JP2008082287A - Dpf regeneration device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a DPF regeneration device that lowers the vibration resistance performance level required for a generator for supplying electric power to a DPF heater. <P>SOLUTION: In a DPF regeneration device 1 regenerating a diesel particulate filter (DPF) 67 provided in an exhaust system 59 of an engine 42 of a vehicle 40 by making the particulate matter caught by the DPF 67 burn, a DPF heater 2 for heating the DPF 67, a regeneration generator 3 connected to the DPF heater 2 for supplying electric power and connected to a propeller shaft 51 of the vehicle 40 through a generator clutch 11, and a control means 5 for connecting the generator clutch 11 at the time of warm-up of the engine 42 and actuating the regeneration generator 3 to generate electric power by the power of the propeller shaft 51 and regenerating the DPF 67 by supplying the generated electric power to the DPF heater 2 are provided. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a DPF regenerator that regenerates DPF by burning particulate matter collected by the DPF.

  Conventionally, diesel particulate processing devices such as DPD (Diesel Particulate Defuser) and DPF (Diesel Particulate Filter) are currently used as particulate matter (PM) collection devices for diesel engines.

  The DPF is installed in the middle of the exhaust pipe of the engine, and during regeneration of the DPF (when PM is removed), post-injection or the like is performed in the combustion chamber of the engine to raise the exhaust temperature and perform automatic regeneration.

  By the way, the diesel engine uses a common rail system to achieve ultra-high pressure fuel injection, increase combustion efficiency, reduce PM and black smoke, and electronically control the common rail system, in units of 1 / 1000th of a second. There are some which control the injection timing and the injection amount finely to optimize the combustion and reduce NOx.

  In such a diesel engine, PM collected by the ceramic filter in the DPF is efficiently combusted by exhaust gas temperature control such as fine fuel injection of an electronically controlled common rail system and adoption of an exhaust throttle, and a filter ( DPF) is regenerated.

  This filter regeneration is automatically performed during traveling, but depending on traveling conditions, manual regeneration in an idling state may be required.

  However, when automatic regeneration is performed with a diesel engine having such a configuration, the following problems occur when the engine is started.

  (1) Since the exhaust temperature is raised when the engine is started, fuel is injected more than necessary, resulting in deterioration of fuel consumption.

  (2) Since the engine load does not increase, it takes time to warm up the engine, and engine oil friction is not reduced.

  (3) Since the engine water temperature does not rise, the time during which idling stop can be started is reduced and fuel consumption is worsened.

  Therefore, for example, Patent Document 1 proposes a diesel particulate filter device in which a heater is provided in the DPF, and the DPF is heated by supplying power generated by a generator to the heater to raise the exhaust temperature. Has been.

JP-A-8-105316

  However, in the diesel particulate filter device of Patent Document 1, since the generator that supplies power to the heater is directly attached to the engine that is the vibration source, the generator is required to have a high level of vibration resistance. There was a problem of being.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a DPF regeneration device that solves the above-described problems and reduces the vibration resistance level required for the generator that supplies power to the DPF heater.

  In order to achieve the above object, according to the present invention, a diesel particulate filter (DPF) is provided in an exhaust system of a vehicle engine, and particulate matter collected by the DPF is burned to regenerate the DPF. A DPF heater for heating the DPF, a regeneration generator connected to the DPF heater for supplying electric power, and connected to the propulsion shaft of the vehicle via a generator clutch. When the engine is warmed up, the generator clutch is connected, the regeneration generator is operated by the power of the propulsion shaft, and the generated power is supplied to the DPF heater. And a control means for reproducing.

  Preferably, the regeneration generator is attached to a frame of the vehicle.

  Preferably, a DPF temperature detecting means for detecting the temperature of the DPF is provided, and the control means is provided in the DPF heater when the detected temperature of the DPF detected by the DPF temperature detecting means is equal to or lower than a predetermined temperature. The DPF is regenerated by energization.

  Preferably, the control means includes a warm-up switch for warming up the engine, the warm-up switch is turned on, and the detected temperature of the DPF detected by the DPF temperature detecting means is equal to or lower than a predetermined temperature. At this time, the DPF heater is energized to regenerate the DPF.

  Preferably, the warm-up switch is turned on when the engine coolant temperature is equal to or lower than a predetermined water temperature, and is turned off when the engine temperature exceeds a predetermined temperature.

  According to the present invention, it is possible to achieve an excellent effect that it is possible to reduce the level of vibration resistance required for a generator that supplies power to a DPF heater.

  Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

  The DPF regeneration device of this embodiment is applied to a large vehicle such as a truck, for example.

  A schematic structure of the vehicle and the DPF regeneration device will be described with reference to FIG.

  As shown in FIG. 1, a vehicle 40 includes a frame 41 forming a chassis, an engine 42 mounted on the frame 41, and vehicle power transmission means 44 for transmitting the power of the engine 42 to drive wheels 43. Prepare.

  The vehicle 40 of the present embodiment is an FR vehicle, and an engine 42 is provided in front of the vehicle 40 and drive wheels 43 are provided in the rear. The frame 41 in front of the vehicle is provided with a driven wheel 45 supported by a suspension device (not shown).

  The frame 41 is a ladder-type frame, and includes a pair of side members 46 and 46 extending in the front-rear direction, and a plurality of cross members 47 provided between the side members 46 and 46 and spaced apart from each other in the front-rear direction. .

  The vehicle power transmission means 44 includes a transmission 49 connected to the engine 42 via a transmission clutch 48, and a propulsion shaft 51 having one end connected to the transmission 49 via a joint (for example, a universal joint) 50. A differential 53 connected to the other end of the propulsion shaft 51, and a pair of drive shafts 56, 56 each extending outward from the differential 53 in the vehicle width direction and having a drive wheel 43 attached to the tip thereof. Prepare.

  The propulsion shaft 51 is divided into a plurality (three in the illustrated example) in the front-rear direction, and the divided shafts are connected by joints (for example, universal joints) 57 and 57. Further, the propulsion shaft 51 is provided with a propulsion shaft side pulley 8 of the DPF regeneration device 1 described later.

  The engine 42 includes an engine body 58 having a plurality of cylinders, an intake system (not shown) for supplying intake air to the engine body 58, an exhaust system 59 for exhausting exhaust from the engine body 58, An engine control device (hereinafter referred to as ECU) 60 for controlling the engine main body 58 is provided.

  Although not shown, an engine-mounted generator for supplying electric power to lighting or the like is attached to the engine 42. The engine-mounted generator is, for example, a crankshaft drive that is mounted on the engine body 58 and power is transmitted from a crankshaft (not shown) by a gear (or a belt).

  The engine main body 58 includes a cooling device (not shown) that cools the engine main body 58 with cooling water, and a cooling water temperature sensor (cooling water temperature detecting means) 61 for detecting the temperature of the cooling water of the cooling device. . The cooling water temperature sensor 61 is connected to transmit a detection signal (water temperature) to a warm-up switch 15 of the DPF regeneration device 1 described later.

  The ECU 60 is connected to sensors such as an engine speed sensor (not shown) and actuators such as a fuel injection device (not shown). The ECU 60 basically calculates the fuel injection amount based on the operating state of the engine (for example, engine load, engine speed).

  Further, the ECU 60 is connected to the warm-up switch 15 of the DPF regeneration device 1. When the warm-up switch 15 is turned on, for example, at a cold start, the ECU 60 determines the fuel injection amount calculated based on the engine operating state. A warm-up operation is performed to increase warm-up by incrementing a fixed amount.

  Although not shown, the intake system includes an intake manifold that communicates with the intake port of each cylinder of the engine body 58 and an intake pipe that communicates with the intake manifold.

  As shown in FIG. 1, the exhaust system 59 includes an exhaust manifold 65 that communicates with an exhaust port of each cylinder of the engine body 58, and an exhaust pipe 66 that communicates with the exhaust manifold 65.

  The exhaust pipe 66 extends from the exhaust manifold 65 to the rear of the vehicle, and a diesel particulate filter (diesel particulate device) for removing particulate matter (hereinafter referred to as PM) contained in the exhaust of the engine 42 at an intermediate portion thereof. , DPD, hereinafter referred to as DPF) 67.

  The DPF 67 includes a cylindrical casing 68 interposed in the exhaust pipe 66, a filter main body (for example, a ceramic filter) (not shown) that is accommodated in the casing 68 and collects PM, and the filter main body. A DPF heater 2 for heating and heating, and a DPF temperature sensor (DPF temperature detection means) 6 provided in the casing 68 for detecting the temperature of the DPF 67 are provided. The DPF 67 is configured to store electric energy generated by the regeneration generator 3 of the DPF regeneration device 1 described later as thermal energy.

  The DPF heater 2 is an electric heater and is supplied with electric power generated by the regeneration generator 3.

  The exhaust system 59 is provided with an oxidation catalyst (not shown) for removing CO (carbon monoxide), HC (hydrocarbon) and the like in the exhaust. The oxidation catalyst is disposed, for example, in the casing 68 of the DPF 67 on the upstream side or the downstream side of the filter body.

  In the present embodiment, a DPF regeneration device 1 is provided in which PM collected by the filter body of the DPF 67 is burned to regenerate the filter body of the DPF 67.

  The DPF regeneration device 1 transmits the power from the propulsion shaft 51 to the DPF heater 2, the regeneration generator 3 connected to supply power to the DPF heater 2, and the regeneration generator 3. Generator power transmission means 4, control means 5 for controlling the generator power transmission means 4 and the DPF heater 2, the DPF temperature sensor 6 connected to the control means 5, and the regeneration generator 3. And batteries 7 and 7 for storing surplus power.

  The regeneration generator 3 is connected to the propulsion shaft 51 of the vehicle 40 via a generator clutch 11 described later, and its output is supplied to the DPF heater 2 via the control means 5.

  The regeneration generator 3 is provided separately from an engine-mounted generator (not shown) attached to the engine 42. In this embodiment, the regeneration generator 3 is attached to a side member 46 of the frame 41 of the vehicle 40 (not shown). Attached to the tool.

  The generator power transmission means 4 includes a propulsion shaft side pulley 8 provided on the propulsion shaft 51, a generator side pulley 10 connected to the propulsion shaft side pulley 8 via a belt 9, and the generator side pulley 10. And a generator clutch 11 that connects and disconnects the input shaft of the generator 3 for regeneration.

  Specifically, the generator clutch 11 comprises an electromagnetic clutch having a field coil 12 (see FIG. 2), and the connection / disconnection is controlled by switching the energization of the field coil 12 by the control means 5.

  Thus, the generator clutch 11 connects and disconnects transmission of the power extracted from the propulsion shaft 51 to the regeneration generator 3. When the generator clutch 11 is connected, the generator clutch 11 is connected to the generator clutch 11. Thus, the regeneration generator 3 is driven.

  As shown in FIG. 2, the control means 5 is turned on when the warm-up switch (hereinafter referred to as warm-up SW) 15 for warming up the engine 42 and the transmission 49 is other than neutral, and when it is neutral. A neutral switch (hereinafter referred to as neutral SW) 16 which is turned off, and an accelerator switch (hereinafter referred to as accelerator SW) 17 which is turned on when the accelerator (accelerator pedal) of the vehicle 40 is not depressed and is turned off when depressed. And a clutch switch (hereinafter referred to as clutch SW) 18 that is turned on when the transmission clutch 48 is connected, and turned off when the transmission clutch 48 is disconnected, and when all of these neutral SW16, accelerator SW17, and clutch SW18 are on (contact), Or the generator relay which connects and operates the generator clutch 11 when warm-up SW15 is ON. Comprising a 9, a temperature sensor SW20 to turn on and off operation based on the temperature of the DPF67.

  Specifically, the neutral SW 16, the accelerator SW 17 and the clutch SW 18 are connected in series to the positive electrode 21, and the generator relay 19 is connected to the negative terminal of the clutch SW 18.

  The generator relay 19 has a coil part 25 connected to the clutch SW 18 and the negative electrode 22 respectively, and a clutch-side contact 26 and a heater-side contact 27 that are switched by the coil part 25.

  The clutch side contact 26 has one terminal (negative electrode side) connected to the field coil 12 of the generator clutch 11 and the other terminal (positive electrode side) connected to the positive electrode 21. The clutch-side contact 26 is closed when the coil portion 25 of the generator relay 19 is energized, and the field coil 12 of the generator clutch 11 is energized by closing the clutch-side contact 26.

  The heater side contact 27 has one terminal (negative electrode side) connected to the DPF heater 2 and the other terminal (positive electrode side) connected to the positive electrode 21 via the temperature sensor SW20. The heater side contact 27 is closed when the coil portion 25 of the generator relay 19 is energized. The DPF heater 2 is energized by closing both the heater side contact 27 and the temperature sensor SW20.

  The temperature sensor SW20 is connected to the DPF temperature sensor 6 to obtain a detected temperature (DPF temperature), and is closed (ON) when the temperature of the DPF 67 detected by the DPF temperature sensor 6 is equal to or lower than a predetermined temperature, and exceeds the predetermined temperature. When opened (off).

  The warm-up SW 15 has one terminal (positive electrode side) connected to the positive electrode 21 and the other terminal (negative electrode side) connected to the positive electrode side terminal of the generator relay 19. More specifically, the other terminal of the warm-up SW 15 is connected to a line 28 between the negative terminal of the clutch SW 18 and the positive terminal of the generator relay 19.

  The warm-up SW 15 is connected to the cooling water temperature sensor 61 to obtain a detected temperature (cooling water temperature), and is closed when the cooling water temperature of the engine 42 detected by the cooling water temperature sensor 61 is equal to or lower than a predetermined water temperature. Opened when exceeding.

  Here, the predetermined water temperature is a water temperature set to determine whether or not the engine main body 58 needs to be warmed up, and is about 40 ° C. in the illustrated example, but is not limited thereto.

  According to the control means 5 described above, the coil portion 25 of the generator relay 19 is energized when the warm-up SW15 is on, and is energized when all of the neutral SW16, the accelerator SW17, and the clutch SW18 are on.

  Note that the warm-up SW15, the neutral SW16, the accelerator SW17, and the clutch SW18 may be provided as existing devices in the current vehicle, for example.

  Next, the operation of the DPF regeneration device 1 according to the embodiment will be described with reference to FIGS. 2 and 3.

  In this embodiment, it is necessary to generate power when the engine is started, increase the engine load, increase the temperature of the engine exhaust / cooling water / oil, and maintain the electric power obtained by the power generation in a high temperature state such as DPF67. A warm-up control is performed at the time of starting the engine so that energy is stored as heat in a certain device.

  More specifically, the control means 5 of the DPF regeneration device 1 connects the generator clutch 11 with the power of the propulsion shaft 51 when the ECU 60 warms up the engine 42 when the vehicle 40 travels. The regeneration generator 3 is operated to generate electricity, and the generated power is supplied to the DPF heater 2 to regenerate the DPF 67.

  Thus, in this embodiment, since the regeneration generator 3 that supplies power to the DPF heater 2 is driven by a propulsion shaft, the regeneration generator 3 can be used with a low level of vibration resistance. Cost reduction can be achieved.

  Here, the point that driving the generator with the propulsion shaft 51 is superior to driving with the crankshaft will be described below.

  Since the crankshaft-driven generator is structurally premised on mounting to the engine 42 as a vibration source, a high level of vibration resistance is required (for example, about 40G to 50G).

  On the other hand, the propulsion shaft driven regeneration generator 3 can be mounted on the frame 41 of the vehicle 40 through the belt 9 and the excitation force of the engine 42 is not directly input. It is possible to reduce the level of vibration resistance performance required compared to (for example, about 20G).

  Furthermore, in this embodiment, the engine-mounted generator can also be used with a vibration resistance level equivalent to that of the conventional one.

  That is, when power is supplied to the DPF heater 2 by an engine-mounted generator driven by a crankshaft, it is necessary to improve the performance of the supply, which leads to an increase in the size (mass increase) of the engine-mounted generator. As a result, the level of vibration resistance required for the engine-mounted generator is increased.

  On the other hand, in the present embodiment, since the regeneration generator 3 dedicated to the DPF heater is provided, the engine-mounted generator does not need to be enlarged and can have a vibration resistance level equivalent to that of the conventional one. .

  Next, when the warm-up SW 15 is on and the temperature of the DPF 67 detected by the DPF temperature sensor 6 is equal to or lower than a predetermined temperature, the control means 5 of the present embodiment energizes the DPF heater 2 to turn on the DPF 67. Perform playback.

  Here, in the present embodiment, the predetermined temperature is set to about 200 ° C., which is based on the technical advantage that the standard of the reaction of the oxidation catalyst is 200 ° C. and the catalytic reaction occurs.

  In addition, this invention is not limited to this, You may make it preheat an oxidation catalyst at the temperature lower than 200 degreeC.

  Next, an example of the operation flow of this embodiment will be described based on FIG. This operation flow is performed when the propulsion shaft 51 rotates, for example, when the vehicle 40 is traveling.

  In step S1, detection of the DPF temperature is started by the DPF temperature sensor 6, and detection of the cooling water temperature (in FIG. 3, engine water temperature) is started by the cooling water temperature sensor 61 in step S2.

  In step S3, it is determined whether or not the cooling water temperature is 40 ° C. or lower. Specifically, the warm-up SW 15 operates on or off based on the output of the coolant temperature sensor 61.

  If it is determined in step S3 that the coolant temperature is 40 ° C. or lower, that is, if it is determined that the engine 42 needs to be warmed up, the generator clutch 11 is actuated to the connection side in step S4, and in step S5. Power generation by the regeneration generator 3 is started.

  Specifically, in step S3, the warm-up SW15 is turned on, and when the warm-up SW15 is turned on, the generator relay 19 is energized and the field coil 12 of the generator clutch 11 is energized in step S4. The generator clutch 11 is in contact. Further, when the generator clutch 11 is brought into contact, the power of the propulsion shaft 51 is transmitted to the regeneration generator 3 in step S5, the regeneration generator 3 is driven, and power generation is started.

  Further, when the warm-up SW15 is switched on in step S3, the warm-up operation of the engine 42 by the ECU 60 is started.

  Next, in step S6, it is determined whether or not the temperature of the DPF 67 detected by the DPF temperature sensor 6 is 200 ° C. or less.

  If it is determined in step S6 that the DPF temperature is 200 ° C. or lower, the temperature sensor switch 20 is energized and the DPF heater 2 is energized in step S7. Thereby, the DPF 67 is heated and heated. Further, in step S8, the surplus power in the DPF heater 2 is stored in the battery 7 as electric energy.

  On the other hand, when it is determined in step S6 that the DPF temperature exceeds 200 ° C., all the electric power generated by the regeneration generator 3 in step S9 is stored in the battery 7 as electric energy.

  The above steps S4 to S9 are performed until the cooling water temperature of the engine 42 exceeds 40 ° C., that is, until it is determined that the engine 42 has been warmed up.

  As described above, in the present embodiment, the DPF 67 and the like are heated earlier when the engine is started by increasing the engine load due to the driving of the regeneration generator 3 and heating the DPF heater 2 using the power of the regeneration generator 3. Thus, the frequency of fuel injection for raising the exhaust temperature can be reduced, and the fuel efficiency is improved.

  Further, since the engine load increases, the engine 42 can be warmed up quickly, and engine oil friction is reduced.

  Moreover, since the cooling water temperature of the engine 42 rises quickly, the idling stop frequency increases, and the fuel consumption improves.

  Next, a case where it is determined in step S3 that the engine 42 does not need to be warmed up will be described.

  If it is determined in step S3 that the cooling water temperature exceeds 40 ° C., it is determined in step S10 whether or not the neutral SW16, the accelerator SW17, and the clutch SW18 are all on. That is, it is determined whether the gear of the transmission 49 is other than neutral, the accelerator is not depressed, and the clutch is engaged.

  When the neutral SW 16, the accelerator SW 17 and the clutch SW 18 are all on in step S 10 (for example, when the vehicle 40 is braked), although not shown, the field coil 12 of the generator clutch 11 is energized to connect the generator clutch 11. Thus, the regeneration generator 3 is driven to start power generation.

  Further, it is determined whether or not the temperature of the DPF 67 detected by the DPF temperature sensor 6 in step S11 is 200 ° C. or less.

  If it is determined in step S11 that the DPF temperature is 200 ° C. or lower, the DPF heater 2 is energized in step S12, and the DPF 67 is heated. Further, in step S <b> 13, surplus power that has not been consumed by the DPF heater 2 in step S <b> 12 out of the power generated by the regeneration generator 3 is stored in the battery 7.

  On the other hand, when it is determined in step S11 that the DPF temperature exceeds 200 ° C., all the electric power generated by the regeneration generator 3 in step S14 is stored in the battery 7 as electric energy.

  As described above, in the present embodiment, the power generated by the regeneration generator 3 during braking of the vehicle 40 is supplied to the DPF heater 2 to heat the DPF 67, so that the DPF 67 is regenerated using the braking energy of the vehicle 40. It can be carried out.

  In addition, this invention is not limited to the above-mentioned embodiment, Various modifications and application examples can be considered.

  For example, in the above-described embodiment, the regeneration generator 3 is attached to the frame 41 of the vehicle 40. However, the present invention is not limited to this. For example, it may be attached to the body of the vehicle 40 that is less affected by the vibration of the engine 42. It is done.

  Further, the warm-up SW may be switched on and off by a warm-up button installed in the cab, for example.

FIG. 1 is a schematic structural diagram of a DPF regeneration device according to an embodiment of the present invention. FIG. 2 is a schematic circuit diagram of the control means of this embodiment. FIG. 3 is a diagram for explaining an example of an operation flow by the control means of the present embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 DPF regeneration apparatus 2 DPF heater 3 Regenerator 5 Control means 11 Generator clutch 40 Vehicle 42 Engine 51 Propulsion shaft 59 Exhaust system 67 Diesel particulate filter (DPF)

Claims (5)

In a DPF regeneration device in which a diesel particulate filter (DPF) is provided in an exhaust system of a vehicle engine and the particulate matter collected by the DPF is burned to regenerate the DPF.
A DPF heater for heating the DPF, a regeneration generator connected to the DPF heater for supplying electric power and connected to a propulsion shaft of the vehicle via a generator clutch, and warming-up operation of the engine When the generator clutch is connected, the regeneration generator is operated to generate power with the power of the propulsion shaft, and the generated power is supplied to the DPF heater to regenerate the DPF. A DPF regeneration device comprising:   The DPF regeneration device according to claim 1, wherein the regeneration generator is attached to a frame of the vehicle. DPF temperature detection means for detecting the temperature of the DPF,
3. The DPF regeneration device according to claim 1, wherein the control means regenerates the DPF by energizing the DPF heater when the detected temperature of the DPF detected by the DPF temperature detection means is equal to or lower than a predetermined temperature. .   The control means includes a warm-up switch for warming up the engine, and when the warm-up switch is on and the detected temperature of the DPF detected by the DPF temperature detecting means is equal to or lower than a predetermined temperature, The DPF regeneration apparatus according to claim 3, wherein the DPF is regenerated by energizing the DPF heater.   The DPF regeneration device according to claim 4, wherein the warm-up switch is turned on when a cooling water temperature of the engine is equal to or lower than a predetermined water temperature, and is turned off when the engine temperature exceeds a predetermined temperature.

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