JP2011047351A - Working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To heat a heater for heating a DPF by using energy by solar power generation. <P>SOLUTION: A working vehicle is equipped with a common rail type diesel engine provided with the DPF 12 which is installed with the heating coil type heater 12a and is connected to an exhaust side. In the working vehicle, a solar power generation device 16 supplying electric power for heating from an output regulator 13 and a battery 14 via an inverter 15 is provided and connected to the heating coil type heater 12a of the DPF 12. Electric power generated from the drive part of the working vehicle in place of the solar power generation device 16 is sent to the heating coil type heater 12a. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a work vehicle equipped with a common rail diesel engine. In particular, an exhaust gas aftertreatment device for a diesel engine has a DPF (diesel particulate filter) as an exhaust gas aftertreatment device, and uses the power of a solar power generator when performing regeneration processing in this DPF, etc. Belonging to the field.

  In recent years, environmental concerns and health effects have been a concern, so particulates as particulate matter in the exhaust gas emitted from diesel engines such as automobiles, ships and generators (hereinafter referred to as particulates) Development of an apparatus for removing PM) is underway.

  In addition, in some areas, regulations are being strengthened specifically, and it is an urgent need to respond to them. As technical methods for dealing with these, there are a method for preventing PM emission by measures such as fuel injection timing and mixing ratio on the engine side, and a method for dealing with exhaust system post-treatment.

  As a method for dealing with the exhaust gas after-treatment, for example, a technique for attaching a DPF as a PM removal device to an exhaust device such as a diesel engine is already known, and there are various methods for regenerating PM clogging in these devices. Although it is being considered, it is still not technically sufficient.

  In a vehicle driven by a diesel engine, a DPF is installed in the exhaust gas pipe to collect PM contained in the exhaust gas. When a certain amount of PM is accumulated, Sometimes, an automatic regeneration process for automatically regenerating the DPF by burning the PM collected by the DPF, or a manual regeneration process for removing the PM by manually stopping the vehicle and cleaning the DPF to remove the PM is performed.

  As a conventional technique related to the regeneration process of the DPF, in Patent Document 1, since the fuel temperature is deteriorated by injecting fuel more than necessary in order to raise the exhaust temperature when the engine is started, the fuel consumption is deteriorated. There has been proposed a DPF device that generates power with a generator using regenerative energy, supplies the generated power to a DPF heater provided in the DPF, and heats and regenerates the DPF.

  However, in the DPF device of Patent Document 1, since the driving force of the generator is taken out from the crankshaft of the engine, the engine brake is not always used at the time of braking of the vehicle. When the clutch is disengaged or the transmission is in a neutral state, it is difficult to use regenerative energy.

  Furthermore, since both the generator torque generated by the generator and the driving torque generated by the engine brake act on the crankshaft during braking, the crankshaft is braked suddenly if the generator torque is too large. Since the torque cannot be set too large, a large power generation cannot be obtained and the DPF heater cannot be sufficiently heated.

  For this reason, in Patent Document 2, as a DPF device that improves the efficiency of regenerative power generation of a generator that supplies power to the DPF heater when braking the vehicle, a DPF heater for heating the DPF, and a driving wheel of the vehicle A regeneration generator that is operated via a power generation clutch by a propulsion shaft connected to the motor, and a power generation clutch is connected when the vehicle is braked, and the regeneration generator is operated to generate power by rotating the propulsion shaft and supply the power to the DPF heater. And a control means for regenerating the DPF, and a DPF device that can improve the efficiency of the regeneration generator that performs regenerative power generation that supplies power to the DPF heater when the vehicle is braked has been proposed. .

JP 2001-280121 A JP 2008-82288 A

  However, as described above, in the DPF device disclosed in Patent Document 2, the regeneration generator is connected to the propulsion shaft that drives the drive wheels of the vehicle via the power generation clutch. Although a blank is not generated, the structure of the propulsion shaft is complicated in terms of arrangement and strength, and both the power generation torque of the generator and the driving torque of the engine brake act on the propulsion shaft during braking. Since it is the same as that of Patent Document 1, if the power generation torque of the generator is too large, the propulsion shaft is braked abruptly. Therefore, the power generation torque cannot be set too large, and a large power generation cannot be obtained and the DPF heater is not obtained. However, there was a difficulty in that the heating of this could not be performed sufficiently.

  For this reason, this invention proposes what heats a DPF heater not by regenerative energy at the time of vehicle braking but by using energy by photovoltaic power generation.

  The invention of claim 1 is a work vehicle equipped with a common rail diesel engine provided with a DPF (12) equipped with a hot-wire heater (12a) connected to the exhaust side, and a hot-wire heater of the DPF (12) ( 12a) is connected to a solar power generation device (16) for supplying heating power from an output regulator (13) and a battery (14) via an inverter (15); It is a thing.

  With such a configuration, the exhaust gas discharged from the exhaust side flows to the DPF (12), collects PM in the exhaust gas, and performs timely regeneration processing by PM deposition. In addition, the power generated by the solar power generation device (16) is transmitted from the output regulator (13) for adjusting the output via the inverter (15), and the battery (14) that can be charged and discharged as an auxiliary. PM is deposited by the DPF (12) that is constantly heated by transmitting power to the hot wire heater (12a) of the DPF (12) and heating it in two systems that transmit power via the inverter (15). Can be easily performed in a timely manner.

  Invention of Claim 2 was comprised so that the electric power generated from the drive part of the work vehicle instead of the solar power generation device (16) might be transmitted to the said hot-wire-type heater (12a). 1 is a work vehicle according to the first aspect.

  Instead of the solar power generation device (16), electric power generated by the drive unit of the work vehicle is used.

  In the invention of claim 1, as described above, when the PM in the exhaust gas is collected by the DPF (12) and the regeneration process is performed at the time of PM deposition, the electric power generated by the solar power generation device (16) is The DPF (12) that is constantly heated by performing power transmission heating to the hot wire heater (12a) of the DPF (12) through the inverter (15) by the two systems of the output regulator (13) and the battery (14). ) Makes it possible to easily perform regeneration processing by PM deposition in a timely manner, and does not use a regenerative brake of the fuel system for heating during regeneration of the DPF (12), but uses electric power from the photovoltaic power generation device (16). Therefore, the fuel consumption is not deteriorated and extremely good results can be obtained for the environment.

  In invention of Claim 2, energy efficiency comes to improve by using the electric power generated with the drive part of the work vehicle instead of the solar power generation device (16).

The system figure which shows the pressure accumulation type fuel injection diesel engine by a common rail. The diagram which shows the relationship between the engine speed and output torque by three types of control modes. The system figure which shows the action state which heats the hot wire type heater of DPF in a common rail type diesel engine by the power transmission from a solar power generation device. The system figure which shows the effect | action state which heats the hot wire type heater of DPF in a common rail type diesel engine by the power transmission from the power generator provided in the flywheel. The system figure which shows the effect | action state which heats by the power transmission from the electric power generating apparatus which provided the hot wire type heater of DPF in the common rail type diesel engine in the cooling fan. The system figure which shows the operation state which heats the heat ray type heater of DPF which has arrange | positioned DOC in the first half side of a cylindrical case, and arrange | positioned in the second half side by the power transmission from a solar power generation device. The flowchart which shows the procedure which heats a DPF hot-wire heater and makes it a non-heating state by temperature rise, when it recognizes that it is an automatic regeneration area | region by measurement of temperature and pressure. The circuit action figure which shows the state which connected the EGR circuit divided into two into the intake path via the needle valve provided in the exhaust path in the EGR circuit of an electronically controlled engine. FIG. 3 is a detailed cross-sectional view showing an operation state of a needle valve provided in an EGR circuit of an electronic control engine. The sectional side view which shows the action state of the intake / exhaust valve cylinder which opens and closes the intake / exhaust valve only in fuel pressure in a common rail type diesel engine. The sectional side view which shows the action state of the intake / exhaust valve cylinder which opens and closes the intake / exhaust valve only in fuel pressure in a common rail type diesel engine. The sectional side view which shows the action state of the intake / exhaust valve cylinder which opens and closes the intake / exhaust valve only in fuel pressure in a common rail type diesel engine. The sectional side view which shows the action state of the intake / exhaust valve cylinder which opens and closes the intake / exhaust valve only in fuel pressure in a common rail type diesel engine. The perspective view which shows the state of the generator adjustment plate attached to the generator from the main body side for engine suspension in a common rail type diesel engine. The partial top view which shows the state of the generator adjustment plate attached to the generator from the main body side for engine suspension in a common rail type diesel engine. The perspective view which shows the state which provided the water hole of a cylinder outer periphery in the open deck type cylinder block also the top deck part between each cylinder continuously. The perspective view which shows the state which abolished the water hole of a cylinder outer periphery intermittently the top deck part between each cylinder in an open deck type cylinder block. (A) The perspective view which shows the state which abolished the water hole of a cylinder outer periphery in the open deck type cylinder block intermittently abolishing the outer end side top deck part of a both-ends cylinder. (B) The cross-sectional perspective view which shows the state which intermittently abolished the outer end side top deck part of the cylinder of the both ends cylinder in the water hole of a cylinder outer periphery in an open deck type cylinder block. The fragmentary sectional perspective view which shows the state which provided the rib under the head clamping bolt part of the top deck part of a cylinder in an open deck type cylinder block. The fragmentary sectional perspective view which shows the state which connected the wall bottom part of the cylinder largely in the open deck type cylinder block. The cross-sectional perspective view which shows the state which each provided the partition in the lower part side of the outer end side top deck part of a both-ends cylinder in an open deck type cylinder block. The cross-sectional perspective view which shows the state which made the closed deck type cylinder block into the open deck type cylinder block by final processing. (A) The front view which shows the state which provided the wide rib in the outer peripheral part of the top deck part of a cylinder block. (B) The side view which shows the state which provided the wide rib in the outer peripheral part of the top deck part of a cylinder block. The side view which shows the state which connected the rib of the inverted triangle toward the further lower side from the wide rib provided in the top deck part of the cylinder block. The assembly perspective view which shows the state which fastens the frame bracket of this machine side with a volt | bolt with respect to the cylinder block and oil pan of an engine. (A) The side view which shows the state which uses the auxiliary oil supply port for raising the oil supply port of an engine as the steel product of a welded structure. (B) The side view which shows the state which uses the auxiliary | assistant oil filler port for raising the oil filler hole of an engine as the integrally molded product by a heat resistant resin material. The distribution route figure which shows the state which has provided the helical groove | channel for preventing the distribution | circulation passage of a foreign material etc. in the eyebolt provided in the fuel inlet of the injection pump of an engine.

  In a common rail diesel engine in which a DPF 12 equipped with a hot wire heater 12a is connected to the exhaust side, solar power generation that supplies heating power to the hot wire heater 12a of the DPF 12 from the output regulator 13 and the battery 14 via the inverter 15 A device 16 is connected and provided.

Embodiments of the present invention will be described below with reference to the drawings.
As shown in the system diagram of FIG. 1 for the common rail diesel engine E, the common rail type (accumulated fuel injection system) is a common rail 1 (accumulated pressure) that adjusts fuel injection to each cylinder to a required pressure. Room).

  The fuel in the fuel tank 3 is sucked into the high pressure pump 4 driven by the engine E through the fuel filter 7 through the suction passage, and the high pressure fuel pressurized by the high pressure pump 4 is led to the common rail 1 through the discharge passage 8. It is stored.

  The high-pressure fuel in the common rail 1 is supplied to the injectors 6 for five cylinders through the high-pressure fuel supply passages 9, and the injector 6 is opened for each cylinder 5 based on a command from the ECU 100. The fuel is injected into each combustion chamber of the engine E, and surplus fuel (return fuel) in each injector 6 is guided to a common fuel return passage 10a by each fuel return pipe 10 and returned to the fuel tank 3 by the fuel return passage 10a. It is.

  In addition, a pressure control valve 11 is provided in the high-pressure pump 4 to control the fuel pressure (common rail pressure) in the common rail 1. The pressure control valve 11 is connected to the fuel tank 3 from the high-pressure pump 4 by a duty signal from the ECU 100. The flow area of the fuel return passage 10a for surplus fuel to the fuel is adjusted, whereby the amount of fuel discharged to the common rail 1 side can be adjusted to control the common rail pressure.

  Specifically, the target common rail pressure is set according to the engine operating conditions, and the common rail pressure is feedback-controlled through the pressure control valve 11 so that the common rail pressure detected by the rail pressure sensor 2 matches the target common rail pressure. .

  As shown in FIG. 2, the ECU 100 of the common rail diesel engine E mounted on the agricultural machine has a droop control in which the output fluctuates due to the fluctuation of the rotation speed in the relationship between the rotation speed and the output torque, and the rotation speed even if the load fluctuates. Is set to three types of control modes: isochronous control in which the output is changed according to the load and heavy load control in which the rotational speed is increased and the output is increased when the isochronous control is close to the load limit.

  The droop control is used when the vehicle travels without performing farm work as the travel mode (A). For example, when the travel speed is reduced or stopped by applying a brake, the travel load increases. Since the engine speed decreases, the traveling speed can be safely reduced and stopped.

  Isochronous control is used when normal farm work is performed as the normal work mode (B). For example, when a tractor is cultivated, the cultivated land is hard and resistance is applied to the cultivator blade. Even when there are a lot of crops and the load increases, the output is changed and the rotation speed is maintained, so that the operator can easily operate.

  Heavy load control is used as heavy work mode (C), especially when farming near the load limit. For example, when plowing with a tractor, especially when encountering hard cultivated land. However, since the engine output increases beyond the normal limit, the operation is not interrupted.

  Conventionally, in a diesel engine, it is known to perform pilot injection that injects a small amount of fuel in a pulse manner prior to main injection, thereby shortening the ignition delay and reducing the so-called knocking noise peculiar to the diesel engine. .

  This pilot injection is performed once or twice before the main injection, but by using the system of the common rail 1, the state of the pilot injection is changed according to the state of the engine. The generation of white smoke or black smoke due to noise reduction or incomplete combustion can be suppressed.

  As shown in FIG. 3, in the common rail diesel engine E, the inlet side of the DOC 18 is connected to the exhaust pipe 17 connected to the exhaust side, and the inlet side of the DPF 12 is connected to the outlet side of the DOC 18. A heating wire heater 12a for heating the heating wire heater 12a, a power transmission line a for transmitting power from the solar power generation device 16 via the output regulator 13 via the inverter 15 to the heating wire heater 12a, and an inverter from the battery 14 are provided. 15 includes two power transmission paths, i.e., a power transmission path b for transmitting power via 15, and a differential pressure sensor 19 provided on the inlet side and the outlet side of the DPF 12 is communicably connected to the ECU 100. Reference numeral 1 denotes a common rail, 20 denotes a cylinder block, 21 denotes a cylinder head, 22 denotes an oil pan, 23 denotes a gear case, 24 denotes a flywheel, and 25 denotes a cooling fan.

  With such a configuration, the exhaust gas discharged from the exhaust side flows to the DPF 12 through the oxidation catalyst by the DOC 18 and PM collection in the exhaust gas is performed. When PM is accumulated by this PM collection, timely regeneration processing is performed. However, when this regeneration process is performed, the power generated by the solar power generator 16 is transmitted to the hot wire heater 12a of the DPF 12 through the inverter 15 while adjusting the output by the output regulator 13. As a supplement, by heating the hot wire heater 12a in two systems, that is, charging and discharging power from the battery 14 to the hot wire heater 12a of the DPF 12 via the inverter 15 as an auxiliary, the DPF 12 that is constantly heated is used. Regeneration processing by PM deposition can be easily performed in a timely manner, and the fuel system can be used for heating during regeneration of the DPF 12. Without using the brake, without fuel consumption is deteriorated because by using electric power by the photovoltaic power generation apparatus 16, it is possible to obtain very good results for the environment.

  Further, in the common rail diesel engine E as shown in FIG. 3, an appropriate magnetic body 24a is provided on the outer peripheral portion of the flywheel 24 as shown in FIG. 4 with respect to the hot wire heater 12a that heats the filter installed in the DPF 12. And a power transmission path a for transmitting the induced current generated by the rotation of the magnetic body 24a through the inverter 15 between the coil 26a attached to the inner peripheral portion of the flywheel housing 26 and the inverter from the battery 14. The power transmission system b is configured to have two power transmission systems with the power transmission system b that transmits power through the power transmission line 15.

  With such a configuration, the exhaust gas discharged from the exhaust side flows to the DPF 12 through the oxidation catalyst by the DOC 18 and PM collection in the exhaust gas is performed. When PM is accumulated by this PM collection, timely regeneration processing is performed. However, when this regeneration process is performed, the induction current generated by the magnetic body 24a of the flywheel 24 and the coil 26a of the flywheel housing 26 is transmitted to the hot wire heater 12a of the DPF 12 via the inverter 15. By heating the hot wire heater 12a in two systems, that is, as a supplement, the power transmitted from the battery 14 to the hot wire heater 12a of the DPF 12 via the inverter 15 so as to be chargeable / dischargeable, by the induced current of the flywheel 24 DPF 12 regeneration process can be performed, so fuel economy has not deteriorated and occurred Automatic regeneration process it is possible to perform the regeneration efficiency becomes good by DPF12 heated by electric current.

  Further, in the common rail type diesel engine E as shown in FIG. 3, the DPF 12 has an appropriate magnetic body 25a on the outer periphery of the cooling fan 25 as shown in FIG. And a power transmission path a for transmitting the induced current generated by the rotation of the magnetic body 25a via the inverter 15 between the coil 27a and the coil 27a attached to the inner periphery of the cooling fan cover 27, and an inverter from the battery 14 The power transmission system b is configured to have two power transmission systems including a power transmission system b that transmits power via the power transmission line 15. R represents a radiator.

  With such a configuration, the exhaust gas discharged from the exhaust side flows to the DPF 12 through the oxidation catalyst by the DOC 18 and PM collection in the exhaust gas is performed. When PM is accumulated by this PM collection, timely regeneration processing is performed. However, when this regeneration process is performed, the induction current generated by the magnetic body 25a of the cooling fan 25 and the coil 27a of the cooling fan cover 27 is transmitted to the hot wire heater 12a of the DPF 12 via the inverter 15. As a supplement, the heat wire heater 12a is heated by two systems, that is, a battery 14 that transmits power to the heat wire heater 12a of the DPF 12 via the inverter 15 so as to be charged and discharged.

  Accordingly, the regeneration process of the DPF 12 can be performed by the induced current of the cooling fan 25, so that the fuel efficiency is not deteriorated, and the automatic regeneration process can be performed by the DPF 12 heated by the generated induced current, and the regeneration efficiency. Becomes better.

  Further, when the temperature is low during traveling or the like, the amount of PM generated is large, and the PM cannot be burned by the automatic regeneration process because of the low temperature. When the DPF regeneration process is performed by fuel injection, fuel consumption and exhaust gas are deteriorated.

  For this reason, as shown in FIG. 6, as a post-processing device for purifying exhaust gas, a DOC 28 is disposed on the front half side of the cylindrical case C and a DPF 29 is disposed on the rear half side, and a hot wire heater 29a is provided on the DPF 29. The pressure sensors 30 respectively disposed at the front and rear positions are communicably connected to the ECU 31 and configured.

  With such a configuration, the exhaust gas discharged from the exhaust side flows to the DPF 29 through the oxidation catalyst by the DOC 28, and PM collection in the exhaust gas is performed. When PM is accumulated by this PM collection, timely regeneration processing is performed. To implement.

  When performing this regeneration process, as shown in the flowchart of FIG. 7, when the automatic regeneration region is recognized by measuring the temperature and pressure, the power generated by the photovoltaic power generation device 32 is output by the output regulator 33. Two systems, one that transmits power to the hot wire heater 29a of the DPF 29 via the inverter 34 while adjusting the output, and one that transmits power from the battery 35 to the hot wire heater 29a of the DPF 29 via the inverter 34 as an auxiliary power so as to be charged and discharged. The heating wire heater 29a is heated to perform the automatic regeneration process of PM, and when the temperature rises, the heating of the heating wire heater 29a is stopped.

  The DPF 29 can be heated and activated even when the temperature during traveling is low due to the above-described action. Therefore, it is possible to reduce the amount of deposition on the DPF 29 by burning PM by the automatic regeneration process. Note that the electric power generated by the solar power generation device 32 can also be used for a power assist 34 a such as a cooling fan via the inverter 34.

  In addition, in the conventional control using the EGR valve, the flow path resistance differs depending on the valve opening, so that it is difficult to grasp the correlation between the valve opening and the EGR rate, and it is difficult to strictly control the EGR rate. A cooler may be required, resulting in deterioration of engine cooling efficiency and cost increase due to the number of parts.

  Therefore, in the electronic control engine with EGR, as shown in FIG. 8, an intake manifold 37 is connected to the compressor 36a side of the turbocharger 36, and an exhaust manifold 38 is connected to the turbine 36b side of the turbocharger 36. An intake path 38 on the intake manifold 37 side and an exhaust path 40 on the exhaust manifold 39 side are connected by an EGR circuit so that they can be reduced. This EGR circuit is connected to an intake passage 38 separately through two needles, an EGR circuit A and an EGR circuit B, via a needle valve 41 provided in the exhaust passage 40, and a control valve 42 is provided in the EGR circuit B. It is configured. In addition, 43 is a throttle valve, 44 is an exhaust valve, 45 is an ECU that connects the valves 41, 42, 43, and 44 so that they can communicate, 46 is a post-processing device, and 47 is an intercooler.

  With such a configuration, when the engine operating state is grasped by the ECU 45 and EGR is performed, the EGR gas is reduced by the control using the needle valve 41. The needle valve 41 includes an electromagnetic solenoid 41a as shown in FIG. By opening the needle valve 41c against the return spring 41b by energizing the valve, the circuit is opened, and the control air is supplied to the cooling air from the outlet of the intercooler 47 via the EGR circuit A via the EGR circuit B together with the EGR gas. By opening 42, the intake air is reduced to the upstream side of the intake manifold 37.

  The EGR rate (EGR amount) corresponding to the operating state of the engine is obtained, the lift period and lift interval of the needle valve 41 are set in the ECU 45 in advance, and the operation of the needle valve 41 is controlled. When the EGR rate is large, the lift period is lengthened and the lift interval is shortened. When the EGR rate is small, the lift period is shortened and the lift interval is lengthened. By such an action, the state of the post-processing device 46 (DPF) is grasped by the ECU 45, and when the post-processing device 46 approaches a state where the post-processing device 46 becomes hot and can be damaged during the regeneration operation, the needle valve 41 is lifted and opened. By closing 42, the cooling air at the outlet of the intercooler 47 is supplied into the exhaust gas, and the temperature of the post-processing device 46 is decreased and the flow rate is increased, thereby preventing the post-processing device 46 from being melted.

  Since the EGR amount is controlled by the operation of the needle valve 41, it is possible to adjust the EGR amount strictly, and by operating the needle valve 41 according to the crank angle, it is possible to perform EGR control in accordance with the pulsation of intake and exhaust. . Since the intake air is reduced after the EGR gas is cooled in the system, the EGR cooler can be eliminated or the capacity can be reduced. Since cooling air is introduced into the needle valve 41, it is possible to suppress an increase in channel resistance due to seizure and PM adhesion in the channel.

  In addition, in a diesel engine having a common rail, optimal valve timing and valve lift cannot be obtained in all operating conditions, and thus problems such as friction loss, vibration, and noise due to the valve operating system occur.

  For this reason, as shown in FIG. 10, an electromagnetic solenoid 48, a return spring large 49, and an electromagnetic adsorption plate 50 are arranged in the upper chamber as an intake / exhaust valve cylinder V that is not mechanically driven by a crankshaft (not shown). A return spring small 52, an intermediate valve 53, and an intake / exhaust valve 54 are disposed in a lower chamber partitioned by a partition plate 51 having a fuel passage hole at a central position, and an upper fuel flow path d for operating the intake / exhaust valve 54, The lower fuel flow path e and the intermediate fuel flow path f are arranged and configured.

  The high pressure pump 55 is connected to the upper fuel flow path d of the intake / exhaust valve cylinder V via the common rail 56, and the lower fuel flow path e is connected to the pressure control valve 58 via the low pressure tank 57, and the ECU 59 and the electromagnetic solenoid 48 are connected. The high-pressure pump 55, the common rail 56, the low-pressure tank 57, and the pressure control valve 58 are communicably connected.

  With such a configuration, the ECU 59 grasps the engine operation state, calculates the profile of the intake / exhaust valve 54 in accordance with the operation state, operates the electromagnetic solenoid 48 according to the calculated timing of the intake / exhaust valve 54, The rail pressure increase value corresponding to the fuel flow rate for driving the valve 54 is calculated according to the lift amount of the valve 54, and the pressure is increased by the high pressure pump 55, and the pressure is reduced by the pressure control valve 58 according to the speed of the valve 54. The pressure in the tank 57 is adjusted.

  As shown in FIG. 10, the electromagnetic solenoid 48 is not energized as the operation state when the intake / exhaust valve 54 is closed. Therefore, the electromagnetic adsorption plate 50 is pushed by the return spring 49 and the fuel is not discharged, and the common rail 56 is not discharged. The fuel generates a force that pushes the intake / exhaust valve 54 upward. At this time, the upper and lower pressures of the intermediate valve 53 are the same, and the intermediate valve 53 is seated by the small return spring 52.

  As shown in FIG. 11, when the intake / exhaust valve 54 is opened, the electromagnetic adsorption plate 50 is pulled up by energizing the electromagnetic solenoid 48, and the high-pressure fuel when closed closes the fuel passage hole of the partition plate 51. To the upper chamber. This fuel discharge increases the upward force acting on the intermediate valve 53 and pushes up the return spring small 52. As a result, the intermediate valve 53 blocks one side of the upper fuel flow path d from the common rail 56, so that the high-pressure fuel flows in only one direction and generates a force that pushes the intake / exhaust valve 54 downward. At this time, the pressure in the low-pressure tank 57 is controlled by the pressure control valve 58 in order to control the opening / closing speed of the intake / exhaust valve 54 in the next cycle.

  Thus, since the force acting on the opening / closing of the intake / exhaust valve 54 is only the fuel pressure, it is possible to control the spring constant in the conventional valve spring by controlling the pressure in the low-pressure tank 57, The control of the ECU 59 makes it possible to obtain optimal control of the intake / exhaust valve 54 in accordance with the operating state. In addition, since the mechanical drive by the crankshaft is not performed, friction, vibration, noise, etc. can be reduced, and the number of parts can be reduced by eliminating the mechanical valve system and the degree of freedom in designing the cylinder block can be improved. be able to.

  In addition, the electromagnetic suction valve 50 and the intermediate valve 53 in the intake / exhaust valve cylinder V have an electromagnetically actuated valve 60 in a state of being integrally formed, a fuel passage hole is provided in the partition plate 51, and the return spring small 52 is In the unnecessary intake / exhaust valve cylinder W, as the operation state when the intake / exhaust valve 54 is closed, the solenoid valve 48 is not energized as shown in FIG. The fuel is not discharged by closing the upper opening / closing plate 60a of the electromagnetic valve 60, and the fuel from the common rail 56 generates a force that pushes the intake / exhaust valve 54 upward. At this time, the electromagnetically operated valve 60 is seated by the pressure of the large return spring 49.

  As shown in FIG. 13, when the intake / exhaust valve 54 is opened, the electromagnetic solenoid valve 48 is pulled up by energizing the electromagnetic solenoid 48, and the fuel is discharged by opening the upper opening / closing plate 60 a of the electromagnetic valve 60. At the same time, the fuel passage hole of the partition plate 51 is closed by the flat plate portion 60b of the electromagnetically operated valve 60, and the high-pressure fuel is discharged to the upper chamber when closed. Since the electromagnetically operated valve 60 is lifted from the seating, it generates a force that pushes down the intake / exhaust valve 54 by the inflow of fuel. At this time, the pressure in the low-pressure tank 57 is controlled by the pressure control valve 58 in order to control the opening / closing speed of the intake / exhaust valve 54 in the next cycle.

  Further, in the conventional hanger position for hanging the engine, there is a case where the hanging hook is a functional obstacle that interferes with an important engine component or the like when the engine is hung.

  Therefore, as shown in FIGS. 14 and 15, in the common rail type diesel engine 61, the generator 62 is adjusted in a diagonal direction by securing rigidity extending from the main body side to the generator 62 fixed to the side position of the engine main body. By attaching the plate 63 and providing the hanger hole 63a at an oblique position of the adjustment plate 63, the common rail 64, the injector 65, the fuel feed pipe, and the like are prevented from being damaged due to contact interference during the suspension work by the suspension hook. Can be protected. Reference numeral 66 denotes a cylinder block, 67 denotes a cylinder head, 68 denotes a head cover, 69 denotes an oil pan, and 70 denotes a cooling fan.

  In addition, the conventional open deck type cylinder block has a cylinder that is fully open from the surroundings, so water leakage from the head gasket during operation is likely to occur, and the cylinder is open when the cylinder is processed. Escaped from the tool, which caused the roundness of the cylinder to deteriorate. When the cylinder head is tightened, roundness can be ensured because the cylinder is isolated from the surrounding bolt seats.

  In such an open deck type cylinder block 71, as shown in FIG. 16, conventionally, water holes 74 on the outer periphery of the cylinder 72 provided continuously to the top deck portion 73 between the cylinders 72 are provided as shown in FIG. By discontinuing intermittent connection and connecting the cylinder walls on both sides to provide rigidity, vibration during engine operation and cylinder behavior due to explosion of each cylinder 72 can be suppressed, and a head gasket (not shown) Therefore, it is possible to prevent water leakage from the tool and suppress escape from the tool even when the cylinder 72 is processed. Therefore, it is possible to ensure roundness without reducing the processing speed. Even when the top deck portion 73 is connected as described above, the influence of tightening of the cylinder head (not shown) is small and roundness can be ensured similarly, and exhaust gas performance such as blow-by gas is improved. be able to.

  In the open deck type cylinder block 71, as shown in FIGS. 18 (a) and 18 (b), the water holes 74 on the outer periphery of the cylinder 72 of the outer end side top deck portion 73 of the cylinders 72 at both ends are intermittently abolished. By adopting a form having joint rigidity, the same effect as described above is obtained.

  In the open deck type cylinder block 71, as shown in FIG. 19, a rib 73b is provided below the cylinder head tightening bolt portion 73a of the top deck portion 73 of each cylinder 72 to give rigidity. , Have the same effect as above.

  In the open deck type cylinder block 71, as shown in FIG. 20, the wall bottom portion 72a of the cylinder 72 is largely connected, and in particular, the rigidity is given when the cylinder head is tightened. Has an effect.

  In the open deck type cylinder block 71, as shown in FIG. 21, at the lower end side of the outer end side top deck portion 73 of the both end cylinders 72, at the front end portion from the water pump cooling water inlet 73c to the lower side and at the rear end portion. By providing the partition wall 73e on the upper side from the sealing cup 73d and providing rigidity, the partition wall 73e can have a function of separating the right and left cooling water, and has the same effect as described above. .

  Further, in the cylinder block in which the water hole of the top deck portion is closed as a closed deck type, as shown in FIG. 22, the portion where the water hole 74 on the outer periphery of the cylinder 72 of the top deck portion 73 is finally closed as shown in FIG. By using the open deck type cylinder block 71 in which the water hole 74 on the outer periphery of the cylinder 72 is intermittently abolished, vibration during machining, bending of the cylinder 72, chatter, etc. can be suppressed and machining can be performed with high accuracy. This makes it possible to ensure roundness without reducing the processing speed. As described above, by effectively utilizing the open deck cylinder block 71 finished with high accuracy, the same effects as described above can be obtained.

Further, as shown in FIGS. 23 (a) and 23 (b), a wide rib 76a is provided on the top deck 76 portion of the cylinder block 75 so as to protrude outward from the cylinder block 75 and surround the periphery. When the cylinder head bolt is tightened, it is possible to suppress the state in which the top deck 76 is pushed up and deformed. (There is no such rib shape in the conventional engine)
Further, in the cylinder block 75 provided with the rib 76a, it is only useless to provide a rib 76a having an appropriate width or more. Therefore, as shown in FIG. 24, an inverted triangle connected to the rib 76a at the cylinder head bolt portion. By providing each of the ribs 76b, it is possible to further strongly suppress the state in which the top deck 76 portion is pushed up and deformed when the cylinder head bolt is tightened. (The conventional engine does not have such a rib shape, but is generally straight)
Also, in the past, the engine for a farming machine consisted of a cylinder block, a crankcase, and an oil pan. When this machine is mounted, the cylinder block side is assembled via a frame bracket for this machine side. However, since the cylinder block and the crankcase are not strong enough, they are often damaged by vibration or impact.

  Therefore, as shown in FIG. 25, when assembling the cylinder block 77 (including the crankcase) and the oil pan 78 as a cast member to a tractor, a combiner or the like, By fastening the frame bracket 79 together with the bolts 79a, the strength of the engine body is improved, so that damage due to vibration or impact can be prevented.

  Also, in general engines for agricultural machinery, industrial machinery, construction machinery, etc., when the engine bonnet or work equipment is attached, the position of the oil supply port for supplying oil to the cylinder block is low, so the oil supply port is high. It has been adapted to extend the position to facilitate lubrication, and as its members, as shown in FIG. 26 (a), a steel product in which three parts of a pipe 80a, a plug 80b, and a flange 80c are welded. Since the auxiliary oil filler port 80 is used, the cost is increased.

  For this reason, as shown in FIG. 26 (b), by using the integrally formed auxiliary oil filler port 81 using a heat-resistant resin material, the cost is greatly reduced, the weight can be reduced, and the handleability is also good (the occurrence of rust etc.). The upper end side 81a is shaped so that a torque wrench can be used, so that torque management during tightening can be performed.

  In diesel engines, parts such as injection pumps and injection nozzles dominate the function and performance, so normal operation cannot be achieved when chips or large foreign objects are brought in, resulting in reduced output, wear, seizure, etc. In addition, the exhaust gas becomes black smoke and white smoke, which greatly affects the recent exhaust gas regulations.

  Therefore, before the chips and large foreign matters in the fuel flowing to the injection pump 82 and the injection nozzle 83 flow to the injection pump 82, a spiral groove in the fuel flow path of the eyebolt 84 of the fuel pipe is shown in FIG. It is possible to prevent the injection pump 82 and the injection nozzle 83 from being obstructed by blocking outflow and passage of chips and large foreign matters in the fuel by m.

  It can also be used for general vehicles including agricultural machines such as tractors and combines.

1 Common rail 2 Rail pressure sensor 12 DPF
12a Hot wire heater 13 Output regulator 14 Battery 15 Inverter 16 Solar power generator 17 Exhaust pipe 18 DOC
19 Differential pressure sensor 20 Cylinder block 21 Cylinder head 22 Oil pan 23 Gear case 24 Flywheel 25 Cooling fan 100 ECU
E Common rail type diesel engine

Claims (2)

  In a work vehicle equipped with a common rail diesel engine provided with a DPF (12) equipped with a hot wire heater (12a) connected to the exhaust side, an output regulator is connected to the hot wire heater (12a) of the DPF (12). A work vehicle comprising: a solar power generation device (16) for supplying heating power from (13) and a battery (14) via an inverter (15);   2. The work vehicle according to claim 1, wherein electric power generated from a drive unit of the work vehicle is transmitted to the hot wire heater (12 a) instead of the solar power generation device (16).

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