JP2012177374A - Exhaust emission control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stably purify exhaust gas without deteriorating fuel efficiency, in an exhaust emission control device of a diesel engine.SOLUTION: The exhaust emission control device includes a main particulate capturing filter 22 arranged in a main exhaust line 21 of the diesel engine 11, a sub-exhaust line 21A branched from the main exhaust line in a branch point at the main particulate capturing filter upstream side, a sub-particulate capturing filter 22A arranged in the sub-exhaust line and smaller in soot storage capacity than a soot storage capacity of the main particulate capturing filter, a low pressure part arranged at the downstream side of the sub-particulate capturing filter in the sub-exhaust line and imparting pressure lower than pressure of the branch point, and a differential pressure measuring part for measuring differential pressure generated between an inlet and an outlet of the sub-particulate capturing filter. The sub-exhaust line has a downstream side end at the downstream side of the sub-particulate capturing filter, and the downstream side end is connected to an exhaust gas recirculating line of the diesel engine.

Description

  The present invention relates to an exhaust gas purification apparatus for an internal combustion engine, and more particularly to an exhaust gas purification apparatus that includes a particulate trapping filter (DPF) and is used to remove particulates (PM) contained in exhaust gas from a diesel engine.

  Conventionally, a particulate particulate filter (DPF) composed of a porous ceramic has been used to capture particulate matter (PM) mainly composed of C (carbon) discharged from a diesel engine. Yes. In such a particulate trapping filter, the trapped particulates gradually accumulate with continuous use. For this reason, in the exhaust gas purifying apparatus using the particulate trapping filter, the deposited particulates are periodically contained in the particulate trapping filter. The particulate trapping filter is regenerated by burning it away. If the deposition of particulates in the particulate trapping filter is left unattended, the pressure generated by the exhaust gas in the particulate trapping filter becomes excessive, which may lead to deterioration of fuel consumption and engine damage.

  It is desirable to regenerate such a particulate trapping filter during the operation of the diesel engine without exchanging or removing the filter. Therefore, after explosion combustion, the piston is lowered in the cylinder. Further, fuel injection (post-injection) is performed. Thereby, the deposited fine particles are burned by the generated high-temperature gas.

US Pat. No. 6,952,920 US Pat. No. 5,651,248

  FIG. 1 shows an overall configuration of an exhaust gas purification system for a diesel engine equipped with a conventional particulate trapping filter according to the related art of the present invention.

  Referring to FIG. 1, a particulate trap filter 12 </ b> B is provided in the exhaust line 12 of the diesel engine 11 to capture particulates in exhaust gas discharged from the diesel engine 11.

  FIG. 2A shows the outline of the particulate trapping filter 12B, and FIG. 2B shows the components of the particulate trapping filter.

  The particulate trapping filter 12B is typically composed of a filter unit 12A made of a porous ceramic such as SiC, and the filter unit 12A has a cross section of, for example, 1 mm × 1 mm extending from one end to the other end. A large number of gas passages 12a are formed.

  At that time, the particulate trapping filter 12B is formed in a cylindrical shape as a whole by binding a plurality of filter units (filter components) 12A with a sealant (adhesive layer) and cutting the outer peripheral portion. Furthermore, the outer peripheral surface of the filter 12B is covered with a sealing agent (coating layer). The particulate trapping filter 12B may be formed as a single unit.

  FIG. 2C shows the principle of the particulate trapping filter 12B.

  As schematically shown in FIG. 2C, the plurality of gas passages 12a are alternately closed at the upstream or downstream ends with respect to the exhaust gas flow flowing in from the engine. The introduced exhaust gas permeates through the porous member 12b to the adjacent gas passage. Therefore, when the exhaust gas permeates through the porous member 12b in this way, the particulates contained in the exhaust gas are captured by the porous member 12b, and the deposition of the particulates 12c is performed as shown in FIG. 2D. It occurs in layers on the material member 12b.

  Since the particulate trapping filter 12B accumulates particulates in the exhaust gas inside, as described above, it is necessary to perform a cleaning process (combustion of the deposited particulates) at an appropriate time to regenerate the filter.

  In the conventional exhaust gas purification system described with reference to FIG. 1, the regeneration of the filter is performed for about 10 minutes every time the vehicle travels a predetermined travel distance, for example, 500 km.

  However, when the filter regeneration by post-injection is uniformly performed as described above, the regeneration is performed regardless of the actual trapped amount of the fine particles in the filter. In such a case, the interval between filter regenerations must be set shorter than actually required for safety so that excessive accumulation of fine particles in the filter does not occur. However, if filter regeneration by post-injection is performed excessively in this way, fuel consumption increases and the fuel efficiency of the vehicle deteriorates.

  In contrast, as shown in FIG. 3, the differential pressure ΔP between the upstream side and the downstream side of the particulate trapping filter 12B is measured, and when the differential pressure ΔP reaches a predetermined value, the particulate trapping filter 12B is regenerated. A configuration for performing post-injection is known. See US Pat.

  According to the configuration of FIG. 3, regeneration of the particulate trapping filter 12B is executed only when the upstream and downstream differential pressures reach a predetermined value, and therefore an extra post-injection step may be performed. Absent. For this reason, it becomes possible to improve the fuel consumption of a vehicle equipped with a diesel engine.

  However, the trapping of the particulates in the particulate trapping filter 12B does not occur uniformly. As shown in FIG. 4, positions (A, 1), (B, 1), (C, 1), (A, 2), (B, 2), (C, 2), (A in the filter 12B , 3), (B, 3), and (C, 3) show that the density and thickness of the captured fine particles are different. Furthermore, it turns out that the cavity used as the path | route of a waste gas locally arises in the layer of the deposited fine particle. The presence of such cavities indicates that the combustion of the trapped particulates is not controlled and further indicates that local combustion of the trapped particulates has occurred.

  Further, as shown in FIG. 5, even if the amount of deposited fine particles is the same, the density of the captured fine particles may be different. FIG. 5 shows that even if the deposition amount is the same, the differential pressure varies greatly depending on the thickness. In the example of FIG. 5, the deposition amount of fine particles is 8 g / L for all. Nevertheless, FIG. 5 shows that the differential pressure changes from 15.3 kPa to 8.8 kPa when the thickness of the trapped fine particles changes from 109 μm to 255 μm. In this case, a change in the differential pressure that reaches about twice has occurred.

  In the conventional configuration of FIG. 3, when such non-uniformity or local cavities occur in the trapped fine particles 12 c, the amount of the actually deposited fine particles and the differential pressure ΔP are compared with the theoretical calculation values. An error as high as ± 50% is generated. As a result, the relationship between the amount of fine particles actually deposited and the timing for performing the regeneration operation is greatly deviated. Further, considering that the exhaust gas pressure and the exhaust gas flow rate vary depending on the engine load and the rotational speed, it is very difficult to accurately detect the amount of particulates deposited in the particulate trapping filter 12B in the conventional configuration of FIG. It can be said that.

  Further, Patent Document 2 describes a configuration in which a particulate detection filter is provided in addition to the particulate capturing filter, and the amount of particulate captured by the particulate capturing filter is obtained by electrical resistance measurement. In this technique, the particulates captured by the particulate capturing filter and the particulates captured by the particulate detection filter are burned by using a heater when the detected resistance value becomes a predetermined value or less. As a result, the particulate trapping filter is regenerated.

  In the configuration of Patent Document 2, it is necessary to provide a heater in the particulate trapping filter, and there is a problem that the configuration is complicated, and further, there is a problem that electric power is consumed for regeneration of the particulate trapping filter. In addition, in the technique of Patent Document 2, in order to save power consumption at the time of filter regeneration, the accumulation of particulates on the particulate trapping filter has reached its limit and it is indispensable to immediately perform regeneration, The regeneration operation is performed by selecting a state in which the temperature of the particulate detection filter is higher than a predetermined value. As a result, in this technique, the timing of the regeneration operation is restricted, and the degree of freedom is restricted in the regeneration operation of the particulate detection filter.

  In the technique of Patent Document 2, the particulate trapping filter cannot be used during the regeneration operation of the particulate trapping filter by the heater. For this reason, a spare particulate trapping filter is provided, Switch to a spare particulate trap filter. However, in such a configuration, it is necessary to provide two equivalent particulate trapping filters, and further, there is a problem that a switching valve is required and the configuration of the exhaust gas purification device becomes large. It is difficult to mount such an exhaust gas purification device on a small vehicle.

  In the technique of Patent Document 2, the particulate detection filter is regenerated at the same time as the particulate capturing filter or following the regeneration of the particulate capturing filter, but the regeneration timing of the particulate detection filter cannot be arbitrarily selected. Depending on the state of the particulate detection filter, there is a problem that an error is likely to occur in the regeneration timing of the particulate capturing filter.

  If regeneration of the particulate trapping filter and generation of the particulate detection filter are performed independently, when the particulate detection filter is regenerated, the ventilation resistance of the particulate detection filter decreases, and the exhaust gas exclusively passes through the particulate detection filter. It begins to flow. As a result, an error occurs in the regeneration timing detection of the particulate trapping filter. For this reason, in the technique of Patent Document 2, regeneration of the particulate detection filter and regeneration of the particulate trapping filter are performed in synchronization as described above.

  Further, the technique of Patent Document 2 has a problem of a large estimation error due to (a) ash deposition and (b) deterioration.

  Furthermore, the technique of Patent Document 2 has a problem due to the principle itself of measuring the electric resistance of the electrode in order to estimate the amount of trapped fine particles deposited.

  As shown in FIG. 5, even if the deposition amount is the same, the thickness of the captured fine particles may change. Therefore, if the trapped fine particles have different thicknesses, it is difficult to accurately measure the electrical resistance, and an error occurs in the estimated value of the deposition amount.

  Furthermore, when ash deposition occurs on the particulate trapping filter or particulate detection filter after the combustion of the particulates, it is no longer possible to accurately measure the electrical resistance, resulting in a large error in the estimation of the deposition amount. End up.

  Further, with the use of the particulate detection filter, the filter and the electrode are deteriorated due to the passage of time and use in the exhaust gas environment. In particular, the electrode (terminal made of conductive metal) is impregnated with a metal such as Cu, Cr, Ni, etc., so that physical deterioration, oxidation deterioration, and thermal deterioration such as oxidation, adhesion of impurities, cracking, and corrosion are not caused. Prone to occur.

  When the filter or electrode deteriorates, the electrical resistance can no longer be accurately measured, and an error occurs in the calculation result of the deposition amount.

According to one aspect, an exhaust gas purification apparatus includes a main particulate trap filter installed in a main exhaust line of a diesel engine, and a sub exhaust line branched from the main exhaust line at a branch point upstream of the main particulate trap filter. A sub-particulate trapping filter having a soot storage capacity smaller than a soot storage capacity of the main particulate trapping filter installed in the sub-exhaust line, and provided on the downstream side of the subparticulate trapping filter in the sub-exhaust line, A low pressure section that applies a pressure lower than the pressure at the branch point; and a differential pressure measurement section that measures a differential pressure generated between an inlet and an outlet of the secondary particulate trapping filter, and the secondary exhaust line includes the secondary exhaust line. The downstream end of the particulate trapping filter has a downstream end, and the downstream end is connected to the exhaust gas recirculation line of the diesel engine. To have.

  According to the present invention, a soot storage capacity is smaller than the soot storage capacity of the main particulate trapping filter, and therefore, a secondary particulate trapping filter in which nonuniform particulate deposition is unlikely to occur and the differential pressure generated in the secondary particulate trapping filter is measured. This makes it possible to easily and easily measure the amount of particulates deposited on the main particulate trapping filter. For this reason, it becomes possible to suppress the deterioration of fuel consumption due to post-injection. Furthermore, according to the present invention, it is possible to perform regeneration of the secondary particulate trapping filter independently of the primary particulate trapping filter, and the amount of particulate deposition in the primary particulate trapping filter is always accurately determined using the secondary particulate trapping filter. It becomes possible to measure. Furthermore, it is less susceptible to ash deposition and filter and electrode deterioration, and accurate measurement can be performed.

  In the present invention, the exhaust gas can be reliably supplied to the secondary particulate trapping filter by connecting the downstream end of the secondary particulate trapping filter to the low pressure portion of the diesel engine. As such a low pressure part, any low pressure part of an intake system or an exhaust system of a diesel engine may be used.

  Furthermore, according to the present invention, the exhaust resistance in the main exhaust gas line is reduced by the regeneration of the sub-particulate trapping filter due to the regeneration of the sub-particulate trapping filter due to the regeneration of the sub-particulate trapping filter. Can be avoided by providing a valve in the auxiliary exhaust line and controlling the flow rate to be constant. That is, the trapping of the particulates in the main particulate trapping filter is made in the same manner as the secondary particulate trapping filter, and as a result, the estimated value of the particulate deposition amount on the main particulate trapping filter obtained by measuring the differential pressure of the secondary particulate trapping filter is In practice, the problem of deviating from the amount of fine particles in the main fine particle trapping filter is avoided.

It is a general view of the engine using the conventional exhaust gas purification apparatus. It is a figure which shows schematic structure of a particulate-trapping filter. It is a figure which shows the component of a microparticles | fine-particles capture filter. It is a figure which shows the principle of operation of a microparticle capture filter. It is a figure which shows the state of the microparticles | fine-particles captured by the microparticle capture filter. It is a figure which shows the whole structure of the engine system using the conventional exhaust gas purification apparatus by the related technique of this invention. It is a figure explaining the problem of the exhaust gas purification apparatus of FIG. It is another figure explaining the problem of the exhaust gas purification apparatus of FIG. It is a figure which shows the structure of the exhaust gas purification apparatus by the 1st Embodiment of this invention. It is a figure which shows the structure of the subparticle capture filter used in FIG. It is a figure explaining the principle of the subfine particle capture filter of FIG. 7A. It is a figure which shows the structure of the microparticles | fine-particles (PM) sensor using the subparticle capture filter of FIG. It is a figure explaining the effect of this invention. It is a flowchart explaining the reproduction | regeneration operation | movement of the particulate trap filter in the exhaust gas purification apparatus by the 2nd Embodiment of this invention. It is a flowchart explaining other regeneration operation | movement of the particulate trap filter in the exhaust gas purification apparatus by the 2nd Embodiment of this invention. It is a figure which shows the whole structure of the diesel engine containing the exhaust gas purification apparatus of FIG.

  In one embodiment of the present invention, a main particulate trap filter installed in a main exhaust line of a diesel engine, a sub exhaust line branched from the main exhaust line at a branch point upstream of the main particulate trap filter, A sub-particulate trapping filter having a soot storage capacity smaller than a soot storage capacity of the main particulate trapping filter installed in the exhaust line; and the branch provided in the sub-exhaust line downstream of the subparticulate trapping filter. Provided is an exhaust gas purifying apparatus comprising a low pressure section that applies a pressure lower than the pressure at a point, and a differential pressure measurement section that measures a differential pressure between an inlet side and an outlet side of the secondary particulate trapping filter.

  In the embodiment of the exhaust gas purifying apparatus, it is preferable that the downstream end of the secondary exhaust line on the downstream side of the secondary particulate trapping filter is connected to an air suction portion of the diesel engine.

  The downstream end is preferably connected to the upstream side of the air filter.

  Moreover, it is preferable that the downstream end part of the secondary exhaust line on the downstream side of the secondary particulate trapping filter is connected to the main exhaust line on the downstream side of the primary particulate trapping filter.

  Moreover, it is preferable that the downstream end part of the secondary exhaust line is connected to the exhaust gas recirculation line of the diesel engine on the downstream side of the secondary particulate trapping filter.

  Moreover, it is preferable that a flow meter or an equivalent meter (for example, a gas flow meter) is installed in the auxiliary exhaust line.

  Moreover, it is preferable that a temperature measuring unit is installed in the auxiliary exhaust line.

  The sub-particulate filter is preferably provided with a heater.

  Further, it is preferable that a valve for maintaining the flow rate of the exhaust gas in the auxiliary exhaust line at a predetermined value is installed in the auxiliary exhaust line.

  In addition, it is preferable that at least one of the differential pressure measuring unit, the temperature measuring unit, the sub-particulate trapping filter, and the flow meter or a meter equivalent thereto (for example, a gas velocimeter) is stored in the holder.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
FIG. 6 shows the configuration of the exhaust gas purification apparatus 20 according to the first embodiment of the present invention.

  Referring to FIG. 6, exhaust gas from a diesel engine (not shown) is introduced into a main particulate trapping filter (DPF) 22 similar to that described above with reference to FIG. The capture filter (DPF) 22 captures the fine particles in the exhaust gas as described above with reference to FIGS. 2C and 2D.

  Further, in the configuration of FIG. 6, on the upstream side from the main particulate trapping filter (DPF) 22, a sub exhaust line 21 </ b> A branches from the main exhaust line 21. The soot storage capacity is smaller than the soot storage capacity of the main particulate trapping filter (DPF) 22. Further, a differential pressure gauge 22B is provided for measuring a differential pressure ΔP between the inlet and outlet of the sub-particulate trap 22A. Further, in the configuration of FIG. 6, the sub exhaust line 21A is provided with a flow meter 24 and a control valve 23 on the downstream side of the sub fine particle capturing filter 22A, and the control valve 23 controls the exhaust gas flow rate in the sub exhaust line 21A. Based on the measurement by the flow meter 24, it is used to keep it constant. The control valve 23 and the flow meter 24 may be provided anywhere on the auxiliary exhaust line 21A. Here, the secondary particulate trapping filter 22A, the differential pressure gauge 22B, and the flow meter 24 constitute a particulate (PM) sensor that measures the amount of particulates contained in the exhaust gas. The fine particle (PM) sensor may be configured to include a temperature measurement unit (T1). Further, the main particle capturing filter (DPF) 22 may be provided with a temperature measuring unit T2.

  The temperature measuring unit in the exhaust line may be provided in any of the following. (1) Inside of the main particle capturing filter, (2) Inside of the sub particle capturing filter, (3) In a pipe (pipe) connected thereto, (4) The surface of the main particle capturing filter, or (5) Sub particle The surface of the capture filter. From the viewpoint of enabling accurate measurement of the exhaust gas temperature, the configuration (1) or (2) is preferable, and the configuration (2) is particularly preferable.

  In the example of FIG. 6, the main particulate trapping filter (DPF) 22 is made of a porous ceramic such as SiC having a porosity of 35 to 65% and forms a honeycomb structure, but has a cross section perpendicular to the gas flow direction. In FIG. 2, it can be seen that a rectangular gas passage having a side of 1.1 mm is formed corresponding to the gas passage 12a of FIG. 2B. Here, the gas passages are formed with a distance of about 0.3 mm from each other, forming a lattice pattern as a whole.

  FIG. 7A shows the overall configuration including the secondary particulate trapping filter 22A, while FIG. 7B shows the principle of the secondary particulate trapping filter 22A.

The sub-particle capturing filter 22A can be made of a porous ceramic similar to the main particle capturing filter (DPF) 22. When the sub-particulate trapping filter is made of a porous ceramic, it is preferable that the sub-particulate trapping filter is made of a porous ceramic such as SiC and includes rectangular cells 22b. Here, 5% or less of the total volume of the exhaust gas passage (corresponding to the passage 12a in FIG. 3) in the main particulate trapping filter 22 (DPF), for example 0.05 to 5%, or 65 ml or less, for example 0.05 to A single gas passage 22a having a volume of 65 ml or a filtration area of 0.1 to 1000 cm ² (preferably 1 to 10 cm ² ) is formed. The gas passage 22a has, for example, a rectangular cross-sectional shape, and one end thereof is closed (in the case of one cell, the rear end is closed). Here, the outer shape of the gas passage 22a or the outer shape of the sub-particle trapping filter 22A (cell 22b) does not have to be the same as the cross-sectional shape of the gas passage of the main particulate trapping filter (DPF) 22, but is circular. , Square, octagon, oval, etc. Furthermore, the porous ceramic constituting the particulate trapping filter 22A (cell 22b) need not be the same as the porous ceramic constituting the main particulate trapping filter (DPF) 22. The sub-particle capturing film 22A (cell 22b) may be formed of a material other than ceramic.

By forming the gas passage 22a at a volume of 5% or less of the exhaust gas passage (corresponding to the passage 12a of FIG. 3) in the main particulate trapping filter (DPF) 22, or by forming a volume of 65 ml or less. Alternatively, by forming a filtration area of 0.1 to 1000 cm ² (preferably 1 to 10 cm ² ), it is possible to measure the amount of deposited fine particles in the main fine particle capturing filter (DPF) 22 by a simple procedure. It becomes possible.

The cell 22b is provided with a temperature measurement unit for measuring the exhaust gas temperature T, and the temperature measurement unit is provided with a thermocouple 22d. Further, a heater 22h is wound around the cell 22b in order to burn the particulate layer (soot layer) 22c deposited on the inner wall and regenerate the secondary particulate capturing filter 22A. Further, the cell 22b, the thermocouple 22d, and the heater 22h are stored in a cylindrical holder 22e made of SiO ₂ —Al ₂ O ₃ or the like via an insulator (insulator) 22i such as Al ₂ O _3. Further, the holder 22e is provided with a diaphragm pressure gauge 22B for measuring the differential pressure ΔP so that the exhaust gas in the auxiliary exhaust line 21A is supplied to the pressure gauge 22B. The holder 22e is housed in a metal housing and is installed in the auxiliary exhaust line as a particulate (PM) sensor. The holder 22e may be installed in the pipe of the auxiliary exhaust line, or may be installed in a state of being stored in a metal housing in the auxiliary exhaust line.

  Therefore, when the exhaust gas in the auxiliary exhaust line 21A is introduced into the exhaust gas passage 22a of the cell 22b, the exhaust gas passes through the wall surface of the cell 22b and flows to the outside of the cell. Is captured in the same way as At that time, the fine particles are deposited on the inner wall surface of the cell 22b to form the fine particle layer 22c.

  In the present invention, the amount of the particulates 22c trapped in this way and deposited on the inner wall surface of the particulate trapping filter 22 is calculated from the differential pressure ΔP, the exhaust gas temperature T, and the exhaust gas flow rate Q thus obtained. Using the formula (1), it is calculated as follows.

  FIG. 8 shows a more detailed configuration of the sub-particle trapping filter 22A shown in FIG.

  Referring to FIG. 8, the exhaust gas in the auxiliary exhaust line 21A is supplied to the gas passage 22a in the cell 22b as indicated by an arrow, and is exhausted to the side or rear after passing through the cell. . At that time, the heater 22h on the cell 22b is driven by electric power supplied via the drive line 22b1, and combustion of the particulates 22c captured by the cell 22b occurs. Further, the output signal of the diaphragm pressure gauge 22B is supplied to the control circuit via the signal line 22p.

  7A and 7B, the soot load amount of the fine particles captured by the sub fine particle capturing filter is calculated by the following equation.

ΔP = function (flow rate, temperature, soot load, shape)
A preferable example is shown below (other expressions can be used). In this example, the thickness W [m] of the fine particle layer captured by the secondary fine particle capturing filter is calculated by the following equation. The

Here, ΔP represents the differential pressure [Pa], μ represents the kinematic viscosity coefficient, Q represents the exhaust gas flow rate expressed in [m ³ / h], α represents the length of one side of the cell, and ρ represents the exhaust gas. Vtrap represents the filter volume, Ws represents the wall thickness, Kw represents the gas permeability of the wall, Ksoot represents the gas permeability of the trapped particulate layer, and W represents the trapped particulate. Represents the layer thickness, F represents the coefficient (= 28.454), L represents the effective filter length, β represents the Forchheimer coefficient of the porous wall, ζ is the internal loss of exhaust gas inflow and outflow Represents a coefficient.

  Next, the mass msoot of the fine particles captured by the cell 22b is obtained by the following equation.

Here, msoot represents the mass [g] of the captured fine particles, Ncells represents the numerical aperture of the cell on the inlet side, and ρsoot represents the density of the captured fine particles.

  Therefore, the amount of trapping PM [g / h] per unit time is obtained by dividing msoot by the time (elapsed time) [h] measured from the previous regeneration time of the sub-particulate trap.

When the mass PM [g / h] of the fine particles accumulated per unit time is obtained in this way, the fine particle concentration PMconc [g / cm ³ ] in the exhaust gas becomes the flow rate Q2 [2] of the exhaust gas passing through the sub-particle trapping filter 22A. m ³ / h].

PM [g / h] = PMconc [g / m ³ ] × Q2 [m ³ / h] (3)
Since the concentration PMconc of the particulates in the exhaust gas has the same value in both the auxiliary exhaust line 21A and the main exhaust line 21, the amount of particulates Pmenter full filter [g / h] flowing into the particulate trapping filter 22 is Using the mass PM [g / h] of fine particles per unit time, the following is obtained.

PMenter full filter [g / h] = PMconc [g / m ³ ] × Q1 [m ³ / h] (4)
Furthermore, from this, the amount of fine particles accumulated in the filter is obtained in consideration of the trapping efficiency of the filter. In the above description, Q1 indicates the flow rate of the exhaust gas passing through the main particulate trapping filter (DPF) 22. Q1 is estimated by actual measurement or from the operating state of the engine.

  FIG. 9 shows the relationship between the differential pressure generated before and after the main particulate trapping filter (DPF) 22 in the exhaust gas purifying apparatus of FIG. 6 and the amount of particulates deposited on the main particulate trapping filter (DPF) 22. Here, the solid line indicates the amount of accumulated particulates in the main particulate trapping filter 22 obtained using the secondary particulate trapping filter 22A and the equations (1) to (4). On the other hand, the broken line indicates the amount of fine particles deposited on the main fine particle trapping filter (DPF) 22 when directly obtained from the differential pressure before and after the main fine particle trapping filter (DPF) 22.

  Referring to FIG. 9, it can be seen that the differential pressure before and after the main particulate trapping filter (DPF) 22 has an error of ± 50% compared with the same particulate deposition amount.

  On the other hand, by obtaining the differential pressure ΔP before and after the sub-particulate trapping filter and using the equations (1) to (4), the amount of particulates trapped in the main particulate trapping filter (DPF) 22 is It can be obtained with an error of ± 10%.

  Therefore, according to the present invention, in the exhaust gas purifying apparatus of FIG. 6, the amount of particulates deposited in the main particulate trapping filter (DPF) 22 is changed to the differential pressure ΔP generated in the secondary particulate trapping filter 22A having a smaller soot storage capacity. Can be accurately estimated, and by performing post-injection based on the result, regeneration of the main particulate trapping filter (DPF) 22 can be performed at an optimal timing. . Thereby, unnecessary post-injection is avoided and the fuel efficiency of the vehicle is improved.

  In the configuration of FIG. 6, a known venturi flow meter, a hot wire flow meter, or the like can be used as the flow meter 24. At this time, the flow meter 24 controls the exhaust gas flow rate in the auxiliary exhaust line 21A. The valve 23 can be controlled to be substantially constant, for example, in the range of 50 to 6000 ml / min. As a result, it is avoided that the exhaust gas flows in the sub-exhaust line 21A, and the amount of particulates accumulated in the main particulate trapping filter (DPF) 22 is further increased from the amount of deposition obtained by the subsidiary particulate capturing filter 22A. It can be obtained with high accuracy.

  Here, the “differential pressure measuring unit for measuring the differential pressure between the inlet and the outlet of the sub-particulate trapping filter” includes only a differential pressure gauge for measuring the differential pressure between the inlet and the outlet of the sub-particulate trapping filter. In addition, a configuration in which a pressure gauge is used only on the outlet side of the particulate trapping filter 22A is also included. In such a configuration, the pressure value in the initial state (the state immediately after the regeneration) is stored, and the differential pressure is measured in the state in which particulates are deposited on the sub-particulate trapping filter 22A. It is obtained by subtracting the obtained pressure value from the stored initial pressure value.

  Furthermore, when measuring the differential pressure, the flow meter or velocimeter may be provided on the inlet side and outlet side of the sub-particulate trap filter, or only on the outlet side. According to this configuration, the differential pressure can be obtained from readings from a flow meter, a current meter, and the like provided on the inlet side and the outlet side of the sub-particulate trap filter. Alternatively, the differential pressure is determined by the accumulation of fine particles in the reading of the initial state (the state immediately after the regeneration) and the reading of the sub-particulate trap from the reading of the flow meter or velocimeter on the outlet side of the sub-particulate trap. It can be obtained by comparing the read values in the same state.

The present invention is characterized in that the amount of fine particles trapped by the main fine particle trapping filter (DPF) 22 is obtained from the differential pressure obtained for the sub-fine particle trapping filter 22A by using equation (1), In order to determine the differential pressure of the secondary particulate trapping filter, any measuring instrument may be used including those conventionally used to measure the differential pressure.
[Second Embodiment]
FIG. 10 is a flowchart showing an exhaust gas purification method according to the second embodiment of the present invention using the exhaust gas purification apparatus of FIG.

  Referring to FIG. 10, the flow rate in the auxiliary exhaust line 21A is set in the range of 50 to 6000 ml / min in step 1 by using the flow meter 24 and, in some cases, by using the valve 23. Then, the differential pressure ΔP before and after the secondary particulate trapping filter 22A is detected by the differential pressure gauge 22B. Further, the temperature T of the exhaust gas is measured using the temperature measuring unit T1.

  Next, in step 2, the layer thickness W of the fine particles captured by the sub-fine particle capturing filter 22A is determined from the differential pressure ΔP determined in step 1 according to the equation (1). Here, the temperature T of the exhaust gas may be obtained using the temperature measuring unit T2 of the main particle capturing filter (DPF) 22 instead of using the temperature measuring unit T1 of the sub-particle capturing filter 22A. Further, the temperature T can be calculated (for example, an average value, a maximum value, a minimum value, etc.) from the temperatures of the temperature measuring units T1 and T2. From the viewpoint that the amount of the fine particles can be accurately calculated, it is preferable to use the temperature measuring unit T1 of the secondary fine particle filter 22A. A thermocouple can be used as the temperature measuring unit, but any device capable of measuring temperature can be used. Furthermore, although it is preferable to measure the exhaust gas temperature in the exhaust pipe, the temperature of the filter or cell may be measured.

  Further, in step 2, the mass msoot of the fine particles captured by the cell 21b is obtained from the layer thickness W detected in step 1 by the above formula (2).

  Further, in step 3, it is determined whether or not the mass msoot of the particulate layer deposited on the cell 22b of the secondary particulate capturing filter 22A exceeds a predetermined threshold Th0, and if the result is NO (if it does not exceed Th0). , The process returns to step 1.

  On the other hand, when the mass msoot of the particulate layer deposited on the cell 22b of the secondary particulate capturing filter 22A in step 3 exceeds the predetermined threshold Th0, the heater 22h is driven in step 4 and the particulate 22c is burned. Removed.

  On the other hand, in the process of FIG. 10, in step 11, using the mass msoot of the fine particles trapped in the cell 22b obtained in the step 2, the concentration PM of the fine particles in the exhaust gas is expressed by the equation (3). The amount PMenter full filter of the fine particles accumulated on the main fine particle trapping filter 22 is obtained from the equation (4) and the trapping efficiency of the main fine particle trapping filter (DPF) 22.

  Therefore, in step 12, it is determined whether or not the particulate accumulation amount PMenter full filter in the main particulate trapping filter (DPF) 22 exceeds a predetermined threshold Th1, and the determination result is NO (if it does not exceed Th1). If so, the process returns to step S11.

  On the other hand, if it is determined in step 12 that the particulate accumulation amount PMenter full filter in the main particulate trapping filter (DPF) 22 exceeds the threshold value Th1, the engine control unit (ECU) is determined in step 13. Is controlled and post-injection is performed, and particulates accumulated in the main particulate trapping filter (DPF) 22 are removed by combustion. Thereby, the filter is regenerated.

  In the process of FIG. 10, the regeneration of the secondary particulate trapping filter 22A and the regeneration of the main particulate trapping filter (DPF) 22 can be performed independently and deposited in the cell 22b constituting the secondary particulate trapping filter 22A. The amount of the fine particles 22c, that is, the amount of the soot layer can be constantly maintained at a small value of, for example, 0.5 g / l or less. According to this configuration, it is possible to improve the sensitivity of the particle sensor using the secondary particle capturing filter 22A.

  In the configuration of FIG. 6, the valve 23 is installed in the sub exhaust line 21 </ b> A. However, even if the regeneration of the sub particle capturing filter 22 </ b> A is performed independently of the main particle capturing filter (DPF) 22, the exhaust gas mainly There is no situation where the secondary particulate trapping filter flows, and no error occurs in the estimation of the particulate deposition amount in the main particulate trapping filter (DPF) 22.

  At that time, the valve 23 does not need to keep the gas flow rate in the auxiliary exhaust line 21A strictly constant, and it is sufficient if it can avoid an extreme deviation of the exhaust gas to the auxiliary exhaust line 21A.

  Thus, in the second embodiment of the present invention, the differential pressure ΔP, the exhaust gas temperature T, and the exhaust gas flow rate Q are measured (step 1), and the particulates captured by the second particulate trapping filter. Is obtained from the measurement results using the equations (1) and (2) (step 2), and the amount of fine particles captured by the main fine particle capture filter is determined by the equations (3) and (4). ), And further using the trapping efficiency of the main particulate trapping filter (step 11).

  On the other hand, the process for obtaining the particles trapped in the main particle trapping filter can be modified as shown in FIG.

  In FIG. 10 and also in FIG. 11 described below, the main particulate trapping filter (DPF) 22 is expressed as DPF, while the secondary particulate capturing filter 22A is expressed as secondary DPF. Further, the deposition of the fine particles is described as “DPMdepo”.

  That is, in FIG. 11, the process (step 11) for obtaining the amount of fine particles captured by the main fine particle capturing filter was captured in the secondary fine particle capturing filter using the measurement result obtained in step 1. This is performed in parallel with the process for determining the amount of fine particles (step 2).

  FIG. 12 shows the overall configuration of a diesel engine system incorporating the exhaust gas purification device of FIG. However, in the figure, the same reference numerals are given to the parts described above, and the description will be omitted.

  In one embodiment of the present invention shown in FIG. 12, the main particulate trapping filter 22 installed in the main exhaust line 21 of the diesel engine and the main exhaust line 21 branch off at a branch point upstream of the main particulate trapping filter 22. A sub-exhaust line 21A, a sub-particle trapping filter 22A installed in the sub-exhaust line 21A and having a soot storage capacity smaller than the soot storage capacity of the main particulate trapping filter 22, and the sub-exhaust line 21A, Low pressure portions (1), (2), (3) that are provided downstream of the particulate trapping filter 22A and apply a pressure lower than the pressure at the branch point, and the inlet side and outlet side of the secondary particulate trapping filter 22A An exhaust gas purification device including a differential pressure measurement unit 22B (see FIG. 6) for measuring a differential pressure is provided.

  In the embodiment of the exhaust gas purifying apparatus, it is preferable that the downstream end of the secondary exhaust line 21A is connected to the air suction part (2) of the diesel engine on the downstream side of the secondary particulate capturing filter 22A.

  The downstream end is preferably connected to the upstream side (2) of the air filter 11AF.

  Further, it is preferable that the downstream end of the secondary exhaust line 21A downstream of the secondary particulate trapping filter 22A is connected to the main exhaust line 21 on the downstream side (1) of the primary particulate trapping filter 22.

  Further, it is preferable that the downstream end of the secondary exhaust line 21A is connected to the exhaust gas recirculation line (3) of the diesel engine 11 on the downstream side of the secondary particulate capturing filter 22A.

  However, the reference numerals indicated by the above parentheses correspond to the reference numerals surrounded by circles in FIG.

  Referring to FIG. 12, the diesel engine 11 includes an intake system including an intake pipe 11in and an exhaust system including a main exhaust line 21, and the intake pipe 11in is provided with an air filter 11AF. A part of the intake pipe 11in is provided with an impeller C of a turbocharger 11T that is driven by exhaust gas and compresses the sucked air downstream of the air filter 11AF, and is compressed by the turbocharger 11T. The air is cooled by the air cooler 11AC and then introduced into the diesel engine 11 while the flow rate is controlled by the valve 11AV.

  Exhaust gas from the diesel engine 11 is discharged to the exhaust line 21, and after driving the turbine T of the turbocharger 11T, it passes through an oxide catalyst (DOC) 22Ox and a main particulate trapping filter (DPF) 22 in FIG. Discharged. A part of the engine exhaust gas is returned from the main exhaust line 21 to the intake pipe on the upstream side of the engine by an EGR system including a valve 21V for NOx reduction.

  The air filter 11AF is provided with a sensor S1 for measuring the air temperature and flow rate in the intake pipe 11in. Between the valve 11AV and the engine 11, a sensor S2 for measuring the intake air temperature and pressure. , S3 are provided. Further, the main exhaust line 21 is provided with a sensor S4 for urging the temperature of the exhaust gas discharged from the oxygen catalyst 22Ox. Further, corresponding to the configuration of FIG. A differential pressure gauge (not shown) for measuring the differential pressure is provided.

  In the configuration of FIG. 12, the sub exhaust line 21A described in FIG. 6 is branched from the main exhaust line 21, and the sub exhaust line 21A is provided with a sub particulate trapping filter 22A. At that time, the exhaust outlet of the secondary particulate trapping filter 22A is (1) a downstream end of the main particulate trapping filter (DPF) 22, (2) an upstream side of the air filter in the intake pipe 11in, (3 ) A part of the EGR system, in particular, between the exhaust side of the engine and the valve 21V, is connected to a part having a lower pressure than the inlet of the sub-particulate trap 21A, and the exhaust gas in the main exhaust line 21 is Sucked into the particulate trapping filter 22A. This is the same as the configuration shown in FIG. 6 in which a suction pump is connected to the downstream side of the sub-particle trapping filter 22A, and the exhaust gas can be reliably supplied to the sub-particle trapping filter 22A.

  Furthermore, in the above description, the case where a honeycomb member made of SiC is used as the main particulate filter (DPF) 22 and the secondary particulate capturing filter 22A has been described, but the present invention is not limited to such a specific filter component, Si-SiC, nitrides such as aluminum nitride, silicon nitride, boron nitride, tungsten nitride, carbides such as zirconium carbide, titanium carbide, tantalum carbide, tungsten carbide, alumina, zirconium oxide, cordierite, mullite, silica, aluminum titanate, etc. It is also possible to use a porous body made of a metal such as oxide or stainless steel. In addition to the honeycomb structure, a structure such as a corrugate or an element plate can be used.

  The exhaust gas purifying apparatus of the embodiment of the present invention is small in size and can be applied not only to large vehicles such as trucks and industrial machines but also to passenger cars.

  As mentioned above, although this invention was described about preferable embodiment, this invention is not limited to this specific embodiment, A various deformation | transformation and change are possible within the summary described in the claim.

11 Diesel engine 12 Exhaust line 12A Filter unit 12B Particulate trap (DPF)
12a Gas passage 12b Porous member 12c Fine particles 20 Exhaust gas purification device 21 Main exhaust line 21A Sub exhaust line 22 Main fine particle capture filter (DPF)
22A Sub-particle capture filter 22a Exhaust gas passage 22b Cell 22b1 Drive line 22c Particle layer 22d Thermocouple 22e Holder (container)
22h heater 22i insulator (insulator)
22p Signal line 23 Control valve 24 Flow meter

Claims (7)

A main particle trap filter installed in the main exhaust line of the diesel engine;
A sub exhaust line branched from the main exhaust line at a branch point upstream of the main particulate trapping filter;
A sub-particle trapping filter installed in the sub-exhaust line and having a soot storage capacity smaller than the soot storage capacity of the main particulate trapping filter;
A low-pressure part that is provided downstream of the sub-particulate trap filter in the sub-exhaust line and applies a pressure lower than the pressure at the branch point;
A differential pressure measuring unit that measures a differential pressure generated between an inlet and an outlet of the sub-particulate trapping filter,
The secondary exhaust line has a downstream end on the downstream side of the secondary particulate trapping filter,
The downstream end is an exhaust gas purification apparatus connected to an exhaust gas recirculation line of the diesel engine.   The exhaust gas purification device according to claim 1, wherein the downstream end is connected to an upstream side of an air filter.   The exhaust gas purification device according to claim 1 or 2, wherein a flow meter or an equivalent meter is further installed in the auxiliary exhaust line.   The exhaust gas purification device according to any one of claims 1 to 3, wherein a temperature measuring unit is further installed in the auxiliary exhaust line.   The exhaust gas purification apparatus according to any one of claims 1 to 4, wherein a heater is installed in the sub-particulate trap.   The exhaust gas purification device according to any one of claims 1 to 5, wherein a valve for maintaining a constant flow rate of the exhaust gas in the auxiliary exhaust line is installed in the auxiliary exhaust line.   7. The device according to claim 1, wherein at least one of the differential pressure measuring unit, the temperature measuring unit, the sub-particulate trap filter and the flow meter or a meter equivalent thereto is stored in a holder. Exhaust gas purification device.