JP2005069238A5 - - Google Patents

Description

Engine exhaust gas purification system

  The present invention promotes filter regeneration of a DPF device that collects and removes particulates discharged from an engine of an automobile traveling in a city, and improves the purification rate of harmful exhaust gases such as NOx. With the goal.

In recent diesel vehicles, particulate matter removal equipment that purifies black smoke and diesel particulate matter (Particulate Matter) (hereinafter referred to as “particulate”) emitted from diesel engines in order to comply with stricter vehicle emission regulations. (Diesel Particulate Filter) (hereinafter referred to as DPF device) is installed. This DPF device includes a filter and a regeneration mechanism for removing the particulates collected in the filter in order to collect the particulates discharged from the engine. As a typical example of this filter, a wall flow monolith made of porous ceramics based on cordierite or silicon carbide is often used. The DPF device has a filter regeneration function for removing particulates collected by the filter from the filter in order to continuously exhibit the particulate collection function by the filter during operation of the diesel engine. It is necessary to be. In addition, NOx, CO, and HC harmful exhaust gases (hereinafter referred to as exhaust gases) are also emitted from diesel engines, so an oxidation catalyst device that oxidizes and purifies soluble organic matter in CO, HC and particulates, ordinary oxygen NOx occlusion reduction catalyst device (hereinafter referred to as NOx occlusion catalyst device) that stores NOx in the catalyst during operation in an excess atmosphere and reduces and purifies NOx during operation in a reducing atmosphere, and urea water is injected into the exhaust gas as a spray. Research has also been conducted on exhaust gas purification devices such as a urea reduction type NOx catalytic device (Urea Selective Catalytic Reduction system) that reduces and purifies NOx with ammonia generated by thermal decomposition and hydrolysis of urea.

By the way, if the particulates collected by the filter of the DPF device can be maintained at a temperature of 600 ° C. or higher, the particulates themselves burn, and the particulates are automatically removed from the filter. However, in normal urban driving of a diesel vehicle, since driving and stopping are repeated, the engine load fluctuates in a wide range from idling to high load, and the exhaust temperature fluctuates in a range of 100 ° C. to 650 ° C. . In such a state, it is difficult to self-burn the particulates while maintaining the particulates collected and deposited on the filter at a temperature of 600 ° C. or higher. In order to solve this problem, a medium regeneration system that lowers the oxidation temperature of the particulates collected and deposited on the filter by supporting the oxidation catalyst on the filter, or an oxidation catalyst is provided upstream of the filter to reduce NO in the exhaust gas to NO. A continuous regeneration type DPF device has been developed that oxidizes particulates collected on a filter by NO _{2 having} a strong oxidizing power after being converted to ₂ at about 300 ° C.

However, even in these oxidation catalyst regeneration type and continuous regeneration type DPF devices, the filter cannot be regenerated because the particulates cannot be combusted when the filter temperature is below about 300 ° C. In particular, when driving a diesel vehicle in the city, the exhaust gas temperature becomes 300 ° C. or higher when the engine is operating at a high load during acceleration, but the exhaust gas temperature drops to around 100 ° C. when idling during deceleration or when waiting for a signal. In general, the idling operation time in the entire traveling in the city travels to 40% on a daily basis. When driving a diesel car with a short distance between signals in the city, exhaust gas with a temperature of 300 ° C or higher can flow into the DPF device and heat the catalyst and filter during acceleration. However, since the catalyst carrier and the filter itself have a large heat capacity, the temperature of the catalyst carrier and the filter cannot be increased to 300 ° C. or more in a short time. And during deceleration after acceleration, the catalyst carrier and filter are cooled by the inflow of low temperature exhaust gas at around 100 ° C, so there is no opportunity for the temperature of the catalyst carrier or filter to rise above 300 ° C when traveling in the city. , it can not be reproduced oxidation catalyst regeneration type or continuous regeneration type DPF device at present.

In order to perform the regeneration function in the oxidation catalyst regeneration type or continuous regeneration type DPF device, the catalyst supported by the filter is sufficiently activated until the collected particulates due to the activation of the catalyst can be burned and removed. It must be maintained at a temperature of 300 ° C. or higher. When the diesel vehicle runs in the city, the engine load fluctuates in a wide range from idling to high load, so the exhaust gas temperature also fluctuates significantly in the range of 100 ° C to 650 ° C. Therefore, when exhaust gas from the engine is directly flowed into the oxidation catalyst regeneration type or continuous regeneration type DPF device, the filter temperature of the DPF device cannot be raised to a sufficient temperature, so the filter is not regenerated. . In order to raise the temperature at which the filter can be regenerated, it is necessary to prevent cooling of the filter by preventing low temperature exhaust gas from flowing into the filter to be regenerated.

Similarly, in order for exhaust gas purification devices such as an oxidation catalyst device, a NOx storage catalyst device, or a urea reduction type NOx catalyst device to exhibit an exhaust gas purification function, as in the case of regeneration of a DPF device, an exhaust gas purification device Therefore, it is necessary to increase the temperature of the exhaust gas flowing into these exhaust gas purifying devices.

In addition, for the purpose of exhaust gas purification of a liquid fuel pilot injection self-ignition type natural gas engine that emits NOx, CO, HC and particulate harmful exhaust gases similar to diesel engines, the same DPF device as diesel engines is installed. Exhaust gas purification device such as NOx oxidation catalyst device, NOx occlusion catalyst device or urea reduction type NOx catalyst device is required, and exhaust gas purification by full function of DPF device and exhaust gas purification device in urban driving In order to achieve this effect, it is necessary to prevent the cooling of the filter of the DPF device similar to the diesel engine and to increase the temperature of the exhaust gas flowing into the exhaust gas purification device.

As a document related to such technology, a branch part for dividing exhaust gas into two exhaust gas flows and a filter carrying a catalyst in the middle of each of two exhaust passages are arranged in parallel, and two exhausts downstream of the filter are discharged. Exhaust gas detected by an exhaust gas thermometer provided upstream of the branching section with a passage switching valve at either the upstream branching section of the filter or downstream of the filter. Patent Document 1, Patent Document 2, Patent Document 3, and Patent Document 4 relating to a DPF device having a mechanism in which a filter or a catalyst is provided in each of two exhaust passages according to temperature and one of the two exhaust passages is closed are known. Further, Patent Document 5 is known in which natural gas is used in addition to light oil as a fuel in order to reduce particulates discharged from a diesel engine.

In the technique of Patent Document 1, a filter carrying a catalyst is arranged in parallel in each of two exhaust passages, and the exhaust gas temperature upstream of the DPF device is below a predetermined value from a state in which the temperature exceeds the activation temperature of the catalyst. When the flow rate decreases to a certain value, the passage switching valve stops the inflow of exhaust gas to the filter on one of the two exhaust passages for a certain period of time, and keeps the filter that prohibits the inflow of exhaust gas to regenerate with the catalyst. It is a thing.

In the technique of Patent Document 2, a filter carrying a catalyst that purifies at a high purification rate when a predetermined temperature condition is satisfied is disposed in the middle of each of the two exhaust passages, and at least one exhaust passage has a predetermined passage. The ratio of the flow rate of the exhaust gas flowing into the exhaust passage is changed so as to satisfy the temperature condition.

The technique of Patent Document 3 divides a multi-cylinder engine into two cylinder groups, provides an intake passage and an exhaust passage for each cylinder group, and provides a filter in each exhaust passage, and splits intake air into each cylinder group. An intake throttle valve is provided at the branch of the intake passage to restrict the amount of air sucked into one cylinder group, thereby increasing the exhaust gas temperature and regenerating the filter of the cylinder group that restricts the intake air amount. It is.

In the technique of Patent Document 4, a multi-cylinder engine is divided into a plurality of cylinder groups, exhaust passages of each cylinder group are provided independently, a catalyst is provided for each exhaust passage of each cylinder group, and a partial load of the engine Under the conditions, in the cylinder group deactivation engine that operates some cylinder groups as deactivated cylinder groups and the remaining cylinder groups as activated cylinder groups, the catalyst temperature is increased by increasing the exhaust temperature of the activated cylinder groups, It is intended to improve the exhaust gas purification efficiency by activating the catalyst in the operating cylinder group.
The technology of Patent Document 5 aims to reduce particulate emissions of the entire engine by using natural gas that does not emit particulates in addition to diesel oil that emits particulates as fuel.
JP-A-5-195748 JP2003-307127A JP-A-57-124019 JP 2002-349304 A JP 7-11983

In Japanese cities, the distance between intersections where traffic lights are installed is short, and the installation density of traffic lights is high. Therefore, in a diesel vehicle traveling in a city, the period during which high-temperature exhaust gas of 300 ° C. or higher is exhausted from the engine during acceleration is as short as several seconds or less. It drops to around 100 ° C or below 100 ° C. Especially since the diesel engine in a state of engine braking in a state of high rotational speed of the fuel non-injection operation, large quantities are discharged 100 ° C. or less of the exhaust gas from the engine, the Rukoto allowed to rapidly cool the catalyst Become.

Thus acceleration in urban running of diesel automobiles, 惰 row, stationary, engine braking, since the repetition of red waiting stop, the engine load is varied load in a wide range of high load from idling in a short time, the exhaust gas temperature Fluctuates in the range of 100 ° C to 650 ° C. In the thing of the said patent document 1, a catalyst support | carrier and a filter may have a comparatively big heat capacity, and is the temperature which a catalyst activates the temperature of a catalyst or a filter in the driving | running | working in a city. In many cases, it is not possible to reach a temperature higher than about ° C.

However, in the above-mentioned Patent Document 1, it is assumed that the filter temperature of the DPF device is governed by the exhaust gas temperature upstream of the filter, and when the exhaust gas temperature reaches or exceeds the particulate oxidation start temperature of the catalyst, the catalyst itself. When the exhaust gas temperature drops below the particulate oxidation start temperature of the catalyst in a short time, low temperature exhaust gas flows into the filter for a certain period of time. In this case, the filter is kept warm, the particulates collected in the filter are oxidized by the catalyst supported on the filter, and the filter is regenerated.

However, since the filter itself of the DPF device has a large heat capacity, the temperature of the catalyst itself and the catalyst carried on the filter are not the same as the temperature of the catalyst when the high-temperature exhaust gas of 300 ° C. or higher flows into the filter for a short time. Obviously, it cannot be raised to temperatures above 300 ° C. which oxidize the curate. Even when the temperature of the exhaust gas flowing into the filter becomes 300 ° C. or higher, the low temperature exhaust gas is prevented from flowing into the filter for a certain time while the temperature of the catalyst carried on the filter is 300 ° C. or lower. Even if the filter is kept warm, if the temperature of the catalyst supported on the filter is not higher than 300 ° C., the collected particulates are not oxidized and the filter can not be regenerated .

That is, in the case of Patent Document 1, in a running state of an automobile in which the engine output repeatedly fluctuates in a short time and the exhaust gas temperature repeatedly fluctuates in a short time as in a city, the catalyst is Even if the exhaust gas is prohibited from flowing into the filter for a certain period of time when the exhaust gas temperature changes from a high temperature to a low temperature before the temperature rises to the temperature to oxidize the particulates that have been activated and collected, it will be collected by the filter. The particulates thus made are not oxidized. When the exhaust gas temperature changes from high temperature to low temperature, the exhaust gas is prohibited from flowing into the filter, and when the low temperature exhaust gas flows in after a certain period of time, the filter is further cooled to lower the catalyst temperature. Therefore, in order to perform the filter regeneration function by heating the filter catalyst during driving when high temperature exhaust gas is exhausted in subsequent automobile driving, it is necessary to encounter driving conditions where exhaust gas of higher temperature is continuously exhausted. Unless this is done, the filter will not be regenerated. Thus, in the thing of patent document 1, since the regeneration function of a filter falls remarkably depending on the driving | running | working conditions of a motor vehicle, it is a technique with a defect as a filter regeneration technique.

As described above, in the case of the above-mentioned Patent Document 1, in the travel of a diesel automobile in a city that exhausts exhaust gas that fluctuates between high temperature and low temperature in a short time, the high temperature exhaust gas flowing into the filter during the travel is detected. even if they are, the catalyst of the filter since some state not heated until it reaches the activation temperature, and immediately incubated prohibit the flow of low temperature exhaust gas after the detection of the hot exhaust gas flowing into the filter at that time However, since the filter does not reach the temperature at which the catalyst is activated, the filter does not oxidize and remove the collected particulates, and a state in which the regeneration function of the catalyst cannot be performed easily occurs. Therefore clogged filter by trapping particulates the apparatus having the Patent Document 1 in consecutive long-term running of the running in the urban risk engine failure such as stopping due to an increase in engine back pressure is generated However , there is a problem in practical use as a DPF device for a diesel vehicle.

In the above-mentioned Patent Document 2, even if the flow rate of the exhaust gas flowing into one of the filters to be regenerated is branched in parallel with the exhaust passage, the flow rate of the exhaust gas is controlled by the exhaust gas temperature. When the diesel vehicle is traveling in the city, the engine is braked and the red signal is repeatedly stopped, so the exhaust gas at 100 ° C idling is repeatedly discharged from the engine in a short cycle, and the filter is cooled. . For this reason, it is difficult to maintain the filter temperature at about 300 ° C. or more, and it is obvious that the above-mentioned Patent Document 2 has a problem that regeneration does not function in urban driving.

In the case of the above-mentioned Patent Document 3, the multi-cylinder engine is divided into two cylinder groups, and an exhaust passage including an intake passage and a filter is provided for each cylinder group, and one of the filters is regenerated. Is an exhaust emission control device for a diesel engine that raises the exhaust gas temperature flowing into the regenerating filter by reducing the intake air amount of the regenerating cylinder group. While the diesel vehicle is traveling in the city, the engine is braked and the red signal waiting stop is repeated, so that the exhaust gas of idling 100 ° C. is repeatedly exhausted in a short cycle, so that the filter is cooled. Therefore, although it is possible to raise the exhaust temperature somewhat by the intake throttle, raising the exhaust gas at 100 ° C. at idling to about 300 ° C. or higher at which the filter catalyst is activated causes deterioration of engine combustion and pumping loss. This causes an increase in the engine fuel efficiency . With the thing of the said patent document 3, since it is difficult to raise exhaust gas to about 300 degreeC or more which the catalyst of a filter activates, without making an engine fuel consumption worse in driving | running | working in a city, it is a problem practically. It can be said that there is a technology.

Further, in the above-mentioned Patent Document 4, a multi-cylinder engine is divided into a plurality of cylinder groups, and a catalyst is disposed in each of the exhaust passages of each cylinder group. By operating the group as a deactivated cylinder group and operating the remaining cylinder group as an active cylinder group, an attempt was made to regenerate the exhaust gas by the catalyst or to regenerate the filter by raising the catalyst temperature due to the increase in the exhaust temperature of the active cylinder group It is.

Therefore, in the case of the above-mentioned Patent Document 4, when traveling in the city, the engine output repeatedly fluctuates in a short time and the exhaust gas temperature repeatedly fluctuates in a short time, causing the engine to fluctuate. In some cases, the exhaust temperature of the operating cylinder group becomes 100 ° C. or lower, so that the filter is cooled, and it is difficult to raise the filter catalyst to about 300 ° C. or higher, so that the regeneration of the filter does not function. It is clear. In addition, an oxidation catalyst device whose exhaust gas purification function depends on the activity of the catalyst due to temperature rise, a NOx occlusion catalyst device, or a urea reduction type NOx catalyst device, etc., also has an exhaust purification device such as NOx, HC, CO, etc. It is clear that problems occur as well.

The above-mentioned Patent Document 5 is an engine in which light oil is pilot-injected into a cylinder of the engine and natural gas injected into the cylinder from the intake port is ignited by self-ignition of pilot-injected fuel. This liquid fuel pilot-injected self-ignition natural gas engine emits less particulates than a diesel engine. However, to further reduce pollution, it is necessary to reduce the particulates using an effective DPF device, and to reduce the partial load. However, there is a problem that a large amount of methane is discharged.

As described above, in each of Patent Documents 1 to 4, a catalyst carrier carrying a catalyst or a filter carrying a catalyst is arranged for each of a plurality of exhaust passages arranged in parallel, and a part of exhaust gas is emitted while the automobile is running. The exhaust gas flowing into the catalyst support or the filter in the passage is controlled to increase the temperature to about 300 ° C. or higher at which the catalyst is activated.

However, diesel cars traveling in urban areas emit high-temperature exhaust gas of 400 ° C or higher during a relatively short time when starting and accelerating due to the green light at the intersection, but steady driving after acceleration The exhaust gas temperature of the engine is significantly lower than that at the time of acceleration, and the exhaust gas temperature during deceleration by the engine brake and the idling operation stopped by a red signal becomes a low temperature of about 100 ° C. or less. Patent Documents 1 to 4 all attempt to increase the temperature by controlling the exhaust gas flowing into a part of the catalyst carrier or filter. However, the temperature is lower than about 100 ° C. during the stop by the red signal of the deceleration traveling and the idling operation. The exhaust gas flows into the catalyst carrier or filter, and the filter is cooled. For this reason, when driving a diesel vehicle in the city, acceleration, engine braking, and red signal waiting stop are repeated, so the catalyst carrier and filter are repeatedly exposed to high and low temperature exhaust gas, and have a certain heat capacity. Since the catalyst carrier and filter are exposed to exhaust gas at a high temperature of 400 ° C or higher and a low temperature of 100 ° C in a short cycle, the temperature of the catalyst is maintained for a certain period of time at about 300 ° C or higher when the catalyst is activated. It is difficult to let

As described above, even if the method of Patent Documents 1 to 4 is used to control the inflow of exhaust gas to the catalyst carrier or filter and maintain the catalyst carrier or filter at a high temperature to activate the catalyst, Since the exhaust gas is always cooled, the catalyst is not activated. As a result, excessive particulates accumulate on the filter of the DPF device during continuous long-term driving in the city, causing problems such as engine stoppage due to an increase in exhaust back pressure and filter erosion due to abnormal combustion of collected particulates. There is a fear, and there is a problem in practicality as a DPF device.

The present invention has been devised in view of the above problems. The exhaust gas discharged from the engine has two exhaust passages connected in parallel downstream of the exhaust manifold, a filter is provided in the middle of each exhaust passage, and an exhaust gas thermometer is provided upstream of the filter. Yes.

In the present invention, one of the two exhaust passages is maintained at a high temperature in order to preferentially regenerate, and when the exhaust gas detects an exhaust gas temperature lower than a predetermined value, The filter is not allowed to flow into the high temperature maintaining filter, which gives priority to filter regeneration, but is allowed to flow into the other filter. With this method, the filter that gives priority to regeneration is prevented from being cooled by the inflow of low-temperature exhaust gas, and the temperature of the filter that is always preferentially regenerated is maintained at a high temperature, so that it can be used even when traveling in the city of diesel vehicles. The filter can be regenerated.

An oxidation catalyst regeneration type and a continuous regeneration type DPF device are provided in each of the two parallel exhaust passages, and one of the filters arranged in parallel in the DPF device is preferentially maintained at a high temperature. Filters that are controlled but preferentially maintained at a high temperature shall be alternated according to a predetermined criterion. Further, when the exhaust gas temperature detector detects an exhaust gas temperature higher than a predetermined value, the exhaust gas is caused to flow into both filters so that catalyst regeneration of both filters can be performed. As a result, the catalyst regeneration of both filters can be carried out in continuous high-load operation of the engine, such as highway traveling and uphill traveling.

Thus, the present invention is the acceleration running in urban running of diesel automobiles, 惰 line running, normal running, since engine braking, repetition of red waiting stop, the engine load is a load in a wide range of high load from idling in a short time Is characterized in that the catalyst regeneration of the filter of the DPF device can be performed in a state where the exhaust gas temperature fluctuates in a range of 100 ° C. to 650 ° C. In addition to the DPF device, when an oxidation catalyst device, a NOx storage catalyst device, or a urea reduction type NOx catalyst device is used in combination with the DPF device, the temperature of the exhaust gas purification device arranged in series with the high temperature maintenance control filter may also be increased. This makes it possible to improve the exhaust gas purification function of the exhaust gas purification device.

Also, as with diesel engines, liquid fuel pilot injection self-ignition natural gas engines emit NOx, CO, and HC exhaust gases in addition to particulates, so DPF devices, oxidation catalyst devices, and NOx storage catalyst devices Alternatively, it is necessary to purify the exhaust gas by mounting an exhaust gas purification device such as a urea reduction type NOx catalyst device. The present invention makes it possible to regenerate the catalyst of the filter of the DPF device even when the liquid fuel pilot injection self-ignition natural gas vehicle runs in the city, and an oxidation catalyst device, a NOx storage catalyst device, a urea reduction type NOx catalyst device, or the like is provided. The exhaust purification function is improved.

In order to achieve the above object, the present invention adopts the following configuration.
That is, the exhaust gas purification system according to the invention of claim 1 is a multi-cylinder diesel engine in which all cylinders are operated.
A first exhaust passage and a second exhaust passage that branch off an exhaust passage for flowing the exhaust gas of the multi-cylinder diesel engine from the exhaust manifold to the exhaust muffler are provided in parallel,
A DPF device including a first exhaust passage filter for collecting particulates in the middle of the first exhaust passage, and a second exhaust passage filter for collecting particulates in the middle of the second exhaust passage;
An exhaust passage switching valve is provided at a branch portion where the exhaust passage branches into the first exhaust passage and the second exhaust passage;
The exhaust flow path switching valve is configured to cause the exhaust gas discharged from each cylinder of the multi-cylinder diesel engine to flow down only to the first exhaust path, to flow only to the second exhaust path, the first exhaust path and the second exhaust It is possible to switch to three types of exhaust gas flow forms that flow down to both passages,
Provided the exhaust gas temperature detector upstream of the exhaust flow switching valve detects the temperature of exhaust gas flowing to the exhaust flow switching valve,
Two types of control are possible: control for preferentially maintaining the first exhaust passage filter at a high temperature and control for preferentially maintaining the second exhaust passage filter at a high temperature,
In the control for preferentially maintaining the first exhaust passage filter at a high temperature, when the exhaust gas temperature is higher than a predetermined value, the exhaust gas flows down to both the exhaust passages of the first exhaust passage and the second exhaust passage. On the contrary, when the exhaust gas temperature is lower than a predetermined value, the exhaust passage switching valve is adjusted so that the exhaust gas flows down to the single exhaust passage only of the second exhaust passage,
The control for preferentially maintaining the second exhaust passage filter at a high temperature is such that when the exhaust gas temperature is higher than a predetermined value, exhaust gas is supplied to both the first exhaust passage and the second exhaust passage. On the contrary, when the exhaust gas temperature is lower than a predetermined value, the exhaust passage switching valve is adjusted so that the exhaust passage switching valve flows down to the single exhaust passage of only the first exhaust passage. The filter temperature of any one of the exhaust passage filters can be preferentially maintained at a high temperature.

According to the first aspect of the present invention, the first exhaust passage and the second exhaust passage that are branched in the middle of the exhaust passage that causes the exhaust gas discharged from the exhaust manifold of the multi-cylinder diesel engine to flow down to the exhaust muffler are arranged in parallel. Provided. An exhaust flow path switching valve is provided at a branch portion upstream of the exhaust gas flow in the first exhaust passage and the second exhaust passage. The exhaust gas of the multi-cylinder diesel engine flows into the exhaust gas inlet of the exhaust flow path switching valve, and the first exhaust path and the second exhaust path are arranged in parallel with each of the two exhaust gas outlets of the exhaust flow path switching valve. Connecting.

The first exhaust passage filter of the DPF device that collects the particulates is provided in the middle of the first exhaust passage, and the second exhaust passage filter of the DPF device that collects the particulates is arranged in the middle of the second exhaust passage. Set up. The exhaust flow path switching valve is configured to allow exhaust gas discharged from each cylinder of the multi-cylinder diesel engine to flow out only to the first exhaust path, to flow only to the second exhaust path, the first exhaust path, and the second exhaust path. It is possible to switch to three types of exhaust gas flow forms in which both are discharged.

An exhaust gas temperature detector is provided upstream of the exhaust flow path switching valve to detect the temperature of the exhaust gas flowing into the exhaust flow path switching valve. When preferentially maintaining the first exhaust passage filter at a high temperature, when the exhaust gas temperature is lower than a predetermined value, the exhaust passage is switched so that the exhaust gas does not flow down to the first exhaust passage but only to the second exhaust passage. The valve is controlled, and when the exhaust gas temperature is higher than a predetermined value, the exhaust passage switching valve is controlled so that the exhaust gas flows down into both the first exhaust passage and the second exhaust passage.

In addition, when the second exhaust passage filter is preferentially maintained at a high temperature, the exhaust passage switching valve is set so as to flow down to the first exhaust passage without flowing down to the second exhaust passage when the exhaust gas temperature is lower than a predetermined value. Control. When the exhaust gas temperature is higher than a predetermined value, the exhaust flow path switching valve is controlled so that the exhaust gas flows down through both the first exhaust path and the second exhaust path. As a result, during operation of the multi-cylinder diesel engine, the temperature of either the first exhaust passage filter or the second exhaust passage filter can be preferentially maintained at a high temperature, and the filter maintained at this high temperature is captured by the filter. The filter is regenerated by burning the collected particulates.

In addition, regarding the time for preferentially maintaining the filter temperature of either the first exhaust passage filter or the second exhaust passage filter to be continuously high, the filter temperature of either one of the filters is always maintained during engine operation. Control may be performed so as to maintain a high temperature, or control may be performed so that any one of the filters is maintained at a high temperature during a predetermined time. In addition, as the DPF device, the first exhaust passage filter and the second exhaust passage filter have an oxidation catalyst regeneration type in which an oxidation catalyst is supported, or the exhaust gas in the exhaust gas immediately before each filter of the first exhaust passage filter and the second exhaust passage filter. An oxidation catalyst regeneration type in which an oxidation catalyst for converting NO into NO ₂ may be used.

The invention described in claim 2 relates to an exhaust gas purification system, wherein each cylinder of a multi-cylinder supercharged diesel engine is divided into a first cylinder group and a second cylinder group, and the first cylinder group and the second cylinder group Each intake and exhaust flow circuit is provided with a supercharger and an air supply intercooler independently to form a flow path circuit in which the intake air and exhaust gas of the first cylinder group and the second cylinder group do not mix with each other. Under the partial load operation condition, the idle cylinder group is operated as an operating cylinder group that generates engine output in one of the first cylinder group and the second cylinder group and does not generate output in the other cylinder group. In a cylinder group deactivation control supercharged multi-cylinder diesel engine that can be operated as
A first cylinder group exhaust passage connected to an exhaust gas outlet of the supercharger of the first cylinder group and a second cylinder group exhaust passage connected to an exhaust gas outlet of the supercharger of the second cylinder group;
The first cylinder group exhaust passage and the second cylinder group exhaust passage are individually connected to the two exhaust gas inlets of the cylinder group exhaust passage switching valve and the two exhaust gases of the cylinder group exhaust passage switching valve. Connect the first exhaust passage and the second exhaust passage individually to the outlet,
The exhaust gas in the first exhaust passage and the second exhaust passage is caused to flow down to the exhaust muffler,
A DPF device including a first exhaust passage filter for collecting particulates in the middle of the first exhaust passage, and a second exhaust passage filter for collecting particulates in the middle of the second exhaust passage;
The cylinder group exhaust passage switching valve is configured to cause the exhaust gas in the first cylinder group exhaust passage and the second cylinder group exhaust passage to flow down to the first exhaust passage, and to the first cylinder group exhaust passage and the second cylinder. The exhaust gas in the group exhaust passage flows down to the second exhaust passage, the exhaust gas in the first cylinder group exhaust passage flows down to the first exhaust passage, and the exhaust gas in the second cylinder group exhaust passage is second exhausted. It is possible to switch to three types of exhaust gas flow forms that flow down to the passageway,
An exhaust gas temperature detector is disposed in the first cylinder group exhaust passage upstream of the cylinder group exhaust passage switching valve to detect the first cylinder group exhaust gas temperature, and the second cylinder group exhaust passage is exhausted. A gas temperature detector is provided to detect the second cylinder group exhaust gas temperature,
Two types of control are possible: control for preferentially maintaining the first exhaust passage filter at a high temperature and control for preferentially maintaining the second exhaust passage filter at a high temperature,
The first time control for maintaining the exhaust passage filter preferentially to high temperatures, at the same time the Always be operated the first cylinder group as the operating cylinders group regardless of the level of load of the cylinder group inaction control multi-cylinder diesel engine When the first cylinder group exhaust gas temperature is higher than a predetermined value, the exhaust gas in the first cylinder group exhaust passage flows down to the first exhaust passage and the exhaust gas in the second cylinder group exhaust passage flows down to the second exhaust passage. On the other hand, when the first cylinder group exhaust gas temperature is lower than a predetermined value, the exhaust gas in the first cylinder group exhaust passage and the exhaust gas in the second cylinder group exhaust passage are exhausted only by the second exhaust passage. Controlling the cylinder group exhaust flow path switching valve so as to flow down to the passage;
The time-control of the second exhaust passage filter maintains preferentially to high temperatures, at the same time the when the operating always the second cylinder group regardless of the level of load of the cylinder group inaction control multi-cylinder diesel engine as a running cylinder group When the temperature of the second cylinder group exhaust gas is higher than a predetermined value, the exhaust gas in the first cylinder group exhaust passage flows down to the first exhaust passage and the exhaust gas in the second cylinder group exhaust passage flows down to the second exhaust passage. On the contrary, when the temperature of the second cylinder group exhaust gas is lower than a predetermined value, the exhaust gas in the first cylinder group exhaust passage and the exhaust gas in the second cylinder group exhaust passage are separately exhausted only in the first exhaust passage. Controlling the cylinder group exhaust flow path switching valve so as to flow down to the passage;
The filter temperature of either the first exhaust passage filter or the second exhaust passage filter can be preferentially maintained at a high temperature.

In the second aspect of the invention, each cylinder of the multi-cylinder supercharged diesel engine is divided into a first cylinder group and a second cylinder group, and intake and exhaust flow circuits of the first cylinder group and the second cylinder group, respectively. the supercharging device, independently provided air supply intercooler and the circuit of the flow passage do not mix intake air and exhaust gas of the first cylinder group and the second cylinder group to each other, of the multi-cylinder supercharged diesel engine Under specific partial load operating conditions, the cylinder is operated as an operating cylinder group for generating engine output by supplying fuel to one of the first cylinder group or the second cylinder group and burning it. Operates as a deactivated cylinder group that either stops fuel supply or generates no net shaft output with very little fuel supply, and supplies fuel to both gas groups in other engine operating areas including high loads. First in first cylinder group and the exhaust gas outlet of the supercharger of the first cylinder group in the cylinder group inaction control multi-cylinder supercharged engine capable of operating all the cylinder group of the second cylinder group as operation cylinder group A cylinder group exhaust passage is connected, and a second cylinder group exhaust passage is connected to an exhaust gas outlet of the supercharging device of the second cylinder group.

The first cylinder group exhaust passage and the second cylinder group exhaust passage are individually connected to two exhaust gas inlets provided independently of the cylinder group exhaust passage switching valve , and are connected to the cylinder group exhaust passage switching valve . A first exhaust passage and a second exhaust passage are individually connected to two independently provided exhaust gas outlets. The exhaust gas is allowed to flow down from the first exhaust passage and the second exhaust passage to the exhaust muffler.

The first exhaust passage filter of the DPF device that collects the particulates is provided in the middle of the first exhaust passage, and the second exhaust passage filter of the DPF device that collects the particulates is provided in the middle of the second exhaust passage. To do. The cylinder group exhaust passage switching valve is configured to cause the exhaust gas in the first cylinder group exhaust passage and the second cylinder group exhaust passage to flow down to the first exhaust passage, and the first cylinder group exhaust passage and the second cylinder group exhaust passage. In which the exhaust gas in the first cylinder group exhaust passage flows down to the first exhaust passage and the exhaust gas in the second cylinder group exhaust passage flows down to the second exhaust passage. It is possible to switch to three types of exhaust gas flow.

Further, an exhaust gas temperature detector is provided in each of the first cylinder group exhaust passage and the second cylinder group exhaust passage, and the first cylinder group exhaust gas temperature of the first cylinder group exhaust passage flowing into the cylinder group exhaust passage switching valve is provided. And the second cylinder group exhaust gas temperature in the second cylinder group exhaust passage is detected. When the first exhaust passage filter is preferentially maintained at a high temperature, the first cylinder group is always operated as an operating cylinder group that generates engine output regardless of the engine operating load.

At the same time, when the first cylinder group exhaust gas temperature in the first cylinder group exhaust passage is higher than a predetermined value, the exhaust gas in the first cylinder group exhaust passage is caused to flow down to the first exhaust passage and the exhaust gas in the second cylinder group exhaust passage. Is caused to flow down to the second exhaust passage. However, when the exhaust gas temperature in the first cylinder group exhaust passage is lower than a predetermined value, the exhaust gases in both the first cylinder group exhaust passage and the second cylinder group exhaust passage flow down to the second exhaust passage, and the first exhaust passage The cylinder group exhaust passage switching valve is controlled so as to prohibit the exhaust gas from flowing down.

When the second exhaust passage filter is preferentially maintained at a high temperature, the second cylinder group is always operated as an operating cylinder group that generates engine output regardless of the engine operating load. At the same time, when the second cylinder group exhaust gas temperature in the second cylinder group exhaust passage is higher than a predetermined value, the exhaust gas in the second cylinder group exhaust passage flows into the second exhaust passage, and the exhaust gas in the first cylinder group exhaust passage Into the first exhaust passage. However, when the second cylinder group exhaust gas temperature in the second cylinder group exhaust passage is lower than a predetermined value, the exhaust gas in both the first cylinder group exhaust passage and the second cylinder group exhaust passage flows down to the first exhaust passage. The cylinder group exhaust passage switching valve is controlled so as to prohibit the exhaust gas from flowing into the second exhaust passage.

By controlling the cylinder group exhaust passage switching valve as described above, the filter temperature of either the first exhaust passage filter or the second exhaust passage filter is set during operation of the cylinder group deactivation control multi-cylinder supercharged diesel engine. The filter can be preferentially maintained at a high temperature, and the filter maintained at this high temperature is caused to regenerate the filter by burning the particulates collected in the filter.

In addition, regarding the time for preferentially maintaining the filter temperature of either the first exhaust passage filter or the second exhaust passage filter to be continuously high, the filter temperature of either one of the filters is always maintained during engine operation. Control may be performed so as to maintain a high temperature, or control may be performed so that any one of the filters is maintained at a high temperature during a predetermined time.
In addition, as the DPF device, the first exhaust passage filter and the second exhaust passage filter have an oxidation catalyst regeneration type in which an oxidation catalyst is supported, or the exhaust gas in the exhaust gas immediately before each filter of the first exhaust passage filter and the second exhaust passage filter. A continuous regeneration type DPF device provided with an oxidation catalyst for converting NO into NO ₂ may be used.

A third aspect of the present invention relates to the exhaust gas purification system according to any one of the first to second aspects, in the case of control for preferentially maintaining the first exhaust passage filter at a high temperature and the first. (2) The control for preferentially maintaining the exhaust passage filter at a high temperature is periodically replaced.

According to the third aspect of the present invention, in the case of the control for preferentially maintaining the first exhaust passage filter at a high temperature in accordance with predetermined criteria such as the travel distance of the diesel vehicle, the travel time, or the operation time of the diesel engine, and the second Both the first exhaust passage filter and the second exhaust passage filter can be regenerated by periodically replacing the case of control for preferentially maintaining the exhaust passage filter at a high temperature.

The invention of claim 4, wherein the claim relates to exhaust gas purification system according to any one of 1 to 3, downstream of the first of the exhaust flow switching valve or the cylinder group exhaust flow switching valve The addition of an exhaust gas purification device for purifying NOx, HC, CO, etc. other than particulates, such as an oxidation catalyst device, a NOx storage catalyst device, or a urea reduction type NOx catalyst device, to each of the exhaust passage and the second exhaust passage. Features.

In the invention according to claim 4, the oxidation catalyst device, the NOx occlusion catalyst device, or the urea reduction type is added to the DPF device having a filter for collecting the particulates in the multi-cylinder diesel engine or the cylinder group deactivation control multi-cylinder supercharged diesel engine. When combining exhaust gas purification devices that purify harmful exhaust gas components such as NOx, HC, and CO other than particulates such as NOx catalyst devices, exhaust gas purification devices other than DPF devices can be connected to exhaust flow switching valves or cylinder group exhaust. This is that the first exhaust passage and the second exhaust passage downstream of the flow path switching valve are disposed.

In the fourth aspect of the present invention, the first exhaust passage filter and the first exhaust passage filter downstream of the exhaust passage switching valve or the cylinder group exhaust passage switching valve are independently connected in series with the first exhaust passage filter. the exhaust gas purifying device, such as one of the urea reduction type NOx catalyst device disposed, disposing the exhaust gas purifying device, such as one of the urea reduction type NOx catalyst device to a second exhaust passage filter in series. Therefore, when the filter temperature of either the first exhaust passage filter or the second exhaust passage filter is preferentially maintained at a high temperature, the catalyst of the exhaust gas purification device coupled in series with the filter that has been controlled to maintain the high temperature. The temperature can also be increased.

In this way, by arranging the exhaust gas purifying device independently in each of the first exhaust passage and the second exhaust passage, the filter temperature of either the first exhaust passage filter or the second exhaust passage filter can be increased. By using the control for preferentially maintaining a high temperature, it is possible to increase the temperature of the exhaust gas purifying device in the partial load operation state of the multi-cylinder diesel engine or the cylinder group deactivation control multi-cylinder supercharged diesel engine.

A fifth aspect of the present invention relates to the exhaust gas purification system according to any one of the first to fourth aspects, wherein the multi-cylinder diesel engine or the cylinder group deactivation control multi-cylinder supercharged diesel engine is deactivated in a cylinder group. It is a controlled liquid fuel pilot injection self-ignition natural gas multi-cylinder engine.

According to the fifth aspect of the present invention, the natural fuel is injected from the intake port into the cylinder by the same means as in the case of the multi-cylinder diesel engine in which all the cylinders are in operation or the cylinder group deactivation control multi-cylinder supercharged diesel engine. In a liquid fuel pilot injection self-ignition type natural gas engine operated by igniting by self-ignition of liquid fuel in which gas is pilot-injected, two types of fuel supply of natural gas and liquid fuel are divided into two cylinder groups, and each cylinder group is divided. Cylinder group deactivation control multi-cylinder liquid fuel pilot injection self-ignition natural gas engine that can be individually controlled
And maintaining the exhaust gas temperature of the first exhaust passage and one of the exhaust passage to one of the filters of the second exhaust passage to regenerate preferentially to a high temperature, the filter of the exhaust passage to be reproduced preferentially predetermined value The exhaust gas having a lower temperature is prevented from flowing into the other filter. In this way, the priority reconstruction filter is prevented from cooling by flow of cold exhaust gases, always by to be maintained the temperature of the filter to regenerate preferentially to a high temperature, the liquid fuel pilot injection ignition type natural The filter can be regenerated even when the gas engine vehicle is traveling in the city.

Also, in the case of a liquid fuel pilot injection self-ignition natural gas engine, the first control is performed by controlling the flow of exhaust gas flowing down from the exhaust passage switching valve or the cylinder group exhaust passage switching valve to the first exhaust passage and the second exhaust passage. The temperature increase of the first exhaust passage filter or the second exhaust passage filter is performed simultaneously with an oxidation catalyst device, a NOx occlusion catalyst device, or a urea reduction type NOx catalyst device coupled in series with the first exhaust passage filter or the second exhaust passage filter, respectively. the exhaust gas purifying apparatus for an equal to high temperature, it is Rukoto to promote purification of exhaust gas.

In general, DPF-equipped diesel cars traveling in urban areas emit high temperature exhaust gas of 300 ° C or higher when starting and accelerating when starting a green light at intersections, and the filter is heated. Due to the stop , exhaust gas of 300 ° C or less flows into the filter when driving at a constant speed after acceleration , and low temperature exhaust gas of about 100 ° C or less is discharged from the engine in the subsequent deceleration running state by the engine brake. The filter is cooled. As described above, in the city travel of diesel automobiles, the constant speed travel, the deceleration travel by the engine brake, and the travel stop time due to the red light and traffic jam are several times the acceleration. Therefore, the filter is cooled by the low temperature exhaust gas by decelerating and stopping several times the acceleration time after the filter is heated by the high temperature exhaust gas at the time of acceleration for a short time.

In particular, in a short city traveling from the intersection to the intersection, the acceleration of a single acceleration takes a relatively short time of several seconds. It is extremely difficult to raise the curate to 600 ° C. where it burns.

Even if a filter that carries an oxidation catalyst on the filter and burns particulates at about 300 ° C. is installed, the acceleration time is short for a few seconds in a short city run from the intersection to the intersection. During the time, it is impossible to raise the temperature of the catalyst supported on the filter having a relatively large heat capacity to 300 ° C. On the other hand, in order to regenerate a filter in which particulates have accumulated due to the oxidizing action of the catalyst, it is necessary to raise the temperature of the filter and the catalyst to about 300 ° C., but acceleration of a short distance from the intersection in the city to the intersection It is difficult to raise the temperature of the filter and the catalyst to about 300 ° C. by heating the exhaust gas inside. In this way, even if traveling in the city that repeats acceleration and deceleration is repeated for a long time, even if the catalyst is supported on the filter, the catalyst is activated and the particulates accumulated on the filter are removed in the traveling state in the city. It is extremely difficult to do.

According to the first aspect of the present invention, the first exhaust passage filter and the second exhaust passage filter are provided in parallel downstream of the exhaust passage switching valve connected to the exhaust manifold, and for example, the first exhaust passage filter is preferentially maintained at a high temperature. In this case, when the exhaust gas temperature is lower than a predetermined value, the exhaust gas is not allowed to flow into the first exhaust passage but is allowed to flow only into the second exhaust passage to prevent the first exhaust passage filter maintained at a high temperature from being cooled. When the exhaust gas temperature is higher than a predetermined value, the first exhaust passage filter that allows the exhaust gas to flow into both the first exhaust passage and the second exhaust passage and maintains the high temperature is heated with the high temperature exhaust gas. Like that. In this way, the first exhaust passage filter that is maintained at a high temperature does not allow the low-temperature exhaust gas flowing in the vehicle to travel normally, decelerate, and stop, thereby avoiding cooling of the filter due to the inflow of low-temperature exhaust gas, It is possible to maintain the filter at a high temperature.

Also, when the second exhaust passage filter is preferentially maintained at a high temperature, when the exhaust gas temperature is lower than a predetermined value, the exhaust gas does not flow into the second exhaust passage, but flows into only the first exhaust passage. The cooling of the second exhaust passage filter maintained at is prevented. When the exhaust gas temperature is higher than a predetermined value, the second exhaust passage filter that keeps the exhaust gas flowing into both the first exhaust passage and the second exhaust passage to maintain a high temperature is heated with the high temperature exhaust gas. Like that. In this way, the second exhaust passage filter maintained at a high temperature avoids cooling of the filter due to the inflow of the low temperature exhaust gas by preventing the low temperature exhaust gas from flowing in the steady travel, the deceleration traveling of the automobile and the stop, It is possible to maintain the filter at a high temperature.

In this way, one of the filters is always kept at a high temperature while the vehicle is running, so that the particulates collected in the filter can be burned by the high temperature of the filter even when driving in the city so that the filter can be regenerated. Can do. Particularly, the case of carrying catalyst on the filter catalyst is activated oxidation of particulate matter is promoted by the high temperature of the filter and the catalyst, even during normal urban running a which was difficult with conventional DPF device There is an effect that reliable filter regeneration can be realized.
Further, when the multi-cylinder diesel engine is in an operation state where the exhaust gas temperature is low, the exhaust gas volume flow rate is small, so even if the exhaust gas flows down to either the first exhaust passage filter or the second exhaust passage filter, the engine There is little increase in the exhaust back pressure, and an adverse effect on the fuel consumption rate of the engine can be avoided.

In the second aspect of the invention, when the first exhaust passage filter is preferentially maintained at a high temperature, the first cylinder group is always preferentially operated as the active cylinder group regardless of the engine operating load. When the first cylinder group exhaust gas temperature is higher than a predetermined value, the exhaust gas of the first cylinder group is caused to flow into the first exhaust passage, and the exhaust gas of the second cylinder group is caused to flow into the second exhaust passage. When the first cylinder group exhaust gas temperature is lower than a predetermined value, the exhaust gas of the first cylinder group and the second cylinder group flows into the second exhaust passage, and the exhaust gas having a temperature equal to or lower than the predetermined value flows into the first exhaust passage. Is prohibited. In this way, the first exhaust passage filter is prevented by cooling the first exhaust passage filter by the low temperature exhaust gas during steady running, decelerating running and stopping of the automobile flowing into the first exhaust passage filter in this way. Is kept at a high temperature.

When the second exhaust passage filter is preferentially maintained at a high temperature, the second cylinder group is always preferentially operated as the active cylinder group regardless of the engine operating load. When the second cylinder group exhaust gas temperature is higher than a predetermined value, the exhaust gas of the second cylinder group is caused to flow into the second exhaust passage, and the exhaust gas of the first cylinder group is caused to flow into the first exhaust passage. When the second cylinder group exhaust gas temperature is lower than a predetermined value, the exhaust gas of the first cylinder group and the second cylinder group flows into the first exhaust passage, and the exhaust gas having a temperature equal to or lower than the predetermined value flows into the second exhaust passage. Is prohibited. In this way, the second exhaust passage filter is prevented by cooling the second exhaust passage filter by flowing low-temperature exhaust gas during steady running, decelerating running and stopping of the automobile into the second exhaust passage filter in this way. Is kept at a high temperature

In this way, by maintaining one of the filters at a high temperature at all times while the diesel vehicle is traveling in the traveling city, it is possible to regenerate the filter by burning the particulates collected by the filter. In particular, when the catalyst is supported on the filter, the catalyst is activated by increasing the temperature of the filter and the catalyst to promote the oxidation of the particulates, and there is an effect that reliable filter regeneration can be realized even during traveling in the city.

In particular, according to the second aspect of the present invention, when the engine partial load operation is performed, the cylinder group deactivation control multi-cylinder overrun is performed under the same engine output operation condition as compared with the engine in which the cylinder group deactivation operation control is not performed. In the case of a feed diesel engine, the exhaust gas temperature of the operating cylinder group becomes high. For this reason, when the first exhaust passage filter is preferentially maintained at a high temperature in urban driving with many partial load operation states, the first cylinder group is always preferentially set as the operating cylinder group, and the second exhaust passage filter is preferentially set at a high temperature. When maintaining the filter, the second cylinder group is always operated as the operating cylinder group preferentially so that the exhaust gas temperature flowing into the filter preferentially maintained at a high temperature can be increased. The temperature rises and the regeneration of the filter is promoted.

Further, when the catalyst is supported on the filter, the catalyst is activated by increasing the temperature of the filter and the catalyst to promote the oxidation of the particulates, and there is an effect that further reliable filter regeneration can be realized even while traveling in the city. . Further, since the volume flow rate of the exhaust gas is small in the engine operating state where the engine output of the cylinder group deactivation control multi-cylinder supercharged diesel engine is low, the exhaust gas of the first cylinder group and the second cylinder group is sent to the first exhaust passage filter or the first cylinder passage. Even if it is made to flow down to either one of the two exhaust passage filters, the back pressure of the engine exhaust does not increase so much that the adverse effect on the fuel consumption rate of the engine can be avoided.

In the invention according to claim 3, the first exhaust passage filter and the second exhaust passage filter are periodically exchanged as a filter for maintaining the high temperature according to the invention according to claim 2, so that only in the city continuously for a long time. Even when traveling on a vehicle, it is possible to regenerate all the filters of the DPF device mounted on the diesel vehicle.

Therefore, even in a diesel vehicle that travels only in a city such as a city bus, even if all the filters of the first exhaust passage filter and the second exhaust passage filter are used continuously for a long time, the DPF of the diesel engine The function as a device can be exhibited. In this way, since a DPF device capable of reliable filter regeneration during city driving can be realized, fuel consumption deteriorates due to increased back pressure due to poor filter regeneration during city driving, and abnormal combustion of accumulated particulates. The risk of occurrence of filter melting failure is greatly reduced, and this has a great effect on improving the reliability of the DPF device.

In the invention according to claim 4, NOx, HC, CO, etc. other than particulates such as an oxidation catalyst device, a NOx occlusion catalyst device or a urea reduction type NOx catalyst device are added to a DPF device provided with a filter for collecting particulates. When combining exhaust gas purification devices that purify harmful exhaust gas components, the exhaust gas purification devices other than the DPF device are connected to the first exhaust passage and the second exhaust passage downstream of the exhaust passage switching valve or the cylinder group exhaust passage switching valve. It arrange | positions to each of these.

Then, by connecting the exhaust gas purification device in series to each of the first exhaust passage filter and the second exhaust passage filter, the exhaust gas purification device connected to the high temperature control filter can also be heated. Conventionally, an exhaust gas purification apparatus using a catalyst that has been put to practical use for automobiles can obtain a higher purification rate when the exhaust gas temperature flowing into the apparatus and the catalyst temperature are higher. In the exhaust gas purifying apparatus connected in series to the high temperature control filter of the invention described in item 4, since the exhaust gas purifying apparatus can be raised in temperature, the purification rate of the exhaust gas purifying apparatus can be improved.

In the invention according to claim 5, either “with cylinder group deactivation control” or “without cylinder group deactivation control” is performed in the same manner as in the case of a multi-cylinder diesel engine or cylinder group deactivation control multi-cylinder supercharged diesel engine . first exhaust passage filter or the second gas passage filter for trapping the particulates discharged from the liquid fuel pilot injection ignition type natural gas multi-cylinder engine, the exhaust flow switching valve or cylinder group exhaust flow switching valve flow in the form of exhaust gases are arranged in parallel downstream of the exhaust flow switching valve or cylinder group exhaust channel switching valve to flow into the filter by high and low temperature of the exhaust gas discharged from the two cylinder groups is changed, Precisely maintain either the first exhaust passage filter or the second air passage filter at a high temperature when traveling in a city with many partial load operation conditions. It becomes possible to do.

This preferentially maintained high temperature filter promotes the oxidation of the particulates collected in the filter, and has the effect of realizing reliable filter regeneration even when traveling in the city . By periodically exchanging the first exhaust passage filter and the second exhaust passage filter as a high temperature filter, a liquid fuel pilot injection self-ignition natural gas multi-cylinder engine vehicle with cylinder group deactivation control runs only in the city. Even in this case, it is possible to regenerate all the filters of the DPF device. In addition, when the catalyst is supported on the filter, the catalyst is activated by increasing the temperature of the filter and the catalyst to promote the oxidation of the particulates, and there is an effect that the filter regeneration can be realized even while traveling in the city.

In any of the liquid fuel pilot injection self-ignition type natural gas multi-cylinder engines of “with cylinder group deactivation control” or “without cylinder group deactivation control”, the first exhaust passage filter and the second exhaust passage filter are connected in series. By connecting the exhaust gas purification device, the exhaust gas purification device connected to the high temperature control filter can also be heated. Even with an exhaust gas purification device connected in series to this high temperature control filter, the exhaust gas purification device can be heated to a higher temperature, and the purification rate of the exhaust gas purification device can be improved.

A first embodiment of the present invention will be described in detail with reference to FIGS. 1 is a schematic plan view showing specific configurations of an in-line four-cylinder four-cycle direct injection supercharged multi-cylinder diesel engine and an intake / exhaust system including a DPF device and a switching valve control ECU for an automobile according to the first embodiment. This will be described with reference to FIG. Each cylinder of the in-line four-cylinder multi-cylinder diesel engine main body 70 is numbered “1” to “4” in order from the cylinder near the cooling fan 71 as shown in the figure, and each is designated as “first cylinder”. -This will be referred to as "fourth cylinder".

Each of the first cylinder 1, the second cylinder 2, the third cylinder 3, and the fourth cylinder 4 is provided with one electronically controlled fuel injector 30, two intake valves 10, and two exhaust valves 20. ing. The intake air taken in from the air cleaner 11 passes through the intake passage 12 and is pressurized by an air supply blower 51 of a turbocharger (Turbocharger) 50. The pressurized and high-temperature and high-pressure intake air is led to the air-cooled air supply intercooler 14 by the intake passage 13 and cooled, and then led to the intake manifold 16 by the intake passage 15 to be supplied to the multi-cylinder diesel engine main body 70. Are taken into each cylinder via the intake valve 10 of each cylinder. When the intake air sucked into each cylinder is adiabatically compressed by a piston (not shown), light oil is injected from the electronically controlled fuel injector 30 of each cylinder into the combustion chamber of each cylinder, so that the multi-cylinder diesel engine body 70 operates. Is done.

The exhaust gas of each cylinder is guided to the turbocharger 50 through the exhaust manifold 21 via the exhaust valve 20 of each cylinder. The exhaust gas guided to the turbocharger 50 rotates the exhaust turbine 52. The exhaust turbine 52 rotates an air supply blower 51 coaxial therewith. Thereby, the air supply blower 51 pressurizes the intake air sucked into the multi-cylinder diesel engine main body 70.

Next, the exhaust gas flowing down from the exhaust turbine 52 is guided to the exhaust passage switching valve 60 through the exhaust passage 23. A first exhaust passage 41a and a second exhaust passage 41b are connected to the exhaust passage switching valve 60. The first exhaust passage filter 42a carrying the catalyst of the DPF device that collects the particulates is connected in the middle of the first exhaust passage 41a, and the catalyst of the DPF device that collects the particulates in the middle of the second exhaust passage 41b. Is connected to the second exhaust passage filter 42b.

The exhaust flow path switching valve 60 is configured to allow exhaust gas exhausted from each cylinder of the multi-cylinder diesel engine body 70 to flow out only to the first exhaust path 41a, to flow out only to the second exhaust path 41b, and to the first exhaust path. The exhaust gas flow can be switched to three types of exhaust gas flows that flow out to both 41a and the second exhaust passage 41b. Even when the exhaust gas flow of the multi-cylinder diesel engine main body 70 is switched to any of the three types of exhaust gas flow by the exhaust flow path switching valve 60, the exhaust gas discharged from the multi-cylinder diesel engine main body 70 is the first. The particulates are purified by both or one of the first exhaust passage filter 42a and the second exhaust passage filter 42b.

The exhaust gas flowing out from the first exhaust passage filter 42a or the second exhaust passage filter 42b passes through the first exhaust passage 41a and is led to the exhaust passage 25, and the exhaust gas flowing out from the second exhaust passage filter 42b is Then, after passing through the second exhaust passage 41b and being led to the exhaust passage 25, it flows into the exhaust muffler 26 and is then released to the atmosphere.

Next, the operation of the exhaust flow path switching valve 60 will be described in detail based on FIG. 2 which is a schematic sectional view showing the structure of the exhaust flow path switching valve 60 and the position of the valve plate 61. The exhaust flow path switching valve 60 is attached to a housing 64 that forms an exhaust passage for allowing the exhaust gas flowing in from the exhaust passage 23 to flow out to the first exhaust passage 41 a and the second exhaust passage 41 b, and a rotary shaft 62 in the housing 64. The valve plate 61 is built in and an actuator 63 for driving the rotating shaft 62 is formed outside the housing 64.

The valve plate 61 is fixedly attached to the rotating shaft 62, the actuator 63 is a stop position of the valve plate 6 1 a is rotated valve plate 61 by rotating the rotary shaft 62 is adapted to be changed . Thereby, the valve plate 61 can be set at three positions: a position A indicated by a broken line, a position B indicated by a one-dot chain line, and a position C indicated by a solid line. The exhaust passage 23 communicates with the second exhaust passage 41b when the valve plate 61 is at position A, the exhaust passage 23 communicates with the first exhaust passage 41a at the position B, and the exhaust passage 23 communicates with the first exhaust passage at the position C. 41a and the second exhaust passage 41b are in communication with each other. Setting of the three positions of the valve plate 61 is controlled by the switching valve control ECU 80 as shown in FIG. Further, as shown in FIG. 1, an exhaust gas temperature detector 24 is provided upstream of the exhaust flow path switching valve 60 to detect the exhaust gas temperature T23 flowing into the exhaust flow path switching valve 60.

First, a case where the first exhaust passage filter 42a is preferentially maintained at a high temperature will be described. When the exhaust gas temperature T23 of the exhaust passage 23 detected by the exhaust gas temperature detector 24 is input to the switching valve control ECU 80 and is lower than the predetermined value T80 stored in the memory of the switching valve control ECU 80, the switching valve control is performed. Based on a signal from the ECU 80, the actuator 63 adjusts the valve plate 61 to the position A so that the exhaust gas does not flow into the first exhaust passage 41a but flows down only into the second exhaust passage 41b. The exhaust gas temperature T23 is let under flow of exhaust gas actuator 63 is a valve plate 61 in an exhaust passage of both the first exhaust passage 41a and the second exhaust passage 41b to adjust the position of the C when higher than the predetermined value T80 Like that.

Similarly, when the second exhaust passage filter 42b is preferentially maintained at a high temperature, when the exhaust gas temperature T23 is lower than the predetermined value T80, the actuator 63 causes the valve plate 61 to be adjusted to B based on a signal from the switching valve control ECU 80. The position is adjusted so that the exhaust gas does not flow down to the second exhaust passage 41b but flows down only to the first exhaust passage 41a. When the exhaust gas temperature T23 is higher than the predetermined value T80, the valve plate 61 is adjusted to the position C so that the exhaust gas flows down into both the first exhaust passage 41a and the second exhaust passage 41b.

Here, the first exhaust passage filter 42a and the second exhaust passage filter 42b carry an oxidation catalyst capable of oxidizing the particulates collected by the filter at 300 ° C. or more, and the cylinder group exhaust passage switching valve is controlled by the exhaust gas temperature T23. The predetermined value T80 of the switching valve control ECU 80 that controls the exhaust gas flow to 60 is set to 350 ° C., and the first exhaust passage filter 42a and the second exhaust passage filter 42b are first selected from the first exhaust passage filter 42a and the second exhaust passage filter 42b. A case where the regeneration of the filter is promoted while maintaining a high temperature will be described.

Since the multi-cylinder diesel engine body 70 is operated at a high load when the diesel vehicle is traveling on a long uphill or is continuously loaded on heavy cargo, the exhaust gas temperature T23 continuously detects an exhaust gas temperature of 350 ° C. or higher. The valve plate 61 of the exhaust flow path switching valve 60 is adjusted to the position C based on the signal from the switching valve control ECU 80. Therefore, the exhaust gas flows into the first exhaust passage 41a and the second exhaust passage 41b, and flows into the first exhaust passage filter 42a and the second exhaust passage 41b for a long time, and the catalysts of both filters rise to 300 ° C. or more and become active. Turn into. In such a state, the particulates collected and deposited in the first exhaust passage filter 42a and the second exhaust passage 41b are oxidized to CO ₂ and H ₂ O by a catalyst that exhibits a high oxidation function at 300 ° C. or higher. As a result, the first exhaust passage filter 42a and the second exhaust passage 41b are regenerated.

On the other hand, the distance between road intersections is short in a normal city. The diesel car when is starting intersection signal by green light of the lighting, the acceleration to the next intersection, the constant-speed running, the engine brake, the travel stop at a red light becomes running repeated in a short time. The adjustment position of the valve plate 61 of the exhaust passage switching valve 60 and the exhaust gas temperature T23 of the exhaust passage 23 when the control is performed to maintain the first exhaust passage filter 42a at a high temperature during traveling in the city, the first a schematic view of the second exhaust passage catalyst temperature T42b of the first exhaust passage catalyst temperature T42a and the second exhaust passage filter 42b of the exhaust passage filter 42a shown in FIG.

Each temperature state and the adjustment position of the valve plate 61 of the exhaust flow path switching valve 60 when the control is performed to maintain the first exhaust passage filter 42a at a high temperature when traveling in the city, the city in the first embodiment The valve plate position of the exhaust flow path switching valve and each temperature change during the high temperature maintenance control of the first exhaust passage filter during traveling will be described based on FIG. The diesel vehicle starts at idling operation at time t0, and starts running from t1. The exhaust gas temperature T23 between t0 and t1 is about 100 ° C. indicated by the solid line and is 350 ° C. or less of the predetermined value T80, so the valve plate 61 of the exhaust flow path switching valve 60 is at the position A. For this reason, the exhaust gas stops flowing into the first exhaust passage 41a and flows into only the second exhaust passage 41b. In this state, the first exhaust passage filter 42a is not heated by the exhaust gas. Further, since the exhaust gas temperature T23 is also 100 ° C., both the first exhaust passage filter 42a and the second exhaust passage filter 42b are 100 ° C. or less. Next diesel automobile traveling at t1 is started and accelerated until t 4.

After the start of acceleration travel of [first acceleration] from t1, the exhaust gas temperature T23 in the exhaust passage 23 rapidly increases as shown by the solid line, and at t2 when the exhaust temperature reaches 350 ° C., the valve plate 61 The high-temperature exhaust gas that is adjusted to the position C and has an exhaust gas temperature T23 of 350 ° C. to 500 ° C. is caused to flow down to both the first exhaust passage 41a and the second exhaust passage 41b, and the first exhaust passage filter 42a and the second exhaust passage 42a. second exhaust passage filter 42b is heated, the second exhaust passage catalyst temperature T42b dashed first exhaust passage catalyst temperature T42a and the second exhaust passage filter 42b of the one-dot chain line of the first exhaust passage filter 42a is heated by the exhaust gas As a result, the filter temperature rises. However, since the acceleration time from t1 to t4 for traveling in the city is short and the period from t2 to t3 when the exhaust gas temperature T23 in the exhaust passage 23 is 350 ° C. or higher is short, the first exhaust passage catalyst of the first exhaust passage filter 42a . Since neither the temperature T42a nor the second exhaust passage catalyst temperature T42b of the second exhaust passage filter 42b is heated to a temperature exceeding 300 ° C. at which the catalyst of the filter is activated, the filter is hardly regenerated by the catalyst.

Next, at t3 immediately before t4 when the diesel vehicle finishes accelerating, the exhaust gas temperature T23 falls to 350 ° C. or lower, so at t3, the valve plate 61 is adjusted to the position A, and the low-temperature exhaust gas passes through the first exhaust passage. The flow into 41a is stopped and the flow into only the second exhaust passage 41b. During the period from t3 to t8 when the exhaust gas temperature T23 exceeds 350 ° C. due to the [second acceleration] acceleration travel after the first signal stop, the low-temperature exhaust gas flows through the second exhaust passage 41b, and the second The exhaust passage filter 42b is cooled and the second exhaust passage catalyst temperature T42b is significantly reduced.

However, from t3 when the exhaust gas temperature T23 in the exhaust passage 23 decreases to 350 ° C. or lower to t8 when the exhaust gas temperature T23 reaches 350 ° C. in the [second acceleration] acceleration travel after the first signal stop. Since the low-temperature exhaust gas is prevented from flowing down to the first exhaust passage filter 42a by the exhaust passage switching valve 60, the first exhaust passage catalyst temperature T42a of the first exhaust passage filter 42a is 350 ° C. or less at time t8. There is no cooling of the filter by the low-temperature exhaust gas, and the filter temperature of the first exhaust passage filter 42a is kept high. At time t8 when the exhaust temperature reaches 350 ° C. in the [second acceleration] acceleration travel after the first signal stop, the valve plate 61 is adjusted to the position C, and the exhaust gas having a high temperature of 350 ° C. to 500 ° C. Flows from the exhaust passage 23 to both the first exhaust passage 41a and the second exhaust passage 41b. The catalyst temperature of the first exhaust passage filter 42a indicated by the broken line and the second exhaust passage filter 42b indicated by the alternate long and short dash line are heated by the exhaust gas. Both filter temperatures rise.

However, since the filter temperature of the second exhaust passage filter 42b is greatly lowered at the time t8, the high temperature exhaust gas flows into the second exhaust passage filter 42b during the short acceleration period from t7 to t10. Since the catalyst is not heated up to 300 ° C. at which the catalyst is activated, the filter is not regenerated by the catalyst. However, the first exhaust passage filter 42a is maintained at a high temperature at time t8, and high-temperature exhaust gas passes from the exhaust passage 23 to the first exhaust passage filter 42a between t8 and t9 during the [second acceleration] traveling. Therefore, in the first exhaust passage filter 42a, the first exhaust passage catalyst temperature T42a is heated to a temperature that greatly exceeds 300 ° C. at which the catalyst is activated. As a result, in the first exhaust passage filter 42a, the state where the first exhaust passage catalyst temperature T42a is 300 ° C. or higher is secured in the hatched portion slightly after t8 in FIG. Oxidation of the collected particulates proceeds actively, and the regeneration of the filter is promoted.

Similarly, the valve plate 61 is between t9 and t14 when the exhaust gas temperature during the constant speed traveling, the decelerating traveling, and the signal waiting between [second acceleration] and [third acceleration] is 350 ° C. or less. Adjusting to the position A, the exhaust flow path switching valve 60 is adjusted so that the low-temperature exhaust gas is prohibited from flowing to the first exhaust passage 41a and flows only to the second exhaust passage 41b. As a result, the first exhaust passage filter 42a is prevented from being cooled by inflow of low-temperature exhaust gas, and the first exhaust passage catalyst temperature T42a is maintained at a temperature of 300 ° C. or higher. Oxidation of the collected particulates of the filter 42a proceeds and filter regeneration by the catalyst is promoted.

As described above, when the exhaust passage switching valve 60 is adjusted to maintain the first exhaust passage filter 42a at a high temperature, the exhaust gas temperature repeatedly fluctuates between a high temperature and a low temperature in a short time in a large city of a diesel vehicle. It is possible to regenerate the filter maintained at a high temperature even while traveling. Since the high temperature maintenance of the second exhaust passage filter 42b is the same, the description is omitted here. Therefore, in the first embodiment of the present invention, there is an effect that it is possible to prevent a problem of filter melt damage due to abnormal combustion that occurs at the time of excessive collection of particulates due to defective regeneration of the filter in the conventional DPF device. Further, when the valve plate 61 of the exhaust flow path switching valve 60 is adjusted in a state where the exhaust gas flows into the filter maintained at a high temperature, the intake air amount is reduced by a throttle valve (not shown) provided in the intake passage 15. The regeneration of the filter may be promoted by increasing the temperature of the exhaust gas flowing into the filter maintained at a high temperature.

As a method of preferentially maintaining one of the first exhaust passage filter 42a and the second exhaust passage filter 42b at a high temperature, the travel distance, travel time, or operation time of the diesel engine (not shown) is set. In the case of the control that preferentially maintains the first exhaust passage filter 42a at a high temperature by an output signal from the switching valve control ECU 80 in accordance with a predetermined reference that is input to the switching valve control ECU 80 and stored in the switching valve control ECU 80 And the exhaust flow path switching valve 60 are controlled so that the second exhaust path filter 42b is preferentially maintained at a high temperature.

Thus, by periodically replacing the filter that is preferentially maintained at a high temperature, both the first exhaust passage filter 42a and the second exhaust passage filter 42b can be regenerated alternately while the diesel vehicle is running. Thus, the DPF device can be used for a long time, and a highly practical DPF device that does not require maintenance and inspection can be realized.

A second embodiment of the present invention will be described in detail with reference to FIGS. 4-9. First, a specific configuration of an in-line six-cylinder four-cycle supercharged direct-injection cylinder group deactivation control multi-cylinder diesel engine and an intake / exhaust system including a DPF device and a switching valve control ECU for an automobile according to the second embodiment will be described. A description will be given based on FIG. 4 which is a schematic plan view. The engine according to the second embodiment is an in-line six-cylinder four-cycle direct injection cylinder group deactivation control multi-cylinder supercharged diesel engine 170 for automobiles. Each cylinder of the cylinder group deactivation control multi-cylinder supercharged diesel engine body 170 is numbered “1” to “6” in order from the cylinders near the cooling fan 71 as shown in the figure. ”To“ sixth cylinder ”.

Each of the first cylinder 1, the second cylinder 2, the third cylinder 3, the fourth cylinder 4, the fifth cylinder 5 and the sixth cylinder 6 has one electronically controlled fuel injector 30, two intake valves 10, Two exhaust valves 20 are provided. This cylinder group deactivation control multi-cylinder supercharged diesel engine main body 170 is ignited at 120 degrees (crank angle) at equal intervals and the ignition cylinder order is 1-5-3-6-2-4. With the second cylinder 2 and the third cylinder 3 as the first cylinder group 70a, ignition is performed at an interval of 240 degrees (crank angle) in the order of cylinders 1-3-2, and the fourth cylinder 4, the fifth cylinder 5, and the sixth cylinder 6 is set as the second cylinder group 70b and ignition is performed at intervals of 240 degrees (crank angle) in the order of cylinders 5-6-4.

The intake manifold 16a of the first cylinder group 72a is connected to the intake valve 10 of each cylinder of the first cylinder group 72a, and the second cylinder group intake manifold 16b of the second cylinder group 72b is connected to the second cylinder group 72b. The intake valve 10 of each cylinder is connected. The first cylinder group exhaust manifold 21a of the first cylinder group 72a is connected to the exhaust valve 20 of each cylinder of the first cylinder group 72a, and the second cylinder group exhaust manifold 21b of the second cylinder group 72b is connected to the second cylinder. The exhaust valve 20 of each cylinder of the group 72b is connected.

Next, intake and exhaust of the first cylinder group 72a will be described. Air drawn through an air cleaner 11 is compressed by the first cylinder group air supply blower 51a of the first cylinder group turbocharger 50a through the first cylinder group intake passage 12a. The pressurized by air that is hot high pressure is cooled is led to the first cylinder group air-cooled charge air intercooler 14a by the first cylinder group intake passage 13a. The cooled intake air is guided to the first cylinder group intake manifold 16a by the first cylinder group intake passage 15a, and passes through the intake valve 10 of each cylinder of the cylinder group deactivation control multi-cylinder supercharged diesel engine body 170. The air is sucked into each cylinder of the first cylinder group 72a. When the intake air sucked into each cylinder is adiabatically compressed by a piston (not shown), light oil is injected from the electronically controlled fuel injector 30 of each cylinder, whereby the cylinder group deactivation control multi-cylinder supercharged diesel engine body 170 is operated. The

The exhaust gas of each cylinder is led to the first cylinder group turbocharger 50a through the first cylinder group exhaust manifold 21a via the exhaust valve 20 of each cylinder. The exhaust gas guided to the first cylinder group turbocharger 50a rotates the first cylinder group exhaust turbine 52a. The first cylinder group exhaust turbine 52a rotates a first cylinder group air supply blower 51a coaxial therewith. The first cylinder group air supply blower 51a pressurizes the intake air sucked into the cylinder group deactivation control multi-cylinder supercharged diesel engine body 170.

Next, the exhaust gas flowing down from the first cylinder group exhaust turbine 52a is guided to the cylinder group exhaust passage switching valve 160 through the first cylinder group exhaust passage 23a provided with the first cylinder group exhaust gas temperature detector 24a. . The first exhaust passage 41a and the second exhaust passage 41b are connected to the two exhaust gas outlets of the cylinder group exhaust passage switching valve 160, respectively. A first exhaust passage filter 42a that collects the particulate carrying the catalyst of the DPF device is disposed in the middle of the first exhaust passage 41a , and the particulate carrying the catalyst of the DPF device is disposed in the middle of the second exhaust passage 41b. A second exhaust passage filter 42b that collects the gas is disposed .

The second cylinder group intake passage 12b is an intake and components of the exhaust gas flow circuit of the second cylinder group 72b between reaching the upstream cylinder group exhaust channel switching valve 160 from the downstream of the air cleaner 11, 13b, 15b, the 2-cylinder group air - cooled supply air intercooler 14b, second cylinder group intake manifold 16b, second cylinder group turbocharger 50b, second cylinder group exhaust manifold 21b, second cylinder group exhaust passage 23b, second cylinder group exhaust Since the gas temperature detector 24b is disposed in the same manner as the components of the intake and exhaust flow circuits of the first cylinder group 72a, a detailed description of the intake and exhaust flows of the second cylinder group 72b is omitted. Further, since the components for the flow circuit of the second cylinder group 70b are arranged independently so as not to communicate with the components of the flow circuit of the first cylinder group 72a, the cylinder group from the downstream side of the air cleaner 11 is provided. The intake and exhaust of the first cylinder group 72a and the second cylinder group 70b during the period upstream of the exhaust flow path switching valve 160 are not mixed with each other.

The first cylinder group turbocharger 50a and the second cylinder group turbocharger 50b have independent capacities suitable for the output of the first cylinder group 72a and the second cylinder group 72b. It is disposed Te. As shown in FIG. 4, the cylinder group exhaust flow path switching valve 160, the exhaust passage 25, the air cleaner 11, and the exhaust muffler 26 have a structure shared by the first cylinder group 72a and the second cylinder group 72b. Therefore, the cylinder group exhaust flow path switching valve 160 is provided with two exhaust gas inlets in parallel. One exhaust gas inlet flows in, and the exhaust gas of the second cylinder group 72b flows independently from the second cylinder group exhaust passage 23b to the other exhaust gas inlet of the cylinder group exhaust flow path switching valve 160. .

In the cylinder group exhaust flow path switching valve 160, the exhaust gas of the first cylinder group 72a flowing in from the first cylinder group exhaust passage 23a flows out into the first exhaust passage 41a and flows into the second cylinder group exhaust passage 23b. Exhaust gas from the two-cylinder group 72b flows into the second exhaust passage 41b, and exhaust gas flowing in from both the exhaust passages of the first cylinder group exhaust passage 23a and the second cylinder group exhaust passage 23b is only in the first exhaust passage 41a. There are three types of exhaust gas flow modes, that is, a mode in which the exhaust gas flows out from both the exhaust passages of the first cylinder group exhaust passage 23a and the second cylinder group exhaust passage 23b and flows out only to the second exhaust passage 41b. It has a possible structure.

A first exhaust passage filter 42a carrying a catalyst for collecting particulates is connected in the middle of the first exhaust passage 41a , and a second exhaust carrying a catalyst for collecting particulates in the middle of the second exhaust passage 41b. A passage filter 42b is connected. Therefore, even if the exhaust gas flow mode is switched to any of the three exhaust gas flow modes by the cylinder group exhaust flow switching valve 160, the exhaust gas of the cylinder group deactivation control multi-cylinder supercharged diesel engine 170 Under engine operating conditions, the particulates are collected by either or both of the first exhaust passage filter 42a and the second exhaust passage filter 42b, and the exhaust gas is purified.

The exhaust gas flowing out from the first exhaust passage filter 42a is guided to the exhaust passage 25 through the first exhaust passage 4 1 a, exhaust gas flowing out from the second exhaust passage filter 42b, the second exhaust passage 4 1 After passing through b and being led to the exhaust passage 25, it flows into the exhaust muffler 26 and is then released to the atmosphere.

Next, the operation of the cylinder group exhaust passage switching valve 160 will be described in detail with reference to FIG. 5 which is a schematic sectional view showing the structure of the cylinder group exhaust passage switching valve 160 and the position of the plate valve 161.
The cylinder group exhaust passage switching valve 160 allows the exhaust gas flowing in from the first cylinder group exhaust passage 23a and the second cylinder group exhaust passage 23b to be either one or both of the first exhaust passage 41a and the second exhaust passage 41b. A housing 164 that forms an exhaust passage for flowing into the exhaust passage, and a valve plate 161 attached to the rotary shaft 162 are built in the housing 164, and an actuator 63 that drives the rotary shaft 162 is provided outside the housing 164. It is configured.

Then, by rotating the rotary shaft 162 by the actuator 63 and changing the position of the valve plate 161, the valve plate 161 has a position of AA indicated by a broken line, a position of BB indicated by a one-dot chain line, and a position of CC indicated by a solid line. It can be set in three positions. The first cylinder group exhaust passage 23a and the second cylinder group exhaust passage 23b communicate with the second exhaust passage 41b when the valve plate 161 is at position AA, and the first cylinder group exhaust passage 23a and second cylinder group exhaust when the valve plate 161 is at position BB. The passage 23b communicates with the first exhaust passage 41a, and at the position CC, the first cylinder group exhaust passage 23a communicates with the first exhaust passage 41a, and the second cylinder group exhaust passage 23b communicates with the second exhaust passage 41b. It has become. The actuator 63 drives the rotating shaft 162 by a control signal from the switching valve control ECU 80, and the valve plate 161 is adjusted to three positions AA, BB and CC.

Further, a first cylinder group exhaust gas temperature detector 24a is provided in the first cylinder group exhaust passage 23a upstream of the cylinder group exhaust flow path switching valve 160 so that the first cylinder group exhaust gas temperature T23a of the first cylinder group 72a is set. The second cylinder group exhaust passage 23b is provided with a second cylinder group exhaust gas temperature detector 24b to detect the second cylinder group exhaust gas temperature T23b of the second cylinder group 72b. The first cylinder group exhaust gas temperature T23a and the second cylinder group exhaust gas temperature T23b are input to the switching valve control ECU 80, which switches the valve plate 161 of the cylinder group exhaust flow path switching valve 160 based on these input temperatures. and of determining the adjustment position, and outputs a signal for adjusting the valve plate 161 to the actuator 63 of the cylinder group exhaust channel switching valve 160, to adjust the position of the valve plate 161.

Next, fuel supply will be described with reference to FIG . Light oil fuel supplied from a fuel tank (not shown) is supplied with a high-pressure fuel pressurized by a fuel supply pump (not shown) to a common rail (not shown). The high-pressure fuel in the common rail is connected to the first cylinder group 72a and the first cylinders by a high-pressure fuel pipe (not shown). It is supplied to the electronically controlled fuel injector 30 of each cylinder of the two-cylinder group 72b. Then, an accelerator pedal position signal of a vehicle (not shown) is input to an engine ECU (not shown), and a cylinder group deactivation control multi-cylinder supercharged diesel engine corresponding to the accelerator pedal position from the electronically controlled fuel injector 30 by a control signal from the engine ECU. Fuel from which engine output of the engine body 170 is obtained is injected into the combustion chamber of each cylinder.

At this time, based on the signal of the switching valve control ECU 80 input to the engine ECU, the fuel supply amount to the first cylinder group 72a and the second cylinder group 72b is controlled by the control program of the engine ECU, and the first cylinder group 72a. In addition, it is possible to arbitrarily control the output operation of each of the cylinder groups of the first cylinder group 72a and the second cylinder group 72b, including inactive operation of one cylinder group of the second cylinder group 72b.

Next, a method for preferentially maintaining the first exhaust passage filter 42a of the cylinder group deactivation control multi-cylinder supercharged diesel engine body 170 according to the second embodiment will be described. FIG. 6 shows the relationship between the accelerator pedal depression amount and the engine torque of the first cylinder group 72a and the second cylinder group 72b when the first exhaust passage filter 42a is preferentially maintained at a high temperature. When the accelerator pedal depression amount is 50% or less of the complete depression, the first cylinder group 72a is operated as the active cylinder group, and the second cylinder group 72b is operated as the deactivated cylinder group. The fuel is supplied to the first cylinder 1, the second cylinder 2 and the third cylinder of the first cylinder group 72a in proportion to the accelerator pedal depression amount to generate the necessary engine torque, and at the same time, the second cylinder group The fuel supply to the fourth cylinder 4, the fifth cylinder 5, and the sixth cylinder 72 of 72b is limited or stopped, and the operation is performed as a deactivated cylinder group that does not generate the output of the second cylinder group 72b.

Further, when the accelerator pedal depression amount is 50% to 100% and the engine torque is in the range of 50% to 100%, the fuel necessary for generating the maximum net average effective pressure is supplied to each cylinder of the first cylinder group 72a. At the same time, in order to generate engine torque that is insufficient only by the output of the first cylinder group 72a, necessary fuel is supplied to each cylinder of the second cylinder group 72b, and the second cylinder group 72b is also operated. To drive. By such output control for each cylinder group, engine torque corresponding to the accelerator pedal depression amount is generated.

As described above, when the first exhaust passage filter 42a is preferentially maintained at a high temperature, only the first cylinder group 72a is operated in the low load operation state by the ECU of the cylinder group deactivation control multi-cylinder supercharged diesel engine. Drive Te, a high-load operating state while operating to generate at all times a maximum net average pressure outputs each cylinder of the first cylinder group 72a, the engine torque required for the engine torque generation that corresponds to the accelerator pedal depression amount In order to generate this, the second cylinder group 72b is also operated as an operating cylinder group. Thus, when the first exhaust passage filter 42a is preferentially maintained at a high temperature, the first cylinder group 72a is preferentially operated as an operating cylinder group under all engine operating conditions. The first air equal group exhaust gas temperature T23a of 72a is always higher than the second cylinder group exhaust gas temperature T23b of the second cylinder group 72b.

When the first exhaust passage filter 42a is preferentially maintained at a high temperature, the switching valve control is performed depending on whether or not the first cylinder group exhaust gas temperature T23a exceeds a predetermined value T80 stored in the switching valve control ECU 80 in advance. A signal is output from the ECU 80 to the actuator 63 to adjust the valve plate 161 to a predetermined position so that only high-temperature exhaust gas flows into the first exhaust passage filter 42a.

In this method, when the first cylinder group exhaust gas temperature T23a is lower than a predetermined value T80, a signal is output from the switching valve control ECU 80 to the actuator 63, and the actuator 63 adjusts the valve plate 161 to the position AA. As a result, the exhaust gas of both the first cylinder group 72a and the second cylinder group 72b does not flow down to the first exhaust passage 41a but flows down to the second exhaust passage 41b. Conversely, when the first cylinder group exhaust gas temperature T23a exceeds a predetermined value T80 , a signal is output from the switching valve control ECU 80 to the actuator 63 , and the actuator 63 adjusts the valve plate 161 to the CC position. As a result, the cylinder group exhaust flow path switching valve 160 causes the exhaust gas of the first cylinder group 72a flowing in from the first cylinder group exhaust passage 23a to flow down to the first exhaust path 41a and flowing in from the second cylinder group exhaust path 23b. The exhaust gas of the second cylinder group 72b is controlled to flow down to the second exhaust passage 41b.

With this method, during the high temperature maintenance operation of the first exhaust passage filter 42a, the exhaust gas having a temperature lower than the predetermined value T80 is the first exhaust under all operating conditions of the cylinder group deactivation control multi-cylinder supercharged diesel engine body 170. It does not flow down into the passage 41a, and the first exhaust passage catalyst temperature T42a of the first exhaust passage filter 42a is cooled by the exhaust gas having a temperature lower than the predetermined value T80, so that the temperature does not drop significantly.

Next, a method for preferentially maintaining the second exhaust passage filter 42b at a high temperature will be described. FIG. 7 shows the accelerator pedal depression amount and the engine operating states of the first cylinder group 72a and the second cylinder group 72b when the second exhaust passage filter 42b is preferentially maintained at a high temperature. When the accelerator pedal depression amount is 50% or less of the complete depression, the second cylinder group 72b is operated as the active cylinder group, and the first cylinder group 72a is operated as the deactivated cylinder group. The fuel is supplied to the fourth cylinder 4, the fifth cylinder 5 and the sixth cylinder 6 of the second cylinder group 72b in proportion to the accelerator pedal depression amount to generate the necessary engine torque, and at the same time, the first cylinder The fuel supply to the first cylinder 1, the second cylinder 2, and the third cylinder 3 of the group 72a is limited or stopped, and the first cylinder group 72a is operated as a deactivated cylinder group.

Also, when the accelerator pedal depression amount is 50% to 100% and the engine torque is in the range of 50% to 100%, the fuel necessary for generating the maximum net average effective pressure is supplied to each cylinder of the second cylinder group 72b. At the same time, in order to generate engine torque that is insufficient only by the output of the second cylinder group 72b, necessary fuel is supplied to each cylinder of the first cylinder group 72a so that the first cylinder group 72a is also operated. To drive. By such output control for each cylinder group, engine torque corresponding to the accelerator pedal depression amount is generated.

As described above, when the second exhaust passage filter 42b is preferentially maintained at a high temperature, only the second cylinder group 72b is operated in the low load operation state by the ECU of the cylinder group deactivation control multi-cylinder supercharged diesel engine. In the high-load operation state, the cylinders of the second cylinder group 72b are always operated so as to generate the output of the maximum net average pressure, and the first cylinder group 72a is also operated as the operating cylinder group to operate the accelerator pedal. Generate engine torque corresponding to the amount of depression. As described above, when the second exhaust passage filter 42b is preferentially maintained at a high temperature, the second cylinder group 72b is preferentially operated as an operating cylinder group under all engine operating conditions. The second cylinder group exhaust gas temperature T23b of 72b is always higher than the first cylinder group exhaust gas temperature T23a .

Therefore, when the second exhaust passage filter 42b is preferentially maintained at a high temperature, a signal is output from the switching valve control ECU 80 to the actuator 63 depending on whether or not the second cylinder group exhaust gas temperature T23b exceeds a predetermined value T80. Thus, the valve plate 161 is adjusted to a predetermined position so that only the hot exhaust gas flows into the first exhaust passage filter 42b.

In this method, when the second cylinder group exhaust gas temperature T23b is lower than a predetermined value T80, a signal is output from the switching valve control ECU 80 to the actuator 63, and the actuator 63 adjusts the valve plate 161 to the position BB. As a result, the exhaust gas of both the first cylinder group 72a and the second cylinder group 72b does not flow down to the second exhaust passage 41b but flows down to the first exhaust passage 41a. When the second cylinder group exhaust gas temperature T23b exceeds a predetermined value T80, the actuator 63 outputs a signal to the valve plate 161 from the switching valve control ECU 80 to adjust the valve plate 161 to the CC position. As a result, the cylinder group exhaust flow path switching valve 160 causes the exhaust gas of the first cylinder group 72a flowing in from the first cylinder group exhaust passage 23a to flow down to the first exhaust path 41a and flowing in from the second cylinder group exhaust path 23b. The exhaust gas of the second cylinder group 72b is controlled to flow down to the second exhaust passage 41b.

By this method, during the high temperature maintenance operation of the second exhaust passage filter 42b, the exhaust gas having a temperature lower than the predetermined value T80 is second exhausted under all operating conditions of the cylinder group deactivation control multi-cylinder supercharged diesel engine body 170. It does not flow down to the passage 41b, and the second exhaust passage catalyst temperature T42b of the second exhaust passage filter 42b is cooled by the exhaust gas having a temperature lower than the predetermined value T80, so that the temperature does not drop significantly.

Further, a predetermined vehicle or a predetermined vehicle stored in the switching valve control ECU 80 is input to the switching valve control ECU 80, and the driving history of the vehicle or the engine such as the travel distance, traveling time or diesel engine operating time (not shown) of the diesel vehicle is input. Control that controls the cylinder group exhaust passage switching valve 160 by an output signal from the switching valve control ECU 80 in cooperation with the engine ECU in accordance with the engine operating history standard, and preferentially maintains the first exhaust passage filter 42a at a high temperature. And the case of control for preferentially maintaining the second exhaust passage filter 42b at a high temperature are periodically exchanged.

Here, the first exhaust passage filter 42a and the second exhaust passage filter 42b carry an oxidation catalyst having a temperature T2 of 300 ° C. or higher that can oxidize the particulates collected by the filter, and the cylinder group exhaust passage switching valve 160 In the case where the predetermined value T80 of the switching valve control ECU 80 that switches the flow of the exhaust gas at the valve plate 161 is set to 350 ° C. and the control for preferentially maintaining the first exhaust passage filter 42a at a high temperature is performed. The temperature states of the filters of the first exhaust passage filter 42a and the second exhaust passage filter 42b will be described.

Normally, when the diesel vehicle is traveling uphill or traveling on a highway with heavy cargo, the cylinder group suspension control multi-cylinder supercharged diesel engine main body 170 is operated at a high load. Therefore, the first cylinder group 72a is preferentially operated as an operating cylinder group, and the first cylinder group exhaust temperature T23a detected by the first cylinder group exhaust gas temperature detector 24a continuously detects a high temperature of 350 ° C. or higher. Therefore, the valve plate 161 of the cylinder group exhaust flow path switching valve 160 is adjusted to the CC position. Therefore, since the high temperature exhaust gas from the first cylinder group 72a continuously flows into the first exhaust passage filter 42a for a long time, the first exhaust passage catalyst temperature T42a of the catalyst of the first exhaust passage filter 42a rises to 300 ° C. or more. To activate. In such a state, the particulates collected and deposited in the first exhaust passage filter 42a are oxidized to CO ₂ and H ₂ O by a catalyst that exhibits a high oxidation function at 300 ° C. or higher and are gasified and removed. Then, the first exhaust passage filter 42a is regenerated.

On the other hand, in a city, a diesel vehicle is repeatedly started, accelerated, driven at a constant speed, engine braked, and stopped at a red light between intersections with a short distance. The figure which represented typically the valve-plate position of each cylinder group exhaust flow path switching valve 160 at the time of the high temperature maintenance control of the 1st exhaust passage filter 42a at the time of the driving | running | working in a city of this 2nd Embodiment, and each temperature change. 8, each temperature state and the adjustment position of the valve plate 161 of the exhaust flow path switching valve 160 will be described. FIG. 8 shows the adjustment position of the valve plate 161 of the cylinder group exhaust flow path switching valve 160 and the first cylinder group when control is performed to maintain the first exhaust passage filter 42a at a high temperature during traveling between city intersections . The first cylinder group exhaust gas temperature T23a flowing into the cylinder group exhaust passage switching valve 160 from the exhaust passage 23a, and the second cylinder group exhaust gas temperature flowing into the cylinder group exhaust passage switching valve 160 from the second cylinder group exhaust passage 23b. T23b, in which the second exhaust passage catalyst temperature T42b of the first exhaust passage catalyst temperature T42a and the second exhaust passage filter 42b of the first exhaust passage filter 42a shown schematically.

When the first exhaust passage filter 42a is preferentially maintained at a high temperature, the first cylinder group 72a of the first cylinder group 72a except for the full load is operated to preferentially operate the first cylinder group 72a as an operating cylinder group. The gas temperature T23a is always higher than the second cylinder group exhaust gas temperature T23b of the second cylinder group 72b. Therefore, the position of the valve plate 161 is adjusted depending on whether the first cylinder group exhaust gas temperature T23a of the first cylinder group 72a is higher than or equal to the predetermined value T80 of 350 ° C. When the first exhaust passage filter 42a is maintained at a high temperature, during the idling operation from the engine start time t0 to the travel start t1, the diesel vehicle is operated with the first cylinder group 72a as the active cylinder group, and the second cylinder group 72b is deactivated. It is operated as a cylinder group.

Therefore, as shown in FIG. 8, the first cylinder group exhaust gas temperature T23a of the first cylinder group 72a is near 100 ° C. indicated by the solid line, and the second cylinder group 72b is a deactivated cylinder group. The exhaust gas temperature T23b is around 40 ° C. indicated by a broken line. Since the first cylinder group exhaust gas temperature T23a is near 100 ° C. during the period from the engine start t0 to the travel start t1, the valve plate 161 is adjusted to the position AA. Therefore, the first cylinder group 72a and the second cylinder Exhaust gas does not flow into the first exhaust passage 41a but flows only into the second exhaust passage 41b into both cylinder groups of the group 72b. In this state, the first exhaust passage filter 42a is not heated by the exhaust gas.

Next, the diesel vehicle starts running at t1 and is accelerated by t4. After the start of acceleration, each cylinder of the first cylinder group 72a is operated at the maximum net normal effective pressure, and the first cylinder group exhaust gas temperature T23a rapidly rises to 600 ° C. as shown by the solid line, and the second cylinder group Since each cylinder 72b is operated at a relatively high net normal effective pressure, the second cylinder group exhaust gas temperature T23b rapidly rises to around 430 ° C. as indicated by a one-dot chain line. The valve plate 161 is adjusted to the CC position at the point t2 when the first cylinder group exhaust gas temperature T23a reaches 350 ° C. during the [first acceleration] period from t1 to t4, and the first cylinder group 72a at 600 ° C. Exhaust gas flows into the first exhaust passage 41a, and the exhaust gas of the second cylinder group 72b near 430 ° C. flows into the second exhaust passage 41b. Therefore, the second exhaust passage catalyst temperature T42b of the first exhaust passage catalyst temperature T42a and two-dot second exhaust passage filter 42b of a chain line in broken line of the first exhaust passage filter 42a rises.

Since the first cylinder group exhaust gas temperature T23a is higher than the second cylinder group exhaust gas temperature T23b, the first exhaust passage catalyst temperature T42a is higher than the second exhaust passage catalyst temperature T42b. Since the acceleration time is short, the catalysts of both the first exhaust passage filter 42a and the second exhaust passage filter 42b are not heated until the temperature exceeds 300 ° C. to be activated. Therefore, at this time, the filter is not regenerated by the catalyst.

Next, the valve plate 161 is adjusted to the position AA at t3 when the first cylinder group exhaust gas temperature T23a is lowered to 350 ° C. or less as the [first acceleration] acceleration traveling of the diesel vehicle approaches the end. The valve plate 161 is adjusted to the position AA from t3 until t8 when the first cylinder group exhaust gas temperature T23a exceeds 350 ° C. in the [second acceleration] acceleration travel after the first signal stop. Therefore, the low temperature exhaust gas is stopped from flowing into the first exhaust passage 41a and into only the second exhaust passage 41b into both the first cylinder group 72a and the second cylinder group 72b. Therefore, low-temperature exhaust gas flows into the second exhaust passage 41b, the second exhaust passage filter 42b is cooled, and the second exhaust passage catalyst temperature T42b of the second exhaust passage filter 42b at time t8 is lowered to 100 ° C. or lower. To do.

On the other hand, during the period from t3 to t8 when the valve plate 161 is positioned at AA, the first exhaust passage filter 42a is not cooled by the inflow of low-temperature exhaust gas of 350 ° C. or lower. Therefore, at time t8, the first exhaust passage catalyst temperature T42a of the first exhaust passage filter 42a is maintained at a high temperature of about 280 ° C. In the period from t8 when the first cylinder group exhaust gas temperature T23a rises to 350 ° C. during the [second acceleration] acceleration traveling to t9 when the first cylinder group exhaust gas temperature T23a falls below 350 ° C., the valve plate 161 is CC. is adjusted to the position, the exhaust gas of the first cylinder group exhaust gas temperature T23a has a high 350 ° C. ~ 600 ° C. the first cylinder group 72a is Ru is flow down in the first exhaust passage 41a. Therefore, the first exhaust passage catalyst temperature T42a of the first exhaust passage filter 42a is at the time of t9 is heated to near 400 ° C., filter regeneration is promoted by the catalyst in the first exhaust passage filter 42a.

Next, the valve plate 161 is adjusted to AA at time t9 when the first cylinder group exhaust gas temperature T23a decreases to 350 ° C. or lower. The valve plate 161 is held at the position AA from t9 to t14 when the [third acceleration] acceleration running after the second signal stop is started and the first cylinder group exhaust gas temperature T23a reaches 350 ° C. Thus, the low-temperature exhaust gas from both the first cylinder group 72a and the second cylinder group 72b stops flowing down to the first exhaust passage 41a and flows into only the second exhaust passage 41b. During the period from t9 to t14 when the valve plate 161 is positioned at AA, the first exhaust passage filter 42a is not cooled by the low temperature exhaust gas of both the first cylinder group 72a and the second cylinder group 72b. At time t14, the first exhaust passage catalyst temperature T42a of the first exhaust passage filter 42a is maintained at a high temperature of about 360 ° C. As described above, since the first exhaust passage catalyst temperature T42a of the first exhaust passage filter 42a is maintained at about 300 ° C. or more at which the catalyst is activated even from the vicinity of t9 to t14, the first exhaust passage filter 42a is provided with a filter. As long as oxygen remains in the filter, the regeneration of the filter by the catalyst is promoted.

Similarly, at time t14, the valve plate 161 is adjusted to the CC position, and the exhaust gas of the first cylinder group 72a at 600 ° C. due to [third acceleration] acceleration travels into the first exhaust passage 41a, and at time t14. Thus, the first exhaust passage filter 42a having the first exhaust passage catalyst temperature T42a of about 360 ° C. is further heated and oxygen is also supplied by the inflow of exhaust gas, thereby promoting the filter regeneration of the first exhaust passage filter 42a. In the first exhaust passage filter 42a that preferentially controls the high temperature in this way, the first exhaust passage catalyst temperature T42a is continuously maintained at 300 ° C. or higher as indicated by the hatched lines. As long as oxygen is present in the filter of the filter 42a, the regeneration of the first exhaust passage filter 42a by the catalyst is continued.

On the other hand, in the second exhaust passage filter 42b in which the second exhaust passage catalyst temperature T42b has decreased to about 50 ° C. at the time t8, the valve plate 161 is adjusted to the CC position during the [second acceleration] acceleration travel from t8. During the period t9, the high-temperature exhaust gas from the second cylinder group 72b near 430 ° C. flows. Therefore, the second exhaust passage catalyst temperature T42b of the two-dot chain line of the second exhaust passage filter 42b rises . However , at time t8, the second exhaust passage catalyst temperature T42b has decreased to 100 ° C. or lower . Therefore , even if the high temperature exhaust gas of the second cylinder group 72b near 430 ° C. flows into the second exhaust passage filter 42b during the short acceleration time from t8 to t9 of the [second acceleration] acceleration travel, the second exhaust passage filter The second exhaust passage catalyst temperature T42b of 42b can only be raised to 200 ° C., and is not heated until it exceeds 300 ° C. at which the catalyst of the second exhaust passage filter 42b is activated . Therefore , the second exhaust passage filter 42b is in a state where the filter is not regenerated by the catalyst during the [second acceleration] acceleration travel. Since the valve plate 161 is also adjusted to the position AA between t9 and t14, low temperature exhaust gas flows in, the second exhaust passage filter 42b is cooled, and the second exhaust passage catalyst temperature T42b is lowered to about 50 ° C. can not be similarly increased only from t14 to third acceleration] second exhaust passage catalyst temperature T42b be accelerated running is 200 ° C. of t15, the second exhaust passage filter 42b is not performed is the regeneration of the filter by catalyst It becomes a state.

When the automobile of the cylinder group deactivation control multi-cylinder supercharged diesel engine main body 170 according to the second embodiment of the present invention travels in the city, the second exhaust passage filter 42b that does not preferentially control the high temperature maintains a high temperature. Since the periodic heating and cooling for a short time with the low-temperature exhaust gas are repeated, the catalyst of the second exhaust passage filter 42b does not rise to the activating temperature, and the filter is not regenerated by the catalyst. However, in the first exhaust passage filter 42a in which the maintenance control of the filter is performed at a high temperature, the filter regeneration by the catalyst can be promoted.

In addition, by performing the control in which both the first exhaust passage filter 42a and the second exhaust passage filter 42b are alternately preferentially maintained at a high temperature, all the filters can be regenerated , and the automobile travels in the city. A highly practical DPF device capable of regenerating the filter inside can be obtained. As a method of switching to preferentially control one of the first exhaust passage filter 42a and the second exhaust passage filter 42b to a high temperature, the travel distance of a diesel vehicle (not shown) is input to the switching valve control ECU 80, for example, When either one of the first exhaust passage filter 42a and the second exhaust passage filter 42b is preferentially maintained at a high temperature, the other filter is preferentially hot when the travel distance of the diesel vehicle has traveled 20 km. In order to maintain the first exhaust passage filter 42a preferentially at a high temperature by controlling the cylinder group exhaust passage switching valve 160 by an output signal from the switching valve control ECU 80 and the second exhaust passage. The control is switched to the case of preferentially maintaining the filter 42b at a high temperature.

In the above example, when the first exhaust passage filter 42a and the second exhaust passage filter 42b are alternately preferentially maintained at a high temperature as a filter that is preferentially maintained at a high temperature, the travel distance of the diesel vehicle is switched every 20 km. However, this switching may be another travel distance, or may be a travel time of a certain diesel vehicle, an operation time of a diesel engine, or the like. Further, in the case of the control for preferentially maintaining the first exhaust passage filter 42a at a high temperature for every predetermined standard of accumulated operation progress such as the travel distance of the diesel vehicle and the operation time of the diesel engine, and the second exhaust passage filter 42b. The filter may be regenerated by periodically replacing the case of the control for preferentially maintaining the high temperature and performing the high temperature maintenance control.

In general, when driving in large cities, there is a signal at each intersection and the distance between the signals is short. It is a running state that is repeated at short time intervals. Therefore, in the conventional DPF device, the catalyst carrier, the main body of the filter with catalyst, and the catalyst temperature do not rise in urban driving, and the regeneration of the filter due to oxidation of the collected particulates due to the activation of the catalyst does not function. there were.

On the other hand, in the DPF device of the cylinder group deactivation control multi-cylinder supercharged diesel engine according to the second embodiment, the two exhaust passage filters 42a and 42b are used even in the city running state. By performing control to preferentially maintain one of the filters at a high temperature, it is possible to regenerate the filter to preferentially maintain at a high temperature, and a predetermined standard for operation progress such as the travel time of a diesel vehicle or the operation time of a diesel engine. Accordingly, it is possible to regenerate both the first exhaust passage filter 42a and the second exhaust passage filter 42b by switching the filter preferentially maintained at a high temperature.

In the DPF device of the cylinder group deactivation control multi-cylinder supercharged diesel engine 170 according to the second embodiment, when the first exhaust passage filter 42a is preferentially maintained at a high temperature, the engine ECU performs a low load operation state. Then, only the first cylinder group 72a is operated as an active cylinder group, and each cylinder of the first cylinder group 72a is always operated to generate an output of the maximum net average pressure in a high load operation state exceeding 50% load. In order to generate the engine torque corresponding to the accelerator pedal position, the second cylinder group 72b is also controlled to operate as an operating cylinder group. Thus, the first cylinder group exhaust gas temperature T23a of the first cylinder group 72a is always equal to or higher than the second cylinder group exhaust gas temperature T23b of the second cylinder group 72b, increased opportunity for high-temperature exhaust gas in urban travel to flow first exhaust passage filter 42a, a large effect can be obtained in a high temperature maintained in the first exhaust passage filter 42 a.

Similarly, when the second exhaust passage filter 42b is preferentially maintained at a high temperature, operation control of an engine that operates the second cylinder group 72b preferentially as an operating cylinder group is performed. Thereby, the second cylinder group exhaust gas temperature T23b of the second cylinder group 72b is always equal to or higher than the first cylinder group exhaust gas temperature T23a of the first cylinder group 72a, Opportunities for high-temperature exhaust gas to flow into the second exhaust passage filter 42b increase in urban driving, and a great effect is obtained in maintaining the high temperature of the second exhaust passage filter 42b.

FIG. 9 is a schematic cross-sectional view showing the structure of the butterfly valve type cylinder group exhaust flow path switching valve 260 and the position of the valve plate 261. AAA of the valve plate 261 of the cylinder group exhaust channel switching valve 260 of the butterfly valve type, BBB, AA at each position the plate valve of each cylinder group exhaust channel switching valve 160 of the CCC, BB, corresponds to each position of the CC Since the structure and operation of the cylinder group exhaust flow path switching valve 260 are the same as those of the cylinder group exhaust flow path switching valve 160, a detailed description thereof will be omitted. The butterfly valve type cylinder group exhaust passage switching valve 260 may be used in place of the cylinder group exhaust passage switching valve 160 of the second embodiment. In addition, as the DPF device, a continuous regeneration type DPF device may be used instead of the catalyst regeneration type.

Further, when the cylinder group exhaust passage switching valve 160 is controlled so as to maintain the first exhaust passage filter 42a at a high temperature, the valve plate 161 of the cylinder group exhaust passage switching valve 160 becomes the first exhaust passage filter 42a. The intake air amount of the first cylinder group 72a, which is preferentially operated as the operating cylinder group, is reduced by a throttle valve (not shown) provided in the first cylinder group intake passage 15a in a state where the exhaust gas is adjusted to flow in. The regeneration of the filter of the first exhaust passage filter 42a may be promoted by increasing the exhaust gas temperature of the first cylinder group 72a.

Similarly, when the exhaust passage switching valve 60 is controlled so as to maintain the second exhaust passage filter 42b at a high temperature, the valve plate 161 of the cylinder group exhaust passage switching valve 160 exhausts to the second exhaust passage filter 42b. The intake air amount of the second cylinder group 72b that operates as a working cylinder group preferentially is reduced by a throttle valve (not shown) provided in the intake passage 15b in a state where the gas is adjusted to flow in, thereby reducing the first cylinder group 72b. The exhaust gas temperature may be raised to promote the regeneration of the filter of the first exhaust passage filter 42a.

Next, an in-line six-cylinder four-cycle supercharged liquid fuel pilot injection self-ignition multi-cylinder natural gas engine, a DPF device, and an exhaust gas purification device for in-vehicle cylinder group deactivation control according to a third embodiment of the present invention are used. An explanation will be given based on FIG. 10 which is a schematic plan view showing a specific configuration of the exhaust system and the switching valve control ECU.

In the third embodiment of the present invention, the cylinder group deactivation control multi-cylinder supercharged diesel engine main body 170 of the second embodiment of the present invention is replaced with a liquid fuel pilot injection self-ignition natural gas engine engine main body of the cylinder group deactivation control. In order to change to 270, an electronically controlled natural gas injection nozzle 90 that supplies natural gas to each cylinder is added to the first cylinder group intake manifold 16a and the second cylinder group intake manifold 16b, and the first exhaust of the second embodiment is provided. The first exhaust passage oxidation catalyst device 43a is added in the middle of the passage 41a, and the second exhaust passage oxidation catalyst device 43b is added in the middle of the second cylinder group exhaust passage 41b, so that liquid fuel pilot injection self-ignition natural gas is added. HC first exhaust passage oxidation catalyst device 43a mainly composed of methane discharged from the engine the engine body 270, oxide catalyst second exhaust passage Cleaned with device 43 b, it is obtained so as to purify the particulate in the first exhaust passage filter 42a and the second exhaust passage filter 42b of the DPF device.

In the third embodiment of the present invention, as in the second embodiment of the present invention, the first cylinder group 72a is preferentially operated cylinders during control for preferentially maintaining the first exhaust passage filter 42a at a high temperature. Similarly, when the control is performed so that the second exhaust passage filter 42b is preferentially maintained at a high temperature, the second cylinder group 72b is controlled to operate preferentially as an operating cylinder group. At the same time, during the control for preferentially maintaining the first exhaust passage filter 42a at a high temperature, when the first cylinder group exhaust gas temperature T23a is a low temperature lower than a predetermined value T80, the cylinder group exhaust flow path switching valve 160 is a plate valve 160. The first exhaust passage filter 42a is prevented from being cooled by adjusting the position of AA so that the low temperature exhaust gas does not flow down to the first exhaust passage 41a. In the control for preferentially maintaining the second exhaust passage filter 42b at a high temperature, when the second cylinder group exhaust gas temperature T23b is a low temperature lower than a predetermined value T80, the cylinder group exhaust flow path switching valve 160 is connected to the plate valve 160. by adjusting the position of the BB preventing to cool the second exhaust passage filter 42 b so as not to flow down the cold exhaust gas in the second exhaust passage 41 b.

On the other hand, a first exhaust passage oxidation catalyst device 43a is coupled in series with the first exhaust passage filter 42a in the middle of the first exhaust passage 41a, and in series with the second exhaust passage filter 42b in the middle of the second exhaust passage 41b. Since the second exhaust passage oxidation catalyst device 43b is coupled, the first exhaust passage oxidation catalyst device 43a is also heated at the time of control for preferentially maintaining the first exhaust passage filter 42a at a high temperature so that methane is a main component. When the control is performed to preferentially maintain the second exhaust passage filter 42b at a high temperature, the second exhaust passage oxidation catalyst device 43b is also heated to promote the oxidation of HC mainly composed of methane, Purification of methane discharged from the fuel pilot injection self-ignition natural gas engine engine body 270 is promoted, and the purification rate of the exhaust gas purification device can be improved.

Note that the oxidation catalyst device, the NOx occlusion catalyst device, or the urea reduction type NOx catalyst device is connected in series to each of the first exhaust passage filter 42a and the second exhaust passage filter 42b of the second embodiment and the third embodiment of the present invention . Exhaust gas purifiers such as NOx, HC, CO, etc., other than the particulates may be provided. In that case, cylinder group deactivation control multi-cylinder supercharged diesel engine and liquid fuel pilot injection self-ignition multi-cylinder natural gas engine HC, CO, it is possible to reduce of NOx. Further, as the DPF device, a continuous regeneration type DPF device may be used.

FIG. 2 is a schematic plan view showing a specific configuration of an intake / exhaust system including a multi-cylinder diesel engine and a DPF device and a switching valve control ECU in the first embodiment. It is typical sectional drawing which showed the structure and leaf | plate valve position of the exhaust flow path switching valve of the said 1st Embodiment. It is the figure which represented typically the valve-plate position and each temperature change of the exhaust flow path switching valve at the time of the high temperature maintenance control of the 1st exhaust passage filter at the time of the driving | running | working in a city in this 1st Embodiment. FIG. 6 is a schematic plan view showing a specific configuration of an intake / exhaust system and a switching valve control ECU including a cylinder group deactivation control multi-cylinder diesel engine and a DPF device according to a second embodiment. FIG. 6 is a schematic cross-sectional view showing a structure and a valve position of a cylinder group exhaust flow path switching valve according to the second embodiment. It is the relationship between the accelerator pedal depression amount at the time of high temperature maintenance control of the first exhaust passage filter of the second embodiment and the engine torque of the first cylinder group and the second cylinder group. It is the relationship between the accelerator pedal depression amount at the time of high temperature maintenance control of the second exhaust passage filter of the second embodiment and the engine torque of the first cylinder group and the second cylinder group. It is the figure which represented typically the valve-plate position of each cylinder group exhaust flow path switching valve and each temperature change at the time of the high temperature maintenance control of the 1st exhaust passage filter at the time of the driving | running | working in the city of this 2nd Embodiment. It is typical sectional drawing which showed the structure and butterfly valve position of the cylinder group exhaust flow path switching valve of the butterfly valve type of the second embodiment. Schematic showing a specific configuration of a cylinder group deactivation control liquid fuel pilot injection self-ignition multi-cylinder natural gas engine, a DPF device, an exhaust gas purification device, and a switching valve control ECU according to a third embodiment of the present invention. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 1st cylinder 2 2nd cylinder 3 3rd cylinder 4 4th cylinder 5 5th cylinder 6 6th cylinder 10 Intake valve 11 Air cleaner 12, 13, 15 Intake passage 12a, 13a, 15a 1st cylinder group intake passage 12b, 13b , 15b Second cylinder group intake passage 14 Air-cooled supply air intercooler 14a First cylinder group air - cooled supply air intercooler 14b Second cylinder group air - cooled supply air intercooler 16 Intake manifold 16a First cylinder group intake manifold 16b Second Cylinder group intake manifold 20 Exhaust valve 21 Exhaust manifold 21a First air equal group exhaust manifold 21b Second air equal group exhaust manifold 23, 25, exhaust passage 23a First air equal group exhaust passage 23b Second air equal group exhaust passage 24 Exhaust Gas temperature detector 24a First air group exhaust gas temperature detector 24b Second air group exhaust gas temperature detector 26 Exhaust muffler -30 Electronically-controlled fuel injector 41a First exhaust passage 41b Second exhaust passage 42a First exhaust passage filter 42b Second exhaust passage filter 43a First exhaust passage oxidation catalyst device 43b Second exhaust passage oxidation catalyst device 50 Turbocharger 50a first gas-like group turbocharger 50b second air such groups turbocharger 51 air supply blower 51a first gas or the like group air supply blower 5 1 b second gas such groups supply blower 52 exhaust turbine 52a first air Equal group exhaust turbine 52b Second air equal group exhaust turbine 60 Exhaust flow path switching valve 61, 161, 261 Valve plate 62, 162, 262 Rotating shaft 63 Actuator 64, 164, 264 Housing 70 Multi-cylinder diesel engine body 71 Cooling fan 72a First cylinder group 72b Second cylinder group 80 Switching valve control ECU
160 Cylinder group exhaust flow switching valve 170 Cylinder group deactivation control Multi-cylinder supercharged diesel engine body 270 Liquid fuel pilot injection self-ignition natural gas engine body T23 Exhaust gas temperature T23a First cylinder group exhaust gas temperature T23b Second cylinder group Exhaust gas temperature T42a First exhaust passage catalyst temperature T42b Second exhaust passage catalyst temperature T80 Predetermined value

Claims (5)

In a multi-cylinder diesel engine where all cylinders operate,
A first exhaust passage and a second exhaust passage that branch off an exhaust passage for flowing the exhaust gas of the multi-cylinder diesel engine from the exhaust manifold to the exhaust muffler are provided in parallel,
A DPF device including a first exhaust passage filter for collecting particulates in the middle of the first exhaust passage, and a second exhaust passage filter for collecting particulates in the middle of the second exhaust passage;
An exhaust passage switching valve is provided at a branch portion where the exhaust passage branches into the first exhaust passage and the second exhaust passage;
The exhaust flow path switching valve is configured to cause the exhaust gas discharged from each cylinder of the multi-cylinder diesel engine to flow down only to the first exhaust path, to flow only to the second exhaust path, the first exhaust path and the second exhaust It is possible to switch to three types of exhaust gas flow forms that flow down to both passages,
Provided the exhaust gas temperature detector upstream of the exhaust flow switching valve detects the temperature of exhaust gas flowing to the exhaust flow switching valve,
Two types of control are possible: control for preferentially maintaining the first exhaust passage filter at a high temperature and control for preferentially maintaining the second exhaust passage filter at a high temperature,
In the control for preferentially maintaining the first exhaust passage filter at a high temperature, when the exhaust gas temperature is higher than a predetermined value, the exhaust gas flows down to both the exhaust passages of the first exhaust passage and the second exhaust passage. On the contrary, when the exhaust gas temperature is lower than a predetermined value, the exhaust passage switching valve is adjusted so that the exhaust gas flows down to the single exhaust passage only of the second exhaust passage,
The control for preferentially maintaining the second exhaust passage filter at a high temperature is such that when the exhaust gas temperature is higher than a predetermined value, exhaust gas is supplied to both the first exhaust passage and the second exhaust passage. On the contrary, when the exhaust gas temperature is lower than a predetermined value, the exhaust passage switching valve is adjusted so that the exhaust passage switching valve flows down to the single exhaust passage of only the first exhaust passage. An exhaust gas purification system characterized in that the temperature of any one of the exhaust passage filters can be preferentially maintained at a high temperature. Each cylinder of the multi-cylinder supercharged diesel engine is divided into a first cylinder group and a second cylinder group, and a supercharger and an air supply intercooler are provided in the respective intake and exhaust flow circuits of the first cylinder group and the second cylinder group. Are provided independently to form a flow path circuit in which the intake air and exhaust gas of the first cylinder group and the second cylinder group do not mix with each other, and the first cylinder group or the second cylinder under specific partial load operating conditions. Cylinder group deactivated control supercharged multi-cylinder diesel that can be operated as an operating cylinder group that generates engine output in any one of the cylinder groups and that can be operated as a deactivated cylinder group that does not generate output in the other cylinder group In the engine
A first cylinder group exhaust passage connected to an exhaust gas outlet of the supercharger of the first cylinder group and a second cylinder group exhaust passage connected to an exhaust gas outlet of the supercharger of the second cylinder group;
The first cylinder group exhaust passage and the second cylinder group exhaust passage are individually connected to the two exhaust gas inlets of the cylinder group exhaust passage switching valve and the two exhaust gases of the cylinder group exhaust passage switching valve. Connect the first exhaust passage and the second exhaust passage individually to the outlet,
The exhaust gas in the first exhaust passage and the second exhaust passage is caused to flow down to the exhaust muffler,
A DPF device including a first exhaust passage filter for collecting particulates in the middle of the first exhaust passage, and a second exhaust passage filter for collecting particulates in the middle of the second exhaust passage;
The cylinder group exhaust passage switching valve is configured to cause the exhaust gas in the first cylinder group exhaust passage and the second cylinder group exhaust passage to flow down to the first exhaust passage, and to the first cylinder group exhaust passage and the second cylinder. The exhaust gas in the group exhaust passage flows down to the second exhaust passage, the exhaust gas in the first cylinder group exhaust passage flows down to the first exhaust passage, and the exhaust gas in the second cylinder group exhaust passage is second exhausted. It is possible to switch to three types of exhaust gas flow forms that flow down to the passageway,
An exhaust gas temperature detector is disposed in the first cylinder group exhaust passage upstream of the cylinder group exhaust passage switching valve to detect the first cylinder group exhaust gas temperature, and the second cylinder group exhaust passage is exhausted. A gas temperature detector is provided to detect the second cylinder group exhaust gas temperature,
Two types of control are possible: control for preferentially maintaining the first exhaust passage filter at a high temperature and control for preferentially maintaining the second exhaust passage filter at a high temperature,
The first time control for maintaining the exhaust passage filter preferentially to high temperatures, at the same time the Always be operated the first cylinder group as the operating cylinders group regardless of the level of load of the cylinder group inaction control multi-cylinder diesel engine When the first cylinder group exhaust gas temperature is higher than a predetermined value, the exhaust gas in the first cylinder group exhaust passage flows down to the first exhaust passage and the exhaust gas in the second cylinder group exhaust passage flows down to the second exhaust passage. On the other hand, when the first cylinder group exhaust gas temperature is lower than a predetermined value, the exhaust gas in the first cylinder group exhaust passage and the exhaust gas in the second cylinder group exhaust passage are exhausted only by the second exhaust passage. Controlling the cylinder group exhaust flow path switching valve so as to flow down to the passage;
The time-control of the second exhaust passage filter maintains preferentially to high temperatures, at the same time the when the operating always the second cylinder group regardless of the level of load of the cylinder group inaction control multi-cylinder diesel engine as a running cylinder group When the temperature of the second cylinder group exhaust gas is higher than a predetermined value, the exhaust gas in the first cylinder group exhaust passage flows down to the first exhaust passage and the exhaust gas in the second cylinder group exhaust passage flows down to the second exhaust passage. On the contrary, when the temperature of the second cylinder group exhaust gas is lower than a predetermined value, the exhaust gas in the first cylinder group exhaust passage and the exhaust gas in the second cylinder group exhaust passage are separately exhausted only in the first exhaust passage. Controlling the cylinder group exhaust flow path switching valve so as to flow down to the passage;
An exhaust gas purification system characterized in that the filter temperature of either the first exhaust passage filter or the second exhaust passage filter can be preferentially maintained at a high temperature. 2. The control according to claim 1, wherein the first exhaust passage filter is preferentially maintained at a high temperature and the second exhaust passage filter is preferentially maintained at a high temperature. The exhaust gas purification system according to any one of 2. Either the oxidation catalyst device, the NOx occlusion catalyst device, the urea reduction type NOx catalyst device, or the like is provided in each of the first exhaust passage and the second exhaust passage downstream of the exhaust passage switching valve or the cylinder group exhaust passage switching valve. The exhaust gas purification system according to any one of claims 1 to 3, further comprising an exhaust gas purification device. 5. The multi-cylinder diesel engine or the cylinder group deactivation control multi-cylinder diesel engine is a liquid fuel pilot injection self-ignition natural gas multi-cylinder engine with cylinder group deactivation control. The exhaust gas purification system described in 1.

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