000 description 5
- WTHDKMILWLGDKL-UHFFFAOYSA-N urea;hydrate Chemical compound O.NC(N)=O WTHDKMILWLGDKL-UHFFFAOYSA-N 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 229910002090 carbon oxide Inorganic materials 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 239000003638 chemical reducing agent Substances 0.000 description 2
- 239000000498 cooling water Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000003825 pressing Methods 0.000 description 2
- 229910021536 Zeolite Inorganic materials 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000010531 catalytic reduction reaction Methods 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 239000011247 coating layer Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 229910052878 cordierite Inorganic materials 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- JSKIRARMQDRGJZ-UHFFFAOYSA-N dimagnesium dioxido-bis[(1-oxido-3-oxo-2,4,6,8,9-pentaoxa-1,3-disila-5,7-dialuminabicyclo[3.3.1]nonan-7-yl)oxy]silane Chemical compound [Mg++].[Mg++].[O-][Si]([O-])(O[Al]1O[Al]2O[Si](=O)O[Si]([O-])(O1)O2)O[Al]1O[Al]2O[Si](=O)O[Si]([O-])(O1)O2 JSKIRARMQDRGJZ-UHFFFAOYSA-N 0.000 description 1
- HNPSIPDUKPIQMN-UHFFFAOYSA-N dioxosilane;oxo(oxoalumanyloxy)alumane Chemical compound O=[Si]=O.O=[Al]O[Al]=O HNPSIPDUKPIQMN-UHFFFAOYSA-N 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 238000009499 grossing Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000010457 zeolite Substances 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
- F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/103—Oxidation catalysts for HC and CO only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
- F01N2260/02—Exhaust treating devices having provisions not otherwise provided for for cooling the device
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1602—Temperature of exhaust gas apparatus
Definitions
- the present disclosure relates to an exhaust gas treatment device, and particularly to an exhaust gas treatment device including a filter that collects particulate matter (PM) included in exhaust gas flowing through an exhaust passage of an engine.
- PM particulate matter
- PTL 1 discloses that a distance sensor that detects a distance between the tip of the exhaust pipe and the obstacle is provided, and based on an output of the distance sensor, addition of fuel to a diesel oxidation catalyst for supplying reaction heat produced by oxidation of the fuel to the filter is controlled to interrupt regeneration of the filter.
- the present disclosure has been made to solve the above-described problem, and an object of the present disclosure is to provide an exhaust gas treatment device that can suppress heating of a neighboring object caused by heat for regeneration of a filter, without increasing the manufacturing cost.
- the present disclosure it is possible to prevent the outlet temperature of the exhaust passage from becoming too high while the vehicle is in a stop state, without providing, for example, a sensor that detects a distance to an object located around the outlet of the exhaust passage.
- an exhaust gas treatment device that can suppress heating of a neighboring object caused by heat for regeneration of a filter, without increasing the manufacturing cost.
- Fig. 1 shows a schematic configuration of an engine 1 according to the present embodiment.
- the engine 1 is described as one example of a diesel engine of common rail type, for example.
- the engine 1 may be another type of diesel engine.
- the engine 1 is mounted on a vehicle 2, and is coupled to a driving wheel of the vehicle 2 through a transmission and the like (all are not shown) such that an output of the engine 1 can be transmitted to the driving wheel of the vehicle 2.
- the engine 1 includes an engine body 10, an air cleaner 20, an intercooler 26, an intake manifold 28, a diesel throttle valve 29, a turbocharger 30, an exhaust manifold 50, an exhaust gas treatment device 56, an exhaust gas recirculation device (hereinafter, referred to as an EGR device) 60, a controller 200, an engine rotation speed sensor 202, a vehicle speed sensor 204, an accelerator opening degree sensor 205, a water temperature sensor 206, an air flow meter 208, a fuel pump 210, a fuel filter 212, and a fuel tank 214.
- an EGR device exhaust gas recirculation device
- the engine body 10 includes a plurality of cylinders 12, a common rail 14, and a plurality of injectors 16.
- the engine 1 may be an engine having any other cylinder layout (e.g., V-shaped or horizontal layout).
- Each of the plurality of injectors 16 is a fuel injection device provided to a corresponding one of the plurality of cylinders 12 and connected to the common rail 14. Fuel stored in the fuel tank 214 is supplied through the fuel filter 212 to the fuel pump 210 and is pressurized to a predetermined pressure by the fuel pump 210, and subsequently, the pressurized fuel is supplied to the common rail 14. The fuel supplied to the common rail 14 is injected from each of the plurality of injectors 16 at predetermined timing. The plurality of injectors 16 operate based on control signals IJ1 to IJ4 from the controller 200.
- the air cleaner 20 removes foreign matter from the air sucked in from the outside of the engine 1.
- the air cleaner 20 is connected with one end of a first intake pipe 22.
- the other end of the first intake pipe 22 is connected with an inlet of a compressor 32 of the turbocharger 30.
- An outlet of the compressor 32 is connected with one end of a second intake pipe 24.
- the compressor 32 supercharges the air flowing from the first intake pipe 22 and supplies the supercharged air to the second intake pipe 24. A detailed operation of the compressor 32 will be described below.
- the other end of the second intake pipe 24 is connected with one end of the intercooler 26.
- the intercooler 26 is an air-cooled or water-cooled heat exchanger that cools the air flowing through the second intake pipe 24.
- the other end of the intercooler 26 is connected with one end of a third intake pipe 27.
- the other end of the third intake pipe 27 is connected with the intake manifold 28.
- the intake manifold 28 is coupled to an intake port of each of the plurality of cylinders 12 of the engine body 10.
- the first intake pipe 22, the second intake pipe 24, the third intake pipe 27, the intake manifold 28, and the intake port form "intake passage".
- the diesel throttle valve 29 is provided upstream of the intake manifold 28.
- the diesel throttle valve 29 is configured such that a degree of opening thereof can be adjusted using a not-shown electrically-powered actuator.
- the degree of opening of the diesel throttle valve 29 (hereinafter, also referred to as a diesel throttle opening degree) is controlled based on a control signal from the controller 200.
- the diesel throttle opening degree of 100% indicates that the diesel throttle valve 29 is in a fully closed state.
- the diesel throttle opening degree of 0% indicates that the diesel throttle valve 29 is in a fully opened state.
- the diesel throttle opening degree is set to an appropriate degree of opening in accordance with an operation state of the engine 1.
- the exhaust manifold 50 is coupled to an exhaust port of each of the plurality of cylinders 12 of the engine body 10.
- the exhaust manifold 50 is connected with one end of a first exhaust pipe 52.
- the other end of the first exhaust pipe 52 is connected to a turbine 36 of the turbocharger 30. Accordingly, the exhaust gas discharged from the exhaust port of each cylinder is collected in the exhaust manifold 50 and is then supplied through the first exhaust pipe 52 to the turbine 36.
- the turbine 36 is connected with one end of the second exhaust pipe 54.
- the other end of the second exhaust pipe 54 is connected with an inlet portion of the exhaust gas treatment device 56.
- the exhaust gas treatment device 56 includes a diesel oxidation catalyst (hereinafter, referred to as DOC) 56a, a PM removal filter 56b, a fuel addition device 56c, a first exhaust gas temperature sensor 56d, a selective catalytic reduction catalyst (SCR catalyst) 56e, a second exhaust gas temperature sensor 56f, an ammonia slip catalyst (ASC) 56g, and a third exhaust gas temperature sensor 56h.
- DOC diesel oxidation catalyst
- PM removal filter 56b includes a fuel addition device 56c, a first exhaust gas temperature sensor 56d, a selective catalytic reduction catalyst (SCR catalyst) 56e, a second exhaust gas temperature sensor 56f, an ammonia slip catalyst (ASC) 56g, and a third exhaust gas temperature sensor 56h.
- SCR catalyst selective catalytic reduction catalyst
- ASC ammonia slip catalyst
- the PM removal filter 56b is provided on the downstream side of the DOC 56a in a flow path (exhaust passage) of the exhaust gas.
- the fuel addition device 56c is provided on the upstream side of the DOC 56a in the flow path of the exhaust gas.
- the first exhaust gas temperature sensor 56d is provided at the PM removal filter 56b.
- the SCR catalyst 56e is provided on the downstream side of the PM removal filter 56b in the flow path of the exhaust gas.
- the second exhaust gas temperature sensor 56f is provided between the PM removal filter 56b and the SCR catalyst 56e.
- the ASC 56g is provided on the downstream side of the SCR catalyst 56e in the flow path of the exhaust gas.
- the third exhaust gas temperature sensor 56h is provided on the downstream side of the ASC 56g in the flow path of the exhaust gas.
- the PM removal filter 56b collects particulate matter (hereinafter, referred to as PM) included in the circulating exhaust gas.
- the PM removal filter 56b is made of, for example, ceramic, stainless or the like. The collected PM is accumulated in the PM removal filter 56b.
- the DOC 56a and the fuel addition device 56c function as a regeneration mechanism that burns and removes (regenerates) the PM accumulated in the PM removal filter 56b.
- the DOC 56a oxidizes nitrogen oxide (NOx), carbon oxide (COx) and the like in the circulating exhaust gas, and oxidizes the fuel when the fuel added by the fuel addition device 56c is included in the exhaust gas. Reaction heat produced by oxidation of the fuel increases a temperature of the exhaust gas passing through the DOC 56a.
- a temperature of the PM removal filter 56b increases and the PM accumulated in the PM removal filter 56b is oxidized and removed (burned).
- the PM removal filter 56b is regenerated.
- Regeneration control of the PM removal filter 56b is performed when it is determined that an amount of accumulation of the PM becomes larger than a predetermined amount.
- the determination of the amount of accumulation of the PM can be made using a known method.
- the SCR catalyst 56e is, for example, of monolithic type including multiple through holes (cells) formed in a direction of circulation of the exhaust gas, and is made of cordierite or the like.
- a wall surface of each cell is provided with a catalytic coating layer and carries, for example, a zeolite-based active component (catalyst).
- the active component becomes active in response to supply of a reducing agent, and selectively reduces NOx in the exhaust gas.
- a not-shown urea water injection valve is provided on the upstream side of the SCR catalyst 56e.
- the urea water injection valve injects urea water into the exhaust pipes as a reducing agent.
- the urea water injected from the urea water injection valve is hydrolyzed by exhaust heat, to thereby produce ammonia.
- the produced ammonia selectively reacts with NOx in the exhaust gas in the SCR catalyst 56e, to thereby produce nitrogen and water.
- the ASC 56g is a catalyst that oxidizes ammonia escaping from the SCR catalyst and prevents ammonia from being discharged to the atmosphere.
- An outlet portion of the exhaust gas treatment device 56 is connected with one end of the third exhaust pipe 58.
- the other end of the third exhaust pipe 58 is connected with a muffler or the like. Therefore, the exhaust gas discharged from the turbine 36 is discharged to outside the vehicle 2 through the second exhaust pipe 54, the exhaust gas treatment device 56, the third exhaust pipe 58, and the muffler or the like.
- the exhaust port, the exhaust manifold 50, the first exhaust pipe 52, the turbine 36, the second exhaust pipe 54, and the third exhaust pipe 58 form "exhaust passage".
- the third intake pipe 27 and exhaust manifold 50 are connected by the EGR device 60, without interposing engine body 10 therebetween.
- the EGR device 60 includes an EGR valve 62, an EGR cooler 64 and an EGR passage 66.
- the EGR passage 66 connects the third intake pipe 27 and the exhaust manifold 50.
- the EGR valve 62 and the EGR cooler 64 are provided partway along the EGR passage 66.
- the EGR valve 62 adjusts a flow rate of the exhaust gas refluxed from the exhaust manifold 50 through the EGR passage 66 of the EGR device 60 to the intake passage (hereinafter, the exhaust gas refluxed to the intake passage will also be referred to as EGR gas), in accordance with a control signal from the controller 200.
- the EGR cooler 64 is, for example, a water-cooled or air-cooled heat exchanger that cools the EGR gas circulating through the EGR passage 66.
- the exhaust gas in the exhaust manifold 50 is returned to the intake side through the EGR device 60 as the EGR gas, and thus, a combustion temperature in the cylinders is decreased and an amount of production of NOx is reduced.
- the turbocharger 30 includes the compressor 32 and the turbine 36.
- a compressor wheel 34 is housed in a housing of the compressor 32, and a turbine wheel 38 is housed in a housing of the turbine 36.
- the compressor wheel 34 and the turbine wheel 38 are coupled to each other by a connecting shaft 42 and rotate together. This allows the compressor wheel 34 to be rotatably driven by the exhaust energy of the exhaust gas supplied to the turbine wheel 38.
- the operation of the engine 1 is controlled by the controller 200.
- the controller 200 includes a central processing unit (CPU) that performs various processes, a memory including a read only memory (ROM) that stores a program and data, a random access memory (RAM) that stores results of the processes by the CPU, and the like, and input and output ports for exchanging information with the outside (all are not shown).
- the input port is connected with the above-described sensors (such as, for example, the first exhaust gas temperature sensor 56d, the second exhaust gas temperature sensor 56f, the third exhaust gas temperature sensor 56h, the engine rotation speed sensor 202, the vehicle speed sensor 204, the accelerator opening degree sensor 205, the water temperature sensor 206, and the air flow meter 208).
- the output port is connected with the devices to be controlled (such as, for example, the plurality of injectors 16, the fuel addition device 56c and the fuel pump 210).
- the controller 200 controls the devices such that the engine 1 enters a desired operation state.
- Various types of control can be implemented not only by software but also by dedicated hardware (electronic circuit).
- a timer circuit (not shown) for measuring the time is built into the controller 200.
- the first exhaust gas temperature sensor 56d detects a temperature (hereinafter, referred to as a first exhaust gas temperature) Tex1 of the exhaust gas in the PM removal filter 56b.
- the first exhaust gas temperature sensor 56d transmits a signal indicating the detected first exhaust gas temperature Tex1 to the controller 200.
- the second exhaust gas temperature sensor 56f detects a temperature (hereinafter, referred to as a second exhaust gas temperature) Tex2 of the exhaust gas flowing into the SCR catalyst 56e.
- the second exhaust gas temperature sensor 56f transmits a signal indicating the detected second exhaust gas temperature Tex2 to the controller 200.
- the third exhaust gas temperature sensor 56h detects a temperature (hereinafter, referred to as a third exhaust gas temperature) Tex3 of the exhaust gas flowing out of the ASC.
- the third exhaust gas temperature sensor 56h transmits a signal indicating the detected third exhaust gas temperature Tex3 to the controller 200.
- the engine rotation speed sensor 202 detects a rotation speed of a crankshaft of the engine 1 as an engine rotation speed NE.
- the engine rotation speed sensor 202 transmits a signal indicating the detected engine rotation speed NE to the controller 200.
- the vehicle speed sensor 204 detects a speed (hereinafter, referred to as a vehicle speed) V of the vehicle 2.
- the vehicle speed sensor 204 transmits a signal indicating the detected vehicle speed V to the controller 200.
- the accelerator opening degree sensor 205 detects a ratio (hereinafter, referred to as an accelerator opening degree) Acc of an amount of pressing an accelerator pedal (not shown) at the present time to an upper limit value of the amount of pressing.
- the accelerator opening degree sensor 205 transmits a signal indicating the detected accelerator opening degree Acc to the controller 200.
- the water temperature sensor 206 detects a temperature (water temperature) Tw of cooling water circulating through a cooling water passage provided in the engine body 10.
- the water temperature sensor 206 transmits a signal indicating the detected water temperature Tw to the controller 200.
- the air flow meter 208 detects a flow rate (intake air amount) Qin of new air introduced into the first intake pipe 22.
- the air flow meter 208 transmits a signal indicating the detected intake air amount Qin to the controller 200.
- the fuel tank 214 stores the fuel to be supplied to the plurality of injectors 16 and the fuel addition device 56c.
- the fuel pump 210 operates in accordance with a control signal from the controller 200, and transfers the fuel stored in the fuel tank 214 to the common rail 14 and supplies the fuel stored in the fuel tank 214 to the fuel addition device 56c.
- the fuel filter 212 is provided in a fuel circulating passage between the fuel pump 210 and the fuel tank 214. The fuel filter 212 collects foreign matter included in the circulating fuel.
- the controller 200 performs control for decreasing an outlet temperature of the exhaust passage, when the outlet temperature exceeds a determination value as a result of performance of the regeneration control while the vehicle 2 is in a stop state.
- Fig. 2 is a flowchart showing a flow of a high-temperature exhaust gas prevention process in a first embodiment.
- the high-temperature exhaust gas prevention process is invoked from a main process every predetermined control cycle, and is performed by the controller 200.
- the controller 200 determines whether or not the vehicle 2 is in a stop state, based on the fact that the vehicle speed V indicated by the signal from the vehicle speed sensor 204 is 0 and the engine rotation speed NE indicated by the signal from the engine rotation speed sensor 202 is not 0 (step (hereinafter, referred to as "S") 101).
- the controller 200 determines whether or not the regeneration control of the PM removal filter is in execution (S102). During execution of the regeneration control, the controller 200 performs control such that the fuel is added by the fuel addition device 56c of the exhaust gas treatment device 56. Therefore, when the controller 200 performs control such that the fuel is added by the fuel addition device 56c, the controller 200 determines that the regeneration control is in execution.
- the controller 200 determines that the regeneration control is in execution (YES in S102)
- the controller 200 calculates an estimated value of a tail pipe (T/P) gas temperature, which is the outlet temperature of the exhaust passage, based on the third exhaust gas temperature Tex3 indicated by the signal from the third exhaust gas temperature sensor 56h (S103).
- T/P tail pipe
- the estimated value of the T/P gas temperature may be calculated using any known method, as long as it is calculated using the third exhaust gas temperature Tex3.
- the estimated value of the T/P gas temperature is calculated by subtracting a temperature loss from the third exhaust gas temperature Tex3, the temperature loss being a temperature loss from the third exhaust gas temperature sensor 56h to the outlet of the exhaust passage.
- the temperature loss is calculated by subtracting an exhaust pipe wall temperature from the third exhaust gas temperature Tex3, and multiplying the subtraction result by a predetermined coefficient specified based on the third exhaust gas temperature Tex3 and the intake air amount.
- the predetermined coefficient is obtained by subtracting a reached temperature ratio from 1.
- the reached temperature ratio is specified using a two-dimensional map that predetermines a reached temperature ratio corresponding to a combination of a value of the third exhaust gas temperature Tex3 and a value of the intake air amount.
- the exhaust pipe wall temperature is calculated by adding a received heat temperature increased by the heat received by the exhaust pipe to an exhaust pipe wall temperature in a previous control cycle, and subtracting a released heat temperature decreased by the heat escaping from the exhaust pipe to the atmosphere.
- the received heat temperature is calculated by multiplying a temperature loss in the previous control cycle by the intake air amount and the control cycle, and dividing the multiplication result by a weight of an exhaust system through which the exhaust gas flows and specific heat of the exhaust system.
- the released heat temperature is calculated by multiplying heat release energy by the control cycle, and dividing the multiplication result by the weight of the exhaust system and the specific heat of the exhaust system.
- the heat release energy is calculated by adding vehicle speed wind heat release energy to a base value of the heat release energy.
- the base value of the heat release energy is specified using a two-dimensional map that predetermines a base value of heat release energy corresponding to a combination of a value of a temperature difference and a value of the intake air amount, the temperature difference being obtained by subtracting an outdoor air temperature from the exhaust pipe wall temperature in the previous control cycle.
- the vehicle speed wind heat release energy is specified using a one-dimensional map that predetermines vehicle speed wind heat release energy corresponding to a vehicle speed (when the vehicle speed is 0, the vehicle speed wind heat release energy is 0).
- the estimated value of the T/P gas temperature may be specified using a map that predetermines an estimated value of a T/P gas temperature corresponding to a combination of any of the above-described parameters.
- the controller 200 determines whether or not the calculated estimated value of the T/P gas temperature is equal to or larger than a value on a line indicating a first determination value at the current time (S104).
- Fig. 3 is a diagram for illustrating determination of the estimated value of the T/P gas temperature in the first embodiment. Referring to Fig. 3 , a temperature as the first determination value shown by the line indicating the first determination value decreases with an increase in the elapsed time after the vehicle 2 stops in an idle state. Once the temperature decreases to a certain value, the temperature remains at a fixed value regardless of an increase in the elapsed time.
- the estimated value of the T/P gas temperature comes close to the first determination value.
- the estimated value of the T/P gas temperature reaches the first determination value.
- the controller 200 determines that the estimated value of the T/P gas temperature is equal to or larger than the value on the line indicating the first determination value (YES in S104), the controller 200 prohibits the regeneration control of the PM removal filter 56b (S105).
- the regeneration control is forcibly ended.
- the estimated value of the T/P gas temperature decreases and falls below the first determination value.
- the controller 200 determines that the vehicle 2 is not in a stop state (NO in S101), when the controller 200 determines that the regeneration control is not in execution (NO in S102), when the controller 200 determines that the estimated value of the T/P gas temperature is not equal to or larger than the value on the line indicating the first determination value (NO in S104), and after S105, the controller 200 determines whether or not traveling of the vehicle 2 has been started or an operation for manually starting the regeneration control of the PM removal filter 56b has been performed (S106).
- the controller 200 determines that traveling has been started or the operation for starting the regeneration control has been performed (YES in S106).
- the controller 200 cancels prohibition of, i.e., permits the regeneration control of the PM removal filter 56b (S107).
- the regeneration control is resumed.
- controller 200 determines that traveling has not been started or the operation for starting the regeneration control has not been performed (NO in S106), and after S107, the controller 200 returns the process to a process from which the current process is invoked.
- control for prohibiting the regeneration control of the PM removal filter 56b based on the first determination value is performed as the control for preventing the high-temperature exhaust gas.
- control for decreasing the rotation speed of the engine 1 in an idle state based on a second determination value is performed as the control for preventing the high-temperature exhaust gas.
- Fig. 4 is a flowchart showing a flow of a high-temperature exhaust gas prevention process in the second embodiment.
- the high-temperature exhaust gas prevention process is invoked from a main process every predetermined control cycle, and is performed by the controller 200.
- the processing in S111 to S113 is the same as the processing in S101 to S103 in Fig. 2 , respectively, and thus, redundant description will not be repeated.
- the controller 200 determines whether or not the control for decreasing the rotation speed of the engine 1 in an idle state is in execution (S114). When the controller 200 determines that the control for decreasing the idle rotation speed is not in execution (NO in S114), the controller 200 determines whether or not the calculated estimated value of the T/P gas temperature is equal to or larger than a value on a line indicating the second determination value at the current time (S115).
- Fig. 5 is a diagram for illustrating determination of the estimated value of the T/P gas temperature in the second embodiment.
- a temperature as the second determination value shown by the line indicating the second determination value decreases with an increase in the elapsed time after the vehicle 2 stops in an idle state. Once the temperature decreases to a certain value, the temperature remains at a fixed value regardless of an increase in the elapsed time.
- a decreasing portion of the line indicating the second determination value is lower by several tens of degrees Celsius than a decreasing portion of the line indicating the first determination value.
- the estimated value of the T/P gas temperature comes close to the second determination value and the first determination value.
- the estimated value of the T/P gas temperature reaches the second determination value.
- the estimated value of the T/P gas temperature reaches the first determination value.
- the controller 200 when the controller 200 determines that the estimated value of the T/P gas temperature is equal to or larger than the value on the line indicating the second determination value (YES in S115), the controller 200 starts to perform the control for decreasing the rotation speed of the engine in an idle state (S116). As a result, the energy of the exhaust gas per unit time decreases, and thus, a decrease in the estimated value of the T/P gas temperature is expected. Unlike the first embodiment, the rotation speed of the engine in an idle state is first decreased, and thus, prohibition of the regeneration control of the PM removal filter 56b can be delayed even slightly.
- the controller 200 determines that the control for decreasing the idle rotation speed is in execution (YES in S114).
- the controller 200 performs the processing in S117. Since the processing in S117 and S118 is the same as the processing in S104 and S105 in Fig. 2 , respectively, redundant description will not be repeated.
- the controller 200 determines that the vehicle 2 is not in a stop state (NO in S111), when the controller 200 determines that the regeneration control is not in execution (NO in S112), when the controller 200 determines that the estimated value of the T/P gas temperature is not equal to or larger than the value on the line indicating the second determination value (NO in S115), after S116, when the controller 200 determines that the estimated value of the T/P gas temperature is not equal to or larger than the value on the line indicating the first determination value (NO in S117), and after S118, the controller 200 performs the processing in S119. Since the processing in S119 and S120 is the same as the processing in S106 and S107 in Fig. 2 , respectively, redundant description will not be repeated.
- the T/P gas temperature based on a temperature indicated by a signal from a temperature sensor located at the rearmost end of the exhaust passage closest to the outlet of the exhaust passage. Therefore, in the above-described embodiments, it is preferable to calculate the T/P gas temperature based on the third exhaust gas temperature Tex3.
- a temperature sensor may be provided at another portion of the exhaust passage and the estimated value of the T/P gas temperature may be calculated based on a signal from this temperature sensor.
- a temperature sensor may be provided at the outlet of the exhaust passage and the T/P gas temperature itself may be calculated based on a signal from this temperature sensor.
- the estimated value of the T/P gas temperature is determined using one map.
- the present disclosure is not limited thereto.
- the estimated value of the T/P gas temperature may be determined using different maps between when the vehicle 2 moves backward before the vehicle 2 stops and when the vehicle 2 moves forward before the vehicle 2 stops. It is conceivable that a distance from an object located around the exhaust vent at the outlet of the exhaust passage is longer when the vehicle 2 moves forward and then stops than when the vehicle 2 moves backward and then stops.
- a determination value (determination value higher than the first determination value and the second determination value) under a condition that is more moderate than those of the first determination value and the second determination value shown in Figs. 3 and 5 can be used.
- the regeneration control of the PM removal filter 56b can be further continued.
- the regeneration control of the PM removal filter 56b is prohibited.
- the regeneration control of the PM removal filter 56b may be suppressed, as long as the T/P gas temperature decreases.
- a temperature in the regeneration control may be changed from a high temperature to a minimum temperature that allows regeneration.
- the regeneration control is suppressed by prohibiting the regeneration control, when the estimated value of the T/P gas temperature becomes equal to or larger than the determination value.
- the regeneration control may be suppressed in stages in accordance with a difference between the estimated value of the T/P gas temperature and the determination value. For example, the temperature in the regeneration control may be made lower when the difference between the estimated value of the T/P gas temperature and the determination value is small than when the difference between the estimated value of the T/P gas temperature and the determination value is large.
- the exhaust gas treatment device 56 is controlled by the controller 200. This implies that a controller of the exhaust gas treatment device 56 is included in the controller 200. Alternatively, separately from the controller 200, a controller dedicated to the exhaust gas treatment device 56 may be provided.
- the above-described embodiments can be understood as disclosure of the exhaust gas treatment device 56.
- the above-described embodiments can also be understood as disclosure of the controller 200 of the exhaust gas treatment device 56 or disclosure of a method for controlling the exhaust gas treatment device 56.
- the above-described embodiments can also be understood as disclosure of the engine 1 or the vehicle 2.
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Description
- The present disclosure relates to an exhaust gas treatment device, and particularly to an exhaust gas treatment device including a filter that collects particulate matter (PM) included in exhaust gas flowing through an exhaust passage of an engine.
- Conventionally, there has been a technique of preventing heating of an obstacle by automatically interrupting forced regeneration of a filter (a PM removal filter, a diesel particulate filter (DPF)) that removes PM, when the obstacle closely faces a tip of an exhaust pipe (refer to, for example,
JP 2005 264774 A PTL 1")).PTL 1 discloses that a distance sensor that detects a distance between the tip of the exhaust pipe and the obstacle is provided, and based on an output of the distance sensor, addition of fuel to a diesel oxidation catalyst for supplying reaction heat produced by oxidation of the fuel to the filter is controlled to interrupt regeneration of the filter. -
- PTL 1:
JP 2005 264774 A -
EP 2 423 481 A1JP 2015 121199 A claims 1 to 3. - However, according to the technique in
PTL 1, it is necessary to provide the distance sensor, which leads to an increase in manufacturing cost of an exhaust gas treatment device for a vehicle. In addition, when many objects (e.g., vehicles or people) move in the vicinity of the tip of the exhaust pipe, the objects are detected by the distance sensor, which leads to frequent interruption of regeneration of the filter. - The present disclosure has been made to solve the above-described problem, and an object of the present disclosure is to provide an exhaust gas treatment device that can suppress heating of a neighboring object caused by heat for regeneration of a filter, without increasing the manufacturing cost.
- The object of the invention is achieved with an exhaust gas treatment device according to any one of
claims 1 to 3. Further advantageous developments of the invention are subject-matter of the dependent claims. - According to the present disclosure, it is possible to prevent the outlet temperature of the exhaust passage from becoming too high while the vehicle is in a stop state, without providing, for example, a sensor that detects a distance to an object located around the outlet of the exhaust passage. As a result, there can be provided an exhaust gas treatment device that can suppress heating of a neighboring object caused by heat for regeneration of a filter, without increasing the manufacturing cost.
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Fig. 1 shows a schematic configuration of an engine according to the present embodiment. -
Fig. 2 is a flowchart showing a flow of a high-temperature exhaust gas prevention process in a first embodiment. -
Fig. 3 is a diagram for illustrating determination of an estimated value of a T/P gas temperature in the first embodiment. -
Fig. 4 is a flowchart showing a flow of a high-temperature exhaust gas prevention process in a second embodiment. -
Fig. 5 is a diagram for illustrating determination of an estimated value of a T/P gas temperature in the second embodiment. - Embodiments of the present disclosure will be described in detail hereinafter with reference to the drawings, in which the same or corresponding portions are denoted by the same reference characters and description thereof will not be repeated.
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Fig. 1 shows a schematic configuration of anengine 1 according to the present embodiment. In the present embodiment, theengine 1 is described as one example of a diesel engine of common rail type, for example. However, theengine 1 may be another type of diesel engine. Theengine 1 is mounted on avehicle 2, and is coupled to a driving wheel of thevehicle 2 through a transmission and the like (all are not shown) such that an output of theengine 1 can be transmitted to the driving wheel of thevehicle 2. - The
engine 1 includes anengine body 10, anair cleaner 20, anintercooler 26, anintake manifold 28, adiesel throttle valve 29, aturbocharger 30, anexhaust manifold 50, an exhaustgas treatment device 56, an exhaust gas recirculation device (hereinafter, referred to as an EGR device) 60, acontroller 200, an enginerotation speed sensor 202, avehicle speed sensor 204, an acceleratoropening degree sensor 205, awater temperature sensor 206, anair flow meter 208, afuel pump 210, a fuel filter 212, and afuel tank 214. - The
engine body 10 includes a plurality ofcylinders 12, acommon rail 14, and a plurality ofinjectors 16. Although the present embodiment describes an example case in which theengine 1 is an in-line-4 diesel engine, theengine 1 may be an engine having any other cylinder layout (e.g., V-shaped or horizontal layout). - Each of the plurality of
injectors 16 is a fuel injection device provided to a corresponding one of the plurality ofcylinders 12 and connected to thecommon rail 14. Fuel stored in thefuel tank 214 is supplied through the fuel filter 212 to thefuel pump 210 and is pressurized to a predetermined pressure by thefuel pump 210, and subsequently, the pressurized fuel is supplied to thecommon rail 14. The fuel supplied to thecommon rail 14 is injected from each of the plurality ofinjectors 16 at predetermined timing. The plurality ofinjectors 16 operate based on control signals IJ1 to IJ4 from thecontroller 200. - The
air cleaner 20 removes foreign matter from the air sucked in from the outside of theengine 1. Theair cleaner 20 is connected with one end of afirst intake pipe 22. - The other end of the
first intake pipe 22 is connected with an inlet of acompressor 32 of theturbocharger 30. An outlet of thecompressor 32 is connected with one end of asecond intake pipe 24. Thecompressor 32 supercharges the air flowing from thefirst intake pipe 22 and supplies the supercharged air to thesecond intake pipe 24. A detailed operation of thecompressor 32 will be described below. - The other end of the
second intake pipe 24 is connected with one end of theintercooler 26. Theintercooler 26 is an air-cooled or water-cooled heat exchanger that cools the air flowing through thesecond intake pipe 24. - The other end of the
intercooler 26 is connected with one end of athird intake pipe 27. The other end of thethird intake pipe 27 is connected with theintake manifold 28. Theintake manifold 28 is coupled to an intake port of each of the plurality ofcylinders 12 of theengine body 10. Thefirst intake pipe 22, thesecond intake pipe 24, thethird intake pipe 27, theintake manifold 28, and the intake port form "intake passage". - The
diesel throttle valve 29 is provided upstream of theintake manifold 28. Thediesel throttle valve 29 is configured such that a degree of opening thereof can be adjusted using a not-shown electrically-powered actuator. The degree of opening of the diesel throttle valve 29 (hereinafter, also referred to as a diesel throttle opening degree) is controlled based on a control signal from thecontroller 200. In the present embodiment, the diesel throttle opening degree of 100% indicates that thediesel throttle valve 29 is in a fully closed state. Furthermore, in the present embodiment, the diesel throttle opening degree of 0% indicates that thediesel throttle valve 29 is in a fully opened state. After completion of warm-up of the exhaustgas treatment device 56 and during control when thevehicle 2 is not in a deceleration state (hereinafter, referred to as normal control), the diesel throttle opening degree is set to an appropriate degree of opening in accordance with an operation state of theengine 1. - The
exhaust manifold 50 is coupled to an exhaust port of each of the plurality ofcylinders 12 of theengine body 10. Theexhaust manifold 50 is connected with one end of afirst exhaust pipe 52. The other end of thefirst exhaust pipe 52 is connected to aturbine 36 of theturbocharger 30. Accordingly, the exhaust gas discharged from the exhaust port of each cylinder is collected in theexhaust manifold 50 and is then supplied through thefirst exhaust pipe 52 to theturbine 36. - The
turbine 36 is connected with one end of thesecond exhaust pipe 54. The other end of thesecond exhaust pipe 54 is connected with an inlet portion of the exhaustgas treatment device 56. The exhaustgas treatment device 56 includes a diesel oxidation catalyst (hereinafter, referred to as DOC) 56a, aPM removal filter 56b, afuel addition device 56c, a first exhaustgas temperature sensor 56d, a selective catalytic reduction catalyst (SCR catalyst) 56e, a second exhaustgas temperature sensor 56f, an ammonia slip catalyst (ASC) 56g, and a third exhaustgas temperature sensor 56h. - The
PM removal filter 56b is provided on the downstream side of theDOC 56a in a flow path (exhaust passage) of the exhaust gas. Thefuel addition device 56c is provided on the upstream side of theDOC 56a in the flow path of the exhaust gas. The first exhaustgas temperature sensor 56d is provided at thePM removal filter 56b. TheSCR catalyst 56e is provided on the downstream side of thePM removal filter 56b in the flow path of the exhaust gas. The second exhaustgas temperature sensor 56f is provided between thePM removal filter 56b and theSCR catalyst 56e. TheASC 56g is provided on the downstream side of theSCR catalyst 56e in the flow path of the exhaust gas. The third exhaustgas temperature sensor 56h is provided on the downstream side of theASC 56g in the flow path of the exhaust gas. - The
PM removal filter 56b collects particulate matter (hereinafter, referred to as PM) included in the circulating exhaust gas. ThePM removal filter 56b is made of, for example, ceramic, stainless or the like. The collected PM is accumulated in thePM removal filter 56b. - The
DOC 56a and thefuel addition device 56c function as a regeneration mechanism that burns and removes (regenerates) the PM accumulated in thePM removal filter 56b. When the exhaust gas circulates, theDOC 56a oxidizes nitrogen oxide (NOx), carbon oxide (COx) and the like in the circulating exhaust gas, and oxidizes the fuel when the fuel added by thefuel addition device 56c is included in the exhaust gas. Reaction heat produced by oxidation of the fuel increases a temperature of the exhaust gas passing through theDOC 56a. When the high-temperature exhaust gas passes through thePM removal filter 56b, a temperature of thePM removal filter 56b increases and the PM accumulated in thePM removal filter 56b is oxidized and removed (burned). As a result, thePM removal filter 56b is regenerated. Regeneration control of thePM removal filter 56b is performed when it is determined that an amount of accumulation of the PM becomes larger than a predetermined amount. The determination of the amount of accumulation of the PM can be made using a known method. - The
SCR catalyst 56e is, for example, of monolithic type including multiple through holes (cells) formed in a direction of circulation of the exhaust gas, and is made of cordierite or the like. A wall surface of each cell is provided with a catalytic coating layer and carries, for example, a zeolite-based active component (catalyst). The active component becomes active in response to supply of a reducing agent, and selectively reduces NOx in the exhaust gas. - A not-shown urea water injection valve is provided on the upstream side of the
SCR catalyst 56e. The urea water injection valve injects urea water into the exhaust pipes as a reducing agent. The urea water injected from the urea water injection valve is hydrolyzed by exhaust heat, to thereby produce ammonia. The produced ammonia selectively reacts with NOx in the exhaust gas in theSCR catalyst 56e, to thereby produce nitrogen and water. - The
ASC 56g is a catalyst that oxidizes ammonia escaping from the SCR catalyst and prevents ammonia from being discharged to the atmosphere. - An outlet portion of the exhaust
gas treatment device 56 is connected with one end of thethird exhaust pipe 58. The other end of thethird exhaust pipe 58 is connected with a muffler or the like. Therefore, the exhaust gas discharged from theturbine 36 is discharged to outside thevehicle 2 through thesecond exhaust pipe 54, the exhaustgas treatment device 56, thethird exhaust pipe 58, and the muffler or the like. The exhaust port, theexhaust manifold 50, thefirst exhaust pipe 52, theturbine 36, thesecond exhaust pipe 54, and thethird exhaust pipe 58 form "exhaust passage". - The
third intake pipe 27 andexhaust manifold 50 are connected by theEGR device 60, without interposingengine body 10 therebetween. TheEGR device 60 includes anEGR valve 62, anEGR cooler 64 and an EGR passage 66. The EGR passage 66 connects thethird intake pipe 27 and theexhaust manifold 50. TheEGR valve 62 and theEGR cooler 64 are provided partway along the EGR passage 66. - The
EGR valve 62 adjusts a flow rate of the exhaust gas refluxed from theexhaust manifold 50 through the EGR passage 66 of theEGR device 60 to the intake passage (hereinafter, the exhaust gas refluxed to the intake passage will also be referred to as EGR gas), in accordance with a control signal from thecontroller 200. TheEGR cooler 64 is, for example, a water-cooled or air-cooled heat exchanger that cools the EGR gas circulating through the EGR passage 66. The exhaust gas in theexhaust manifold 50 is returned to the intake side through theEGR device 60 as the EGR gas, and thus, a combustion temperature in the cylinders is decreased and an amount of production of NOx is reduced. - The
turbocharger 30 includes thecompressor 32 and theturbine 36. Acompressor wheel 34 is housed in a housing of thecompressor 32, and aturbine wheel 38 is housed in a housing of theturbine 36. Thecompressor wheel 34 and theturbine wheel 38 are coupled to each other by a connectingshaft 42 and rotate together. This allows thecompressor wheel 34 to be rotatably driven by the exhaust energy of the exhaust gas supplied to theturbine wheel 38. - The operation of the
engine 1 is controlled by thecontroller 200. Thecontroller 200 includes a central processing unit (CPU) that performs various processes, a memory including a read only memory (ROM) that stores a program and data, a random access memory (RAM) that stores results of the processes by the CPU, and the like, and input and output ports for exchanging information with the outside (all are not shown). The input port is connected with the above-described sensors (such as, for example, the first exhaustgas temperature sensor 56d, the second exhaustgas temperature sensor 56f, the third exhaustgas temperature sensor 56h, the enginerotation speed sensor 202, thevehicle speed sensor 204, the acceleratoropening degree sensor 205, thewater temperature sensor 206, and the air flow meter 208). The output port is connected with the devices to be controlled (such as, for example, the plurality ofinjectors 16, thefuel addition device 56c and the fuel pump 210). - Based on a signal from each of the sensors and the devices, and a map and a program stored in the memory, the
controller 200 controls the devices such that theengine 1 enters a desired operation state. Various types of control can be implemented not only by software but also by dedicated hardware (electronic circuit). In addition, a timer circuit (not shown) for measuring the time is built into thecontroller 200. - The first exhaust
gas temperature sensor 56d detects a temperature (hereinafter, referred to as a first exhaust gas temperature) Tex1 of the exhaust gas in thePM removal filter 56b. The first exhaustgas temperature sensor 56d transmits a signal indicating the detected first exhaust gas temperature Tex1 to thecontroller 200. - The second exhaust
gas temperature sensor 56f detects a temperature (hereinafter, referred to as a second exhaust gas temperature) Tex2 of the exhaust gas flowing into theSCR catalyst 56e. The second exhaustgas temperature sensor 56f transmits a signal indicating the detected second exhaust gas temperature Tex2 to thecontroller 200. - The third exhaust
gas temperature sensor 56h detects a temperature (hereinafter, referred to as a third exhaust gas temperature) Tex3 of the exhaust gas flowing out of the ASC. The third exhaustgas temperature sensor 56h transmits a signal indicating the detected third exhaust gas temperature Tex3 to thecontroller 200. - The engine
rotation speed sensor 202 detects a rotation speed of a crankshaft of theengine 1 as an engine rotation speed NE. The enginerotation speed sensor 202 transmits a signal indicating the detected engine rotation speed NE to thecontroller 200. - The
vehicle speed sensor 204 detects a speed (hereinafter, referred to as a vehicle speed) V of thevehicle 2. Thevehicle speed sensor 204 transmits a signal indicating the detected vehicle speed V to thecontroller 200. - The accelerator
opening degree sensor 205 detects a ratio (hereinafter, referred to as an accelerator opening degree) Acc of an amount of pressing an accelerator pedal (not shown) at the present time to an upper limit value of the amount of pressing. The acceleratoropening degree sensor 205 transmits a signal indicating the detected accelerator opening degree Acc to thecontroller 200. - The
water temperature sensor 206 detects a temperature (water temperature) Tw of cooling water circulating through a cooling water passage provided in theengine body 10. Thewater temperature sensor 206 transmits a signal indicating the detected water temperature Tw to thecontroller 200. - The
air flow meter 208 detects a flow rate (intake air amount) Qin of new air introduced into thefirst intake pipe 22. Theair flow meter 208 transmits a signal indicating the detected intake air amount Qin to thecontroller 200. - The
fuel tank 214 stores the fuel to be supplied to the plurality ofinjectors 16 and thefuel addition device 56c. Thefuel pump 210 operates in accordance with a control signal from thecontroller 200, and transfers the fuel stored in thefuel tank 214 to thecommon rail 14 and supplies the fuel stored in thefuel tank 214 to thefuel addition device 56c. The fuel filter 212 is provided in a fuel circulating passage between thefuel pump 210 and thefuel tank 214. The fuel filter 212 collects foreign matter included in the circulating fuel. - In the
engine 1 configured as described above, when the regeneration control of thePM removal filter 56b is performed while thevehicle 2 is in a stop state, a neighboring object is heated by the exhaust gas from an exhaust vent. - Accordingly, in the present embodiment, the
controller 200 performs control for decreasing an outlet temperature of the exhaust passage, when the outlet temperature exceeds a determination value as a result of performance of the regeneration control while thevehicle 2 is in a stop state. - Thus, it is possible to prevent the outlet temperature of the exhaust passage from becoming too high while the
vehicle 2 is in a stop state. As a result, heating of a neighboring object by heat for regeneration of thePM removal filter 56b can be suppressed. -
Fig. 2 is a flowchart showing a flow of a high-temperature exhaust gas prevention process in a first embodiment. The high-temperature exhaust gas prevention process is invoked from a main process every predetermined control cycle, and is performed by thecontroller 200. Referring toFig. 2 , thecontroller 200 determines whether or not thevehicle 2 is in a stop state, based on the fact that the vehicle speed V indicated by the signal from thevehicle speed sensor 204 is 0 and the engine rotation speed NE indicated by the signal from the enginerotation speed sensor 202 is not 0 (step (hereinafter, referred to as "S") 101). - When the
controller 200 determines that thevehicle 2 is in a stop state (YES in S101), thecontroller 200 determines whether or not the regeneration control of the PM removal filter is in execution (S102). During execution of the regeneration control, thecontroller 200 performs control such that the fuel is added by thefuel addition device 56c of the exhaustgas treatment device 56. Therefore, when thecontroller 200 performs control such that the fuel is added by thefuel addition device 56c, thecontroller 200 determines that the regeneration control is in execution. - When the
controller 200 determines that the regeneration control is in execution (YES in S102), thecontroller 200 calculates an estimated value of a tail pipe (T/P) gas temperature, which is the outlet temperature of the exhaust passage, based on the third exhaust gas temperature Tex3 indicated by the signal from the third exhaustgas temperature sensor 56h (S103). - The estimated value of the T/P gas temperature may be calculated using any known method, as long as it is calculated using the third exhaust gas temperature Tex3. For example, the estimated value of the T/P gas temperature is calculated by subtracting a temperature loss from the third exhaust gas temperature Tex3, the temperature loss being a temperature loss from the third exhaust
gas temperature sensor 56h to the outlet of the exhaust passage. The temperature loss is calculated by subtracting an exhaust pipe wall temperature from the third exhaust gas temperature Tex3, and multiplying the subtraction result by a predetermined coefficient specified based on the third exhaust gas temperature Tex3 and the intake air amount. The predetermined coefficient is obtained by subtracting a reached temperature ratio from 1. The reached temperature ratio is specified using a two-dimensional map that predetermines a reached temperature ratio corresponding to a combination of a value of the third exhaust gas temperature Tex3 and a value of the intake air amount. - The exhaust pipe wall temperature is calculated by adding a received heat temperature increased by the heat received by the exhaust pipe to an exhaust pipe wall temperature in a previous control cycle, and subtracting a released heat temperature decreased by the heat escaping from the exhaust pipe to the atmosphere. The received heat temperature is calculated by multiplying a temperature loss in the previous control cycle by the intake air amount and the control cycle, and dividing the multiplication result by a weight of an exhaust system through which the exhaust gas flows and specific heat of the exhaust system. The released heat temperature is calculated by multiplying heat release energy by the control cycle, and dividing the multiplication result by the weight of the exhaust system and the specific heat of the exhaust system. The heat release energy is calculated by adding vehicle speed wind heat release energy to a base value of the heat release energy. The base value of the heat release energy is specified using a two-dimensional map that predetermines a base value of heat release energy corresponding to a combination of a value of a temperature difference and a value of the intake air amount, the temperature difference being obtained by subtracting an outdoor air temperature from the exhaust pipe wall temperature in the previous control cycle. The vehicle speed wind heat release energy is specified using a one-dimensional map that predetermines vehicle speed wind heat release energy corresponding to a vehicle speed (when the vehicle speed is 0, the vehicle speed wind heat release energy is 0).
- Since the signal from the third exhaust
gas temperature sensor 56h varies to some extent, it is desirable to use the third exhaust gas temperature Tex3 subjected to a smoothing process. - Alternatively, the estimated value of the T/P gas temperature may be specified using a map that predetermines an estimated value of a T/P gas temperature corresponding to a combination of any of the above-described parameters.
- Next, the
controller 200 determines whether or not the calculated estimated value of the T/P gas temperature is equal to or larger than a value on a line indicating a first determination value at the current time (S104). -
Fig. 3 is a diagram for illustrating determination of the estimated value of the T/P gas temperature in the first embodiment. Referring toFig. 3 , a temperature as the first determination value shown by the line indicating the first determination value decreases with an increase in the elapsed time after thevehicle 2 stops in an idle state. Once the temperature decreases to a certain value, the temperature remains at a fixed value regardless of an increase in the elapsed time. - When the regeneration control of the PM removal filter is performed while the
vehicle 2 is in an idle stop state, the estimated value of the T/P gas temperature comes close to the first determination value. In the example shown inFig. 3 , when the elapsed time indicated by a broken line comes, the estimated value of the T/P gas temperature reaches the first determination value. - Referring again to
Fig. 2 , when thecontroller 200 determines that the estimated value of the T/P gas temperature is equal to or larger than the value on the line indicating the first determination value (YES in S104), thecontroller 200 prohibits the regeneration control of thePM removal filter 56b (S105). Thus, when the regeneration control is in execution, the regeneration control is forcibly ended. As a result, as shown inFig. 3 , the estimated value of the T/P gas temperature decreases and falls below the first determination value. - When the
controller 200 determines that thevehicle 2 is not in a stop state (NO in S101), when thecontroller 200 determines that the regeneration control is not in execution (NO in S102), when thecontroller 200 determines that the estimated value of the T/P gas temperature is not equal to or larger than the value on the line indicating the first determination value (NO in S104), and after S105, thecontroller 200 determines whether or not traveling of thevehicle 2 has been started or an operation for manually starting the regeneration control of thePM removal filter 56b has been performed (S106). - When the
controller 200 determines that traveling has been started or the operation for starting the regeneration control has been performed (YES in S106), thecontroller 200 cancels prohibition of, i.e., permits the regeneration control of thePM removal filter 56b (S107). As a result, when a condition for performing the regeneration control is satisfied, the regeneration control is resumed. - When the
controller 200 determines that traveling has not been started or the operation for starting the regeneration control has not been performed (NO in S106), and after S107, thecontroller 200 returns the process to a process from which the current process is invoked. - In the first embodiment, the control for prohibiting the regeneration control of the
PM removal filter 56b based on the first determination value is performed as the control for preventing the high-temperature exhaust gas. In a second embodiment, in addition to the control in the first embodiment, control for decreasing the rotation speed of theengine 1 in an idle state based on a second determination value is performed as the control for preventing the high-temperature exhaust gas. -
Fig. 4 is a flowchart showing a flow of a high-temperature exhaust gas prevention process in the second embodiment. The high-temperature exhaust gas prevention process is invoked from a main process every predetermined control cycle, and is performed by thecontroller 200. Referring toFig. 4 , the processing in S111 to S113 is the same as the processing in S101 to S103 inFig. 2 , respectively, and thus, redundant description will not be repeated. - After S113, the
controller 200 determines whether or not the control for decreasing the rotation speed of theengine 1 in an idle state is in execution (S114). When thecontroller 200 determines that the control for decreasing the idle rotation speed is not in execution (NO in S114), thecontroller 200 determines whether or not the calculated estimated value of the T/P gas temperature is equal to or larger than a value on a line indicating the second determination value at the current time (S115). -
Fig. 5 is a diagram for illustrating determination of the estimated value of the T/P gas temperature in the second embodiment. Referring toFig. 5 , similarly to the first determination value, a temperature as the second determination value shown by the line indicating the second determination value decreases with an increase in the elapsed time after thevehicle 2 stops in an idle state. Once the temperature decreases to a certain value, the temperature remains at a fixed value regardless of an increase in the elapsed time. A decreasing portion of the line indicating the second determination value is lower by several tens of degrees Celsius than a decreasing portion of the line indicating the first determination value. - When the regeneration control of the PM removal filter is performed while the
vehicle 2 is in an idle stop state, the estimated value of the T/P gas temperature comes close to the second determination value and the first determination value. In the example shown inFig. 5 , when the elapsed time in a first phase indicated by a broken line comes, the estimated value of the T/P gas temperature reaches the second determination value. When the elapsed time in a second phase indicated by a broken line comes, the estimated value of the T/P gas temperature reaches the first determination value. - Referring again to
Fig. 4 , when thecontroller 200 determines that the estimated value of the T/P gas temperature is equal to or larger than the value on the line indicating the second determination value (YES in S115), thecontroller 200 starts to perform the control for decreasing the rotation speed of the engine in an idle state (S116). As a result, the energy of the exhaust gas per unit time decreases, and thus, a decrease in the estimated value of the T/P gas temperature is expected. Unlike the first embodiment, the rotation speed of the engine in an idle state is first decreased, and thus, prohibition of the regeneration control of thePM removal filter 56b can be delayed even slightly. - When the
controller 200 determines that the control for decreasing the idle rotation speed is in execution (YES in S114), thecontroller 200 performs the processing in S117. Since the processing in S117 and S118 is the same as the processing in S104 and S105 inFig. 2 , respectively, redundant description will not be repeated. - When the
controller 200 determines that thevehicle 2 is not in a stop state (NO in S111), when thecontroller 200 determines that the regeneration control is not in execution (NO in S112), when thecontroller 200 determines that the estimated value of the T/P gas temperature is not equal to or larger than the value on the line indicating the second determination value (NO in S115), after S116, when thecontroller 200 determines that the estimated value of the T/P gas temperature is not equal to or larger than the value on the line indicating the first determination value (NO in S117), and after S118, thecontroller 200 performs the processing in S119. Since the processing in S119 and S120 is the same as the processing in S106 and S107 inFig. 2 , respectively, redundant description will not be repeated. -
- (1) In the above-described embodiments, as shown by S103 in
Fig. 2 and S113 inFig. 4 , the estimated value of the T/P gas temperature is calculated based on the third exhaust gas temperature Tex3, which is the temperature of the exhaust gas flowing out of theASC 56g. However, the present disclosure is not limited thereto. The estimated value of the T/P gas temperature may be calculated based on a signal from another temperature sensor. For example, the estimated value of the T/P gas temperature may be calculated based on the first exhaust gas temperature Tex1, which is the temperature of the exhaust gas in thePM removal filter 56b, or may be calculated based on the second exhaust gas temperature Tex2, which is the temperature of the exhaust gas flowing into theSCR catalyst 56e. - However, it is preferable to calculate the T/P gas temperature based on a temperature indicated by a signal from a temperature sensor located at the rearmost end of the exhaust passage closest to the outlet of the exhaust passage. Therefore, in the above-described embodiments, it is preferable to calculate the T/P gas temperature based on the third exhaust gas temperature Tex3.
- Alternatively, a temperature sensor may be provided at another portion of the exhaust passage and the estimated value of the T/P gas temperature may be calculated based on a signal from this temperature sensor. Alternatively, a temperature sensor may be provided at the outlet of the exhaust passage and the T/P gas temperature itself may be calculated based on a signal from this temperature sensor.
- (2) In the above-described embodiments, as shown in
Figs. 3 and5 , the estimated value of the T/P gas temperature is determined using one map. However, the present disclosure is not limited thereto. The estimated value of the T/P gas temperature may be determined using different maps between when thevehicle 2 moves backward before thevehicle 2 stops and when thevehicle 2 moves forward before thevehicle 2 stops. It is conceivable that a distance from an object located around the exhaust vent at the outlet of the exhaust passage is longer when thevehicle 2 moves forward and then stops than when thevehicle 2 moves backward and then stops. Therefore, when thevehicle 2 moves forward and then stops, a determination value (determination value higher than the first determination value and the second determination value) under a condition that is more moderate than those of the first determination value and the second determination value shown inFigs. 3 and5 can be used. Thus, the regeneration control of thePM removal filter 56b can be further continued. - (3) In the above-described embodiments, as shown by S105 in
Fig. 2 and S118 inFig. 4 , the regeneration control of thePM removal filter 56b is prohibited. However, the present disclosure is not limited thereto. The regeneration control of thePM removal filter 56b may be suppressed, as long as the T/P gas temperature decreases. For example, a temperature in the regeneration control may be changed from a high temperature to a minimum temperature that allows regeneration. - (4) In the above-described embodiments, the regeneration control is suppressed by prohibiting the regeneration control, when the estimated value of the T/P gas temperature becomes equal to or larger than the determination value. However, the present disclosure is not limited thereto. The regeneration control may be suppressed in stages in accordance with a difference between the estimated value of the T/P gas temperature and the determination value. For example, the temperature in the regeneration control may be made lower when the difference between the estimated value of the T/P gas temperature and the determination value is small than when the difference between the estimated value of the T/P gas temperature and the determination value is large.
- (5) In the above-described embodiments, the exhaust
gas treatment device 56 is controlled by thecontroller 200. This implies that a controller of the exhaustgas treatment device 56 is included in thecontroller 200. Alternatively, separately from thecontroller 200, a controller dedicated to the exhaustgas treatment device 56 may be provided. - (6) The above-described embodiments can be understood as disclosure of the exhaust
gas treatment device 56. The above-described embodiments can also be understood as disclosure of thecontroller 200 of the exhaustgas treatment device 56 or disclosure of a method for controlling the exhaustgas treatment device 56. The above-described embodiments can also be understood as disclosure of theengine 1 or thevehicle 2. -
- (1) As described with reference to
Fig. 1 , the exhaustgas treatment device 56 includes: thePM removal filter 56b that collects particulate matter included in exhaust gas flowing through the exhaust passage of theengine 1 mounted on thevehicle 2; the temperature increasing unit that increases a temperature of the exhaust gas flowing into thePM removal filter 56b; and thecontroller 200 that performs regeneration control for burning the particulate matter accumulated in thePM removal filter 56b by the exhaust gas having the temperature increased by the temperature increasing unit. As shown by S101 to S105 inFig. 2 and S111 to S118 inFig. 4 , thecontroller 200 performs control for decreasing the T/P gas temperature (e.g., regeneration control of thePM removal filter 56b, control for decreasing the rotation speed of theengine 1 in an idle state), when the outlet temperature of the exhaust passage exceeds the first determination value or the second determination value as a result of performance of the regeneration control while thevehicle 2 is in a stop state.
Such a configuration makes it possible to prevent the outlet temperature of the exhaust passage from becoming too high while thevehicle 2 is in a stop state, without providing, for example, a sensor that detects a distance to an object located around the outlet of the exhaust passage. As a result, it is possible to suppress heating of a neighboring object caused by heat for regeneration of thePM removal filter 56b, without increasing the manufacturing cost. - (2) As shown by S105 in
Fig. 2 and S118 inFig. 4 , thecontroller 200 suppresses the regeneration control of thePM removal filter 56b as the control for decreasing the T/P gas temperature. This makes it possible to suppress the outlet temperature of the exhaust passage. - (3) As shown by S105 in
Fig. 2 and S118 inFig. 4 , thecontroller 200 suppresses the regeneration control of thePM removal filter 56b by prohibiting the regeneration control of thePM removal filter 56b. This makes it possible to significantly decrease the outlet temperature of the exhaust passage. - (4) As shown by S116 in
Fig. 4 , thecontroller 200 decreases a rotation speed of theengine 1 as the control for decreasing the outlet temperature. This makes it possible to continue the regeneration control of thePM removal filter 56b as long as possible. - (5) As shown by S117 and S118 in
Fig. 4 , thecontroller 200 suppresses the regeneration control of thePM removal filter 56b as additional control for decreasing the outlet temperature, when the outlet temperature exceeds the first determination value higher than the second determination value after the rotation speed of theengine 1 is decreased. This makes it possible to suppress heating of a neighboring object while continuing the regeneration control of thePM removal filter 56b as long as possible. - (6) As shown in
Figs. 3 and5 , each of the first determination value and the second determination value is a value that becomes smaller in accordance with an elapsed time since thevehicle 2 stops. As the elapsed time since thevehicle 2 stops becomes longer, the heating time of a neighboring object becomes longer. Thus, by making the determination value smaller in accordance with the elapsed time since thevehicle 2 stops, appropriate determination can be made in accordance with the heating time. - (7) As shown in
Fig. 1 , the exhaustgas treatment device 56 further includes the third exhaustgas temperature sensor 56h provided between thePM removal filter 56b in the exhaust passage and an outlet of the exhaust passage and detecting the temperature of the exhaust gas. Thecontroller 200 estimates the outlet temperature from the third exhaust gas temperature Tex3 detected by the third exhaustgas temperature sensor 56h. This makes it possible to appropriately estimate the outlet temperature. - (8) As shown in
Fig. 1 , the temperature increasing unit includes: thefuel addition device 56c provided at a position upstream of thePM removal filter 56b in the exhaust passage and adding fuel into the exhaust passage; and thediesel oxidation catalyst 56a provided upstream of thePM removal filter 56b and downstream of thefuel addition device 56c in the exhaust passage, and increasing the temperature of the exhaust gas using the fuel added by thefuel addition device 56c. This makes it possible to efficiently perform the regeneration control of thePM removal filter 56b. - (9) As described with reference to
Fig. 1 , thecontroller 200 performs the regeneration control of thePM removal filter 56b when an amount of accumulation of the particulate matter collected by thePM removal filter 56b is larger than a predetermined amount. This makes it possible to appropriately perform the regeneration control of thePM removal filter 56b. - (10) As described in the modifications, when the
vehicle 2 moves backward before thevehicle 2 stops, thecontroller 200 determines whether or not the outlet temperature exceeds the determination value, using a determination value lower than that when thevehicle 2 moves forward before thevehicle 2 stops. It is conceivable that a distance from an object located around the exhaust vent at the outlet of the exhaust passage is longer when thevehicle 2 moves forward and then stops than when thevehicle 2 moves backward and then stops. Therefore, when thevehicle 2 moves backward and then stops, a determination value (determination value lower than the first determination value and the second determination value) under a condition that is stricter than those of the first determination value and the second determination value shown inFigs. 3 and5 is used. Thus, the regeneration control of thePM removal filter 56b can be further continued. - The embodiments disclosed herein are also planned to be combined together as appropriate for implementation. It should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present disclosure is defined by the terms of the claims, rather than the description of the embodiments above, and is intended to include any modifications within the scope of the claims. REFERENCE SIGNS LIST
- 1 engine; 2 vehicle; 10 engine body; 12 cylinder; 14 common rail; 16 injector; 20 air cleaner; 22 first intake pipe; 24 second intake pipe; 26 intercooler; 27 third intake pipe; 28 intake manifold; 29 diesel throttle valve; 30 turbocharger; 32 compressor; 34 compressor wheel; 36 turbine; 38 turbine wheel; 42 connecting shaft; 50 exhaust manifold; 52 first exhaust pipe; 54 second exhaust pipe; 56 exhaust gas treatment device; 56a diesel oxidation catalyst; 56b PM removal filter; 56c fuel addition device; 56d first exhaust gas temperature sensor; 56e SCR catalyst; 56f second exhaust gas temperature sensor; 56h third exhaust gas temperature sensor; 58 third exhaust pipe; 60 EGR device; 62 EGR valve; 64 EGR cooler; 66 EGR passage; 200 controller; 202 engine rotation speed sensor; 204 vehicle speed sensor; 205 accelerator opening degree sensor; 206 water temperature sensor; 208 air flow meter; 210 fuel pump; 212 fuel filter; 214 fuel tank.
Claims (9)
- An exhaust gas treatment device (56) comprising:a filter (56b) that collects particulate matter included in exhaust gas flowing through an exhaust passage of an engine (1) mounted on a vehicle (2) ;a temperature increasing unit (56c,56a) that increases a temperature of the exhaust gas flowing into the filter; anda controller (200) that performs regeneration control for burning the particulate matter accumulated in the filter by the exhaust gas having the temperature increased by the temperature increasing unit, whereinthe controller performs control for decreasing an outlet temperature of the exhaust passage, when the outlet temperature exceeds a determination value as a result of performance of the regeneration control while the vehicle is in a stop state, andthe controller decreases a rotation speed of the engine as the control for decreasing the outlet temperature,the exhaust gas treatment device (56) being characterized in thatthe controller suppresses the regeneration control as additional control for decreasing the outlet temperature, when the outlet temperature exceeds a determination value higher than the determination value after the rotation speed of the engine is decreased.
- An exhaust gas treatment device (56) comprising:a filter (56b) that collects particulate matter included in exhaust gas flowing through an exhaust passage of an engine (1) mounted on a vehicle (2) ;a temperature increasing unit (56c,56a) that increases a temperature of the exhaust gas flowing into the filter; anda controller (200) that performs regeneration control for burning the particulate matter accumulated in the filter by the exhaust gas having the temperature increased by the temperature increasing unit, whereinthe controller performs control for decreasing an outlet temperature of the exhaust passage, when the outlet temperature exceeds a determination value as a result of performance of the regeneration control while the vehicle is in a stop state,the exhaust gas treatment device (56) being characterized in thatthe determination value is a value that becomes smaller in accordance with an elapsed time since the vehicle stops.
- An exhaust gas treatment device (56) comprising:a filter (56b) that collects particulate matter included in exhaust gas flowing through an exhaust passage of an engine (1) mounted on a vehicle (2) ;a temperature increasing unit (56c,56a) that increases a temperature of the exhaust gas flowing into the filter; anda controller (200) that performs regeneration control for burning the particulate matter accumulated in the filter by the exhaust gas having the temperature increased by the temperature increasing unit, whereinthe controller performs control for decreasing an outlet temperature of the exhaust passage, when the outlet temperature exceeds a determination value as a result of performance of the regeneration control while the vehicle is in a stop state,the exhaust gas treatment device (56) being characterized in that,when the vehicle moves backward before the vehicle stops, the controller determines whether or not the outlet temperature exceeds the determination value, using a determination value lower than that when the vehicle moves forward before the vehicle stops.
- The exhaust gas treatment device according to claim 2 or 3, wherein
the controller suppresses the regeneration control as the control for decreasing the outlet temperature. - The exhaust gas treatment device according to claim 1 or 4, wherein
the controller suppresses the regeneration control by prohibiting the regeneration control. - The exhaust gas treatment device according to claim 2 or 3, wherein
the controller decreases a rotation speed of the engine as the control for decreasing the outlet temperature. - The exhaust gas treatment device according to any one of claims 1 to 6, further comprisinga temperature sensor (56h) provided between the filter in the exhaust passage and an outlet of the exhaust passage and detecting the temperature of the exhaust gas, whereinthe controller estimates the outlet temperature from the temperature detected by the temperature sensor.
- The exhaust gas treatment device according to any one of claims 1 to 7, wherein
the temperature increasing unit includes:a fuel addition device (56c) provided at a position upstream of the filter in the exhaust passage and adding fuel into the exhaust passage; anda diesel oxidation catalyst (56a) provided upstream of the filter and downstream of the fuel addition device in the exhaust passage, and increasing the temperature of the exhaust gas using the fuel added by the fuel addition device. - The exhaust gas treatment device according to any one of claims 1 to 8, wherein
the controller performs the regeneration control when an amount of accumulation of the particulate matter collected by the filter is larger than a predetermined amount.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2018144757A JP6950642B2 (en) | 2018-08-01 | 2018-08-01 | Exhaust treatment device |
PCT/JP2019/027184 WO2020026722A1 (en) | 2018-08-01 | 2019-07-09 | Exhaust-gas treatment apparatus |
Publications (3)
Publication Number | Publication Date |
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EP3832080A1 EP3832080A1 (en) | 2021-06-09 |
EP3832080A4 EP3832080A4 (en) | 2021-06-16 |
EP3832080B1 true EP3832080B1 (en) | 2022-09-14 |
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Application Number | Title | Priority Date | Filing Date |
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EP19844057.0A Active EP3832080B1 (en) | 2018-08-01 | 2019-07-09 | Exhaust-gas treatment apparatus |
Country Status (6)
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EP (1) | EP3832080B1 (en) |
JP (1) | JP6950642B2 (en) |
AU (1) | AU2019315103B2 (en) |
BR (1) | BR112021000381A2 (en) |
TW (1) | TWI716043B (en) |
WO (1) | WO2020026722A1 (en) |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
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JPH0367013A (en) * | 1989-08-05 | 1991-03-22 | Mazda Motor Corp | Particulate catching device of diesel engine |
JP2005264774A (en) * | 2004-03-17 | 2005-09-29 | Hino Motors Ltd | Controller of exhaust emission control device |
JP5548882B2 (en) * | 2010-08-27 | 2014-07-16 | 日立建機株式会社 | Exhaust gas purification system for work vehicles |
US20120023910A1 (en) * | 2011-09-16 | 2012-02-02 | Ford Global Technologies, Llc | Particulate Filter Regeneration Control System and Method |
JP6229488B2 (en) * | 2013-12-25 | 2017-11-15 | トヨタ自動車株式会社 | Exhaust gas purification device for in-vehicle internal combustion engine |
JP6724758B2 (en) * | 2016-12-09 | 2020-07-15 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
JP2018145837A (en) * | 2017-03-03 | 2018-09-20 | 日野自動車株式会社 | Exhaust emission control device |
-
2018
- 2018-08-01 JP JP2018144757A patent/JP6950642B2/en active Active
-
2019
- 2019-07-09 WO PCT/JP2019/027184 patent/WO2020026722A1/en unknown
- 2019-07-09 AU AU2019315103A patent/AU2019315103B2/en active Active
- 2019-07-09 EP EP19844057.0A patent/EP3832080B1/en active Active
- 2019-07-09 BR BR112021000381-9A patent/BR112021000381A2/en unknown
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TW202012769A (en) | 2020-04-01 |
TWI716043B (en) | 2021-01-11 |
EP3832080A1 (en) | 2021-06-09 |
JP2020020298A (en) | 2020-02-06 |
JP6950642B2 (en) | 2021-10-13 |
AU2019315103B2 (en) | 2022-05-19 |
AU2019315103A1 (en) | 2021-03-11 |
WO2020026722A1 (en) | 2020-02-06 |
BR112021000381A2 (en) | 2021-04-13 |
EP3832080A4 (en) | 2021-06-16 |
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