JP5022328B2 - Diesel engine exhaust gas aftertreatment system - Google Patents

Diesel engine exhaust gas aftertreatment system Download PDF

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JP5022328B2
JP5022328B2 JP2008240509A JP2008240509A JP5022328B2 JP 5022328 B2 JP5022328 B2 JP 5022328B2 JP 2008240509 A JP2008240509 A JP 2008240509A JP 2008240509 A JP2008240509 A JP 2008240509A JP 5022328 B2 JP5022328 B2 JP 5022328B2
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exhaust gas
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JP2010071215A (en
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浩之 遠藤
匡之 馬渡
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Mitsubishi Heavy Industries Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Description

本発明は、ディーゼルエンジンのＤＰＦ（粒子状物質除去装置）の再生装置等に用いられ、排気ターボ過給機出口の排ガスをＤＯＣ（酸化触媒）及びＤＰＦ（ディーゼルパティキュレートフィルター）を通して、前記ＤＯＣで排ガス中の燃料を酸化させ、前記ＤＰＦで前記ＤＯＣにて燃料酸化後の排ガス中のＰＭ（粒子状物質）を燃焼させて、該排ガスを浄化するディーゼルエンジンの排ガス後処理装置に関する。   The present invention is used in a DPF (particulate matter removal device) regeneration device or the like of a diesel engine, and the exhaust gas at the outlet of an exhaust turbocharger passes through a DOC (oxidation catalyst) and a DPF (diesel particulate filter), and the DOC. The present invention relates to an exhaust gas aftertreatment device for a diesel engine that oxidizes fuel in exhaust gas, burns PM (particulate matter) in the exhaust gas after fuel oxidation with the DOC by the DPF, and purifies the exhaust gas.

図６はＤＯＣ（酸化触媒）及びＤＰＦ（ディーゼルパティキュレートフィルター）装置を備えたディーゼルエンジンの全体構成図である。
図６において、ディーゼルエンジン（以下エンジン１００という）は、排気タービン１０９とこれに同軸駆動されるコンプレッサ１０８を有する排気ターボ過給機１１０を備えており、該過給機１１０のコンプレッサ１０８から吐出された空気は空気管１０７を通って空気冷却器１０６に入り、該空気冷却器１０６で冷却される。
該空気冷却器１０６で冷却された空気は、吸気スロットル弁１０５で開度を制御された後、給気管１０４を通り、シリンダ毎に設けられた給気ポートからエンジン１００に吸入される。
エンジン１００においては、コモンレール（蓄圧器）１０２にて蓄圧された高圧燃料が、コモンレール制御装置１０３により噴射時期及び噴射量を制御され、かかる噴射時期及び噴射量にて、シリンダ毎に設けられた燃料噴射弁１０１から噴射される。噴射された高圧燃料は前記空気との混合によって燃焼される。 FIG. 6 is an overall configuration diagram of a diesel engine including a DOC (oxidation catalyst) and a DPF (diesel particulate filter) device.
In FIG. 6, a diesel engine (hereinafter referred to as engine 100) includes an exhaust turbocharger 110 having an exhaust turbine 109 and a compressor 108 driven coaxially thereto, and is discharged from the compressor 108 of the supercharger 110. The air enters the air cooler 106 through the air pipe 107 and is cooled by the air cooler 106.
The air cooled by the air cooler 106 is controlled in its opening by the intake throttle valve 105, passes through the air supply pipe 104, and is sucked into the engine 100 from an air supply port provided for each cylinder.
In the engine 100, the high-pressure fuel accumulated in the common rail (pressure accumulator) 102 is controlled in injection timing and injection amount by the common rail control device 103, and the fuel provided for each cylinder at the injection timing and injection amount. It is injected from the injection valve 101. The injected high-pressure fuel is burned by mixing with the air.

また、前記排気集合管１１１の途中から、ＥＧＲ（排ガス再循環）管１１６が分岐されて、排ガス１２０の一部(ＥＧＲガス)はＥＧＲ管１１６を通り、ＥＧＲクーラ１１５で降温され、ＥＧＲ弁１１４で流量を制御されて、給気管１０４の吸気スロットルバルブ１０５に下流部位に投入される。
そして、エンジン１００で燃焼された燃焼ガス即ち排ガス１２０は、シリンダ毎に設けられた排気ポートが集合した排気集合管１１１を通って、前記排気ターボ過給機１１０の排気タービン１０９を駆動して前記コンプレッサ１０８の動力源となった後、排気管１１２を通って排ガス後処理装置１のＤＯＣ１２１に入る。 Further, an EGR (exhaust gas recirculation) pipe 116 is branched from the middle of the exhaust collecting pipe 111, and a part of the exhaust gas 120 (EGR gas) passes through the EGR pipe 116 and is cooled by the EGR cooler 115, and the EGR valve 114. Then, the flow rate is controlled and the intake throttle valve 105 of the supply pipe 104 is introduced into the downstream portion.
The combustion gas burned in the engine 100, that is, the exhaust gas 120, drives the exhaust turbine 109 of the exhaust turbo supercharger 110 through the exhaust collecting pipe 111 in which exhaust ports provided for each cylinder are gathered. After serving as a power source for the compressor 108, the exhaust enters the DOC 121 of the exhaust gas aftertreatment device 1 through the exhaust pipe 112.

そして、該ＤＯＣ１２１で排ガス１２０中の燃料を酸化させて昇温された後、排ガス後処理装置１のＤＰＦ１２２に送り込まれる。
ＤＰＦ１２２においては、前記ＤＯＣでHC（炭化水素）成分を酸化しこのとき発生する反応熱で、ＤＰＦ１２２に堆積されているＰＭ（粒子状物質）が燃焼処理される。燃焼処理され後の排ガスは排気出口管１１３から外部に排出される。 The DOC 121 is used to oxidize the fuel in the exhaust gas 120 and the temperature is raised, and then sent to the DPF 122 of the exhaust gas aftertreatment device 1.
In the DPF 122, the HC (hydrocarbon) component is oxidized by the DOC, and the PM (particulate matter) deposited on the DPF 122 is combusted by the reaction heat generated at this time. The exhaust gas after the combustion treatment is discharged from the exhaust outlet pipe 113 to the outside.

尚、特許文献（特開２００４−３３９９７１号公報）においては、その特に図３には、ＤＯＣ３Ａａの下流とＤＰＦ３Ａｂとの間に、燃料噴射弁４３を配置して該燃料噴射弁４３から、所定の時期に燃料を噴射して、ＤＰＦ３Ａの温度を上昇させたＤＯＣおよびＤＰＦをそなえたディーゼルエンジンの排ガス後処理装置が示されている。   In the patent document (Japanese Patent Laid-Open No. 2004-339971), particularly in FIG. 3, a fuel injection valve 43 is arranged between the downstream of the DOC 3 Aa and the DPF 3 Ab, and a predetermined amount from the fuel injection valve 43. An exhaust gas aftertreatment device for a diesel engine having a DOC and a DPF in which fuel is injected at a time to increase the temperature of the DPF 3A is shown.

特開２００４−３３９９７１号公報JP 2004-339971 A

図６に示されるディーゼルエンジンの排ガス後処理装置は、ＤＰＦ１２２再生時には、ＤＯＣ１２１の上流側に燃料を供給し、ＤＯＣ１２１にて該燃料を酸化させることで、ＤＯＣ１２１後の排ガス温度を、ＤＰＦ１２２でＰＭが燃焼する温度（一般的には６００〜６５０℃）まで昇温させる。
この際に、低負荷時でもＤＯＣ１２１が、燃料を酸化させることができる温度（一般的には２５０℃以上）に到達している必要がある。 The exhaust gas aftertreatment device of the diesel engine shown in FIG. 6 supplies the fuel to the upstream side of the DOC 121 and oxidizes the fuel at the DOC 121 when the DPF 122 is regenerated. The temperature is raised to a combustion temperature (generally 600 to 650 ° C.).
At this time, the DOC 121 needs to reach a temperature (generally 250 ° C. or higher) at which the fuel can be oxidized even at a low load.

エンジンの負荷が低い場合、即ち低負荷時にはＤＯＣ１２１入口の排ガス温度は１００〜１５０℃程度であり、かかる温度ではＤＯＣ１２１にて燃料を酸化させることができない。
このため、従来のエンジンにおいては給気のスロットル弁１０５を絞ったり、あるいは排気のスロットル弁(図示省略)を 絞るという操作を行って、ＤＯＣ１２１入口の排ガス温度を上昇させるための制御を行っている。
かかる排ガス温度を上昇させるための制御は、即ち給気のスロットル弁や排気のスロットル弁を絞る制御は、エンジンの熱効率を低下させる、また結果的にはエンジンの燃料消費率が悪化するという問題がある。 When the engine load is low, that is, when the load is low, the exhaust gas temperature at the inlet of the DOC 121 is about 100 to 150 ° C., and the fuel cannot be oxidized at the DOC 121 at such a temperature.
For this reason, in a conventional engine, control is performed to raise the exhaust gas temperature at the inlet of the DOC 121 by operating the throttle valve 105 for supplying air or the throttle valve (not shown) for exhaust. .
Such control for increasing the exhaust gas temperature, that is, control for restricting the throttle valve for supply air and the throttle valve for exhaust gas has a problem that the thermal efficiency of the engine is lowered and the fuel consumption rate of the engine is deteriorated as a result. is there.

尚、前記特許文献１には、ＤＯＣの下流とＤＰＦとの間に、燃料噴射弁から、所定の時期に燃料を噴射して、ＤＰＦの温度を上昇させたＤＯＣおよびＤＰＦをそなえた排ガス後処理装置が開示されているのみで、前記問題点を解決する手段は示されていない。   Note that the above-mentioned Patent Document 1 discloses an exhaust gas post-treatment that includes DOC and DPF in which fuel is injected from a fuel injection valve at a predetermined time between the downstream of the DOC and the DPF, and the temperature of the DPF is increased. The device is only disclosed, and no means for solving the above problem is shown.

本発明はかかる従来技術の課題に鑑み、給気、排気のスロットル弁を絞る制御つまりエンジンの熱効率を低下させる制御を行うことなく、且つ燃料消費率の悪化を回避して、エンジンの特に低負荷において、排ガス温度を上昇させＤＯＣ、及びＤＰＦを正常にさせ得るディーゼルエンジンの排ガス後処理装置を提供することを目的とする。   In view of the problems of the prior art, the present invention eliminates deterioration of the fuel consumption rate without performing control to throttle the throttle valve for supply and exhaust, that is, control for reducing the thermal efficiency of the engine, and particularly reduces the load on the engine. An object of the present invention is to provide an exhaust gas aftertreatment device for a diesel engine that can raise the exhaust gas temperature to normalize the DOC and DPF.

本発明はかかる課題を解決するもので、エンジンの排気ターボ過給機出口の排ガスをＤＯＣ（酸化触媒）及びＤＰＦ（ディーゼルパティキュレートフィルター）を通して、前記ＤＯＣで排ガス中の燃料を酸化させ、前記ＤＰＦで前記ＤＯＣにて燃料酸化後の排ガス中のＰＭ（粒子状物質）を燃焼させて該排ガスを浄化するディーゼルエンジンの排ガス後処理装置において、前記ＤＰＦが収納されるケース内であって該ＤＰＦの下流側の下流室に、ＤＰＦ通過後の排ガスの熱を受熱する伝熱部材を設置し、前記ＤＯＣが収納されるケース内であって該ＤＯＣの排ガス入口部を構成する上流室に、前記伝熱部材から伝送された熱を放出する放熱部材を設置し、該伝熱部材と放熱部材との間を外部との間に遮熱性を有する熱伝導体で接続し、前記伝熱部材で受熱した熱を前記熱伝導体で保熱して前記放熱部材に供給し、該熱を放熱部材からＤＯＣ入口の排ガス中に放出するように構成し、前記伝熱部材及び放熱部材は、板材に多くの孔が穿孔された多孔板、あるいは扁平状に且つ排ガス通過が可能に配置された伝熱チューブのいずれかよりなり、前記熱伝導体はヒートパイプ、あるいは外部への放熱機能を遮断した伝熱パイプのいずれかよりなることを特徴とする。 The present invention solves this problem, and exhausts exhaust gas at the exhaust turbocharger outlet of the engine through DOC (oxidation catalyst) and DPF (diesel particulate filter) to oxidize the fuel in the exhaust gas with the DOC, and the DPF In the exhaust gas aftertreatment device of a diesel engine for purifying the exhaust gas by burning PM (particulate matter) in the exhaust gas after fuel oxidation in the DOC, the DPF A heat transfer member that receives the heat of the exhaust gas after passing through the DPF is installed in the downstream downstream chamber, and the heat transfer member is installed in the upstream chamber that constitutes the exhaust gas inlet of the DOC in the case where the DOC is stored. A heat dissipating member that releases the heat transmitted from the heat member is installed, and the heat transfer member and the heat dissipating member are connected to the outside by a heat conductor having a heat shielding property. The heat received by the heat member is retained by the heat conductor and supplied to the heat radiating member, and the heat is discharged from the heat radiating member into the exhaust gas at the DOC inlet . It consists of either a perforated plate with many holes drilled in the plate material or a heat transfer tube that is flat and allows exhaust gas to pass through. The heat conductor blocks the heat pipe or external heat dissipation function. It is characterized by comprising any one of the heat transfer pipes.

本発明によれば、前記ＤＰＦが収納されるケース内であって該ＤＰＦの下流側の下流室に、ＤＰＦ通過後の排ガスの熱を受熱する伝熱部材を設置し、前記ＤＯＣが収納されるケース内であって該ＤＯＣの排ガス入口部を構成する上流室に、前記伝熱部材から伝送された熱を放出する放熱部材を設置し、該伝熱部材と放熱部材との間を外部との間に遮熱性を有する熱伝導体で接続したので（請求項１）、前記ＤＰＦ通過後の排ガス温度は６００〜６５０℃と高温で、この高温ガスを用いて該伝熱部材を加熱し、この伝熱部材を外部との間に遮熱性を有する熱伝導体を介してＤＯＣの排ガス入口部に設置された放熱部材に接続し、該熱伝導体からの熱を放熱部材に伝達して該放熱部材によりＤＯＣ入口の排ガス中に放熱して、ＤＯＣ入口の排ガスを加熱することにより、ＤＰＦ通過後の高温（６００〜６５０℃）の排ガスの熱を用いて、ＤＯＣの排ガス入口部の排ガス温度を高めることができ、排ガス温度を高めるための燃料の量を低減できる。 According to the present invention, a heat transfer member that receives heat of exhaust gas after passing through the DPF is installed in a downstream chamber downstream of the DPF in the case in which the DPF is stored , and the DOC is stored. A heat dissipating member that releases heat transmitted from the heat transfer member is installed in an upstream chamber that constitutes the exhaust gas inlet of the DOC, and the space between the heat transfer member and the heat dissipating member is outside. Since it is connected with a heat conductor having heat insulation between them (Claim 1), the exhaust gas temperature after passing through the DPF is as high as 600 to 650 ° C., and the heat transfer member is heated using this high temperature gas. The heat transfer member is connected to the heat radiating member installed at the exhaust gas inlet of the DOC through a heat conductor having heat insulation between the heat transfer member and the heat transfer member to transfer heat from the heat conductor to the heat radiating member. The material releases heat into the exhaust gas at the DOC inlet, and the exhaust gas at the DOC inlet. By heating the exhaust gas, it is possible to increase the exhaust gas temperature at the exhaust gas inlet of the DOC using the heat of the exhaust gas at a high temperature (600 to 650 ° C.) after passing through the DPF, and reduce the amount of fuel for increasing the exhaust gas temperature. it can.

これにより、エンジンの特に低負荷において、ＤＯＣ入口に排ガス温度を２５０℃以上のＤＰＦ作動温度まで上昇させることが可能となって、従来技術のような、給気、排気のスロットル弁を絞る制御つまりエンジンの熱効率を低下させる制御を行うことなく、且つ排ガス温度を高めるための燃料の量の増加を回避することによって燃料消費率の悪化を回避できる。
また、前記伝熱部材及び放熱部材は、多くの孔が穿孔された多孔板、あるいは扁平状に且つ排ガス通過が可能に設けられた伝熱チューブのいずれかよりなり、また熱伝導体は遮熱性を有する熱伝導体即ちヒートパイプ、あるいは外部への放熱機能を遮断した伝熱パイプを用いることによって、きわめて簡単かつ低コストの装置で以って、かかる効果を実現できる。 This makes it possible to raise the exhaust gas temperature at the DOC inlet to a DPF operating temperature of 250 ° C. or higher at a particularly low load of the engine, that is, the control for restricting the supply and exhaust throttle valves as in the prior art. Deterioration of the fuel consumption rate can be avoided without performing control for reducing the thermal efficiency of the engine and avoiding an increase in the amount of fuel for increasing the exhaust gas temperature.
Further, the heat transfer member and the heat radiating member are either a perforated plate having a large number of holes, or a flat heat transfer tube provided to allow passage of exhaust gas, and the heat conductor has a heat shielding property. by there use a heat conductor i.e. a heat pipe or heat transfer pipe blocked heat dissipation function to the outside, having, it than in the device of extremely simple and low cost can be realized such an effect.

以下、本発明を図に示した実施例を用いて詳細に説明する。但し、この実施例に記載されている構成部品の寸法、材質、形状、その相対配置などは特に特定的な記載がない限り、この発明の範囲をそれのみに限定する趣旨ではなく、単なる説明例にすぎない。   Hereinafter, the present invention will be described in detail with reference to the embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.

図１は本発明の第１実施例に係るＤＯＣ（酸化触媒）及びＤＰＦ（ディーゼルパティキュレートフィルター）装置を備えたディーゼルエンジンの全体構成図である。
図１において、ディーゼルエンジン（以下エンジン１００という）は、排気タービン１０９とこれに同軸駆動されるコンプレッサ１０８を有する排気ターボ過給機１１０を備えており、該過給機１１０のコンプレッサ１０８から吐出された空気は空気管１０７を通って空気冷却器１０６に入り、該空気冷却器１０６で冷却される。
該空気冷却器１０６で冷却された空気は、吸気スロットル弁１０５で開度を制御された後、給気管１０４を通り、シリンダ毎に設けられた給気ポートからエンジン１００に吸入される。 FIG. 1 is an overall configuration diagram of a diesel engine equipped with a DOC (oxidation catalyst) and a DPF (diesel particulate filter) device according to a first embodiment of the present invention.
In FIG. 1, a diesel engine (hereinafter referred to as engine 100) includes an exhaust turbocharger 110 having an exhaust turbine 109 and a compressor 108 driven coaxially thereto, and is discharged from the compressor 108 of the supercharger 110. The air enters the air cooler 106 through the air pipe 107 and is cooled by the air cooler 106.
The air cooled by the air cooler 106 is controlled in its opening by the intake throttle valve 105, passes through the air supply pipe 104, and is sucked into the engine 100 from an air supply port provided for each cylinder.

エンジン１００においては、コモンレール（蓄圧器）１０２にて蓄圧された高圧燃料が、コモンレール制御装置１０３により噴射時期及び噴射量を制御され、かかる噴射時期及び噴射量にて、シリンダ毎に設けられた燃料噴射弁１０１から噴射される。噴射された高圧燃料は前記空気との混合によって燃焼される。   In the engine 100, the high-pressure fuel accumulated in the common rail (pressure accumulator) 102 is controlled in injection timing and injection amount by the common rail control device 103, and the fuel provided for each cylinder at the injection timing and injection amount. It is injected from the injection valve 101. The injected high-pressure fuel is burned by mixing with the air.

また、前記排気集合管１１１の途中から、ＥＧＲ（排ガス再循環）管１１６が分岐されて、排ガス１２０の一部(ＥＧＲガス)はＥＧＲ管１１６を通り、ＥＧＲクーラ１１５で降温され、ＥＧＲ弁１１４で流量を制御されて、給気管１０４の吸気スロットルバルブ１０５に下流部位に投入される。
そして、エンジン１００で燃焼された燃焼ガス即ち排ガス１２０は、シリンダ毎に設けられた排気ポートが集合した排気集合管１１１を通って、前記排気ターボ過給機１１０の排気タービン１０９を駆動して前記コンプレッサ１０８の動力源となった後、排気管１１２を通って排ガス後処理装置１に入る。 Further, an EGR (exhaust gas recirculation) pipe 116 is branched from the middle of the exhaust collecting pipe 111, and a part of the exhaust gas 120 (EGR gas) passes through the EGR pipe 116 and is cooled by the EGR cooler 115, and the EGR valve 114. Then, the flow rate is controlled and the intake throttle valve 105 of the supply pipe 104 is introduced into the downstream portion.
The combustion gas burned in the engine 100, that is, the exhaust gas 120, drives the exhaust turbine 109 of the exhaust turbo supercharger 110 through the exhaust collecting pipe 111 in which exhaust ports provided for each cylinder are gathered. After becoming the power source of the compressor 108, the exhaust gas after-treatment device 1 is entered through the exhaust pipe 112.

以上の構成は、図６に示す従来技術と同様である。
本発明は、前記排ガス後処理装置１の構成に関するものである。 The above configuration is the same as that of the prior art shown in FIG.
The present invention relates to the configuration of the exhaust gas aftertreatment device 1.

図２は、前記第１実施例に係る排ガス後処理装置の断面図である。
図２及び図１において、前記排気管１１２を通った排ガスは、排ガス後処理装置１の入口室１２３から前記ＤＯＣ１２１及びＤＰＦ１２２に入る。
即ち前記エンジン１００からの排ガスは、前記排気管１１２から排ガス後処理装置１の入口室１２３を通ってＤＯＣ１２１に入る。 FIG. 2 is a cross-sectional view of the exhaust gas aftertreatment device according to the first embodiment.
2 and 1, the exhaust gas that has passed through the exhaust pipe 112 enters the DOC 121 and the DPF 122 from the inlet chamber 123 of the exhaust gas aftertreatment device 1.
That is, the exhaust gas from the engine 100 enters the DOC 121 from the exhaust pipe 112 through the inlet chamber 123 of the exhaust gas aftertreatment device 1.

本発明においては、かかる排ガス後処理装置１を次のように構成している。
即ち、図２及び図１において、ケース１２２ａ内には、ＤＯＣ１２１と間隔１２３ａを隔ててＤＰＦ１２２が収納されている。
前記ＤＰＦ１２２の下流の下流室１２４には、ＤＰＦ１２２通過後の排ガスの熱を受熱する伝熱板３を設置し、前記ＤＯＣ１２１の排ガス入口部を構成する上流室１２３には、前記伝熱板３から伝送された熱を放出する放熱板２を設置している。
そして、前記伝熱板３と放熱板２との間を、外部との間に遮熱性を有する熱伝導体４で接続している。 In the present invention, the exhaust gas aftertreatment device 1 is configured as follows.
That is, in FIGS. 2 and 1, the DPF 122 is accommodated in the case 122 a with a distance 123 a from the DOC 121.
The downstream chamber 124 downstream of the DPF 122 is provided with a heat transfer plate 3 that receives the heat of the exhaust gas after passing through the DPF 122, and the upstream chamber 123 that constitutes the exhaust gas inlet portion of the DOC 121 is provided with the heat transfer plate 3. A heat radiating plate 2 that releases the transmitted heat is provided.
The heat transfer plate 3 and the heat radiating plate 2 are connected to each other by a heat conductor 4 having heat shielding properties.

前記伝熱板３及び放熱板２は、多くの孔が穿孔された多孔板、あるいは扁平状に且つ排ガス通過が可能に設けられた伝熱チューブの何れかよりなり、また前記熱伝導体４は遮熱性を有する熱伝導体即ちヒートパイプ（金属管の中に冷媒を入れ、液体の蒸発と凝縮の潜熱を利用して熱移動、排熱を行う）、あるいは外部への放熱機能を遮断した伝熱パイプにより構成されている。このように、かかる伝熱板３及び放熱板２及び熱伝導体４は、きわめて簡単かつ低コストの装置で構成されている。   The heat transfer plate 3 and the heat radiating plate 2 are either a perforated plate in which many holes are perforated or a heat transfer tube that is flat and capable of passing exhaust gas. Heat conductor with heat insulation, that is, a heat pipe (a refrigerant is put in a metal tube, and heat transfer and exhaust heat are performed by using the latent heat of evaporation and condensation of liquid), or the heat transfer function is cut off to the outside. It consists of a heat pipe. As described above, the heat transfer plate 3, the heat radiating plate 2, and the heat conductor 4 are configured by a very simple and low-cost apparatus.

かかる第１実施例において、前記ＤＰＦ１２２では、該ＤＰＦ１２２に堆積したＰＭを燃焼させ、燃焼ガスは出口室１２４から排気出口管１１３に排出される。このときの、ＤＰＦ１２２通過後の排ガス温度は６００〜６５０℃と高温である。
第１実施例においては、前記伝熱板３を用いて、該伝熱板３を前記６００〜６５０℃程度の排ガス温度で加熱し、この伝熱板３を、外部との間に遮熱性を有する熱伝導体４を介して、ＤＯＣ１２１の排ガス入口部を構成する上流室１２３に設置された放熱板２に接続し、該熱伝導体４からの伝熱板３の熱を放熱板２に伝達して、該放熱板２によりＤＯＣ１２１入口の排ガス中に放熱して、ＤＯＣ１２１入口の排ガスを加熱している。
これにより、ＤＰＦ１２２通過後の高温（６００〜６５０℃）排ガスの熱を用いて、ＤＯＣ１２１の排ガス入口部の排ガス温度を高めることができ、従って、排ガス温度を高めるための燃料の量を低減できる。
この場合、前記ＤＯＣ１２１とＤＰＦ１２２との間隔１２３ａの温度は、２５０〜６００℃程度となり、エンジン１００の低負荷でもＤＰＦ１２２の作動に十分な温度である。 In the first embodiment, the DPF 122 burns PM deposited on the DPF 122, and the combustion gas is discharged from the outlet chamber 124 to the exhaust outlet pipe 113. At this time, the exhaust gas temperature after passing through the DPF 122 is as high as 600 to 650 ° C.
In the first embodiment, the heat transfer plate 3 is used to heat the heat transfer plate 3 at an exhaust gas temperature of about 600 to 650 ° C., and the heat transfer plate 3 is provided with a heat shielding property with the outside. It connects to the heat sink 2 installed in the upstream chamber 123 which comprises the waste gas inlet part of DOC121 via the heat conductor 4 which has, and transfers the heat | fever of the heat exchanger plate 3 from this heat conductor 4 to the heat sink 2 The heat radiating plate 2 radiates heat into the exhaust gas at the inlet of the DOC 121 to heat the exhaust gas at the inlet of the DOC 121.
Thereby, the exhaust gas temperature at the exhaust gas inlet portion of the DOC 121 can be increased using the heat of the high-temperature (600 to 650 ° C.) exhaust gas after passing through the DPF 122, and therefore the amount of fuel for increasing the exhaust gas temperature can be reduced.
In this case, the temperature of the gap 123a between the DOC 121 and the DPF 122 is about 250 to 600 ° C., which is a temperature sufficient for the operation of the DPF 122 even at a low load of the engine 100.

これにより、エンジン１００の特に低負荷において、ＤＯＣ１２１入口に排ガス温度を２５０℃以上のＤＰＦ作動温度まで上昇させることが可能となって、従来技術のような、給気のスロットル弁１０５や排気のスロットル弁を絞る制御つまりエンジン１００の熱効率を低下させる制御を行うことがなくなる。また、排ガス温度を高めるための燃料の量の増加を回避することによって燃料消費率の悪化を回避できる。   This makes it possible to raise the exhaust gas temperature at the inlet of the DOC 121 to a DPF operating temperature of 250 ° C. or higher at a particularly low load of the engine 100. There is no need to perform control to throttle the valve, that is, control to reduce the thermal efficiency of the engine 100. Further, the deterioration of the fuel consumption rate can be avoided by avoiding an increase in the amount of fuel for increasing the exhaust gas temperature.

（第１参考例）
図３は、第１参考例に係る排ガス後処理装置の断面図である。
この第１参考例においては、前記ＤＰＦ１２２の下流室１２４にＤＰＦ１２２通過後の排ガスの熱と受熱媒体との熱交換により該受熱媒体に蓄熱する加熱熱交換器６を設置し、前記ＤＯＣ１２１の排ガス入口部（上流室１２３）に放熱熱交換器７を設置し、前記加熱熱交換器６で蓄熱した受熱媒体の熱を前記ＤＯＣ１２１の排ガス入口部（上流室１２３）の排ガス中に放出する。前記加熱熱交換器６と放熱熱交換器７との間は、前記加熱熱交換器６で受熱媒体に蓄熱した熱を、外部と遮熱状態で前記放熱熱交換器７に循環させる熱媒体通路８を設けている。 (First Reference Example)
FIG. 3 is a cross-sectional view of the exhaust gas aftertreatment device according to the first reference example .
In the first reference example , a heating heat exchanger 6 that stores heat in the heat receiving medium by heat exchange between the heat of the exhaust gas after passing through the DPF 122 and the heat receiving medium is installed in the downstream chamber 124 of the DPF 122, and the exhaust gas inlet of the DOC 121 The heat radiating heat exchanger 7 is installed in the section (upstream chamber 123), and the heat of the heat receiving medium stored in the heating heat exchanger 6 is released into the exhaust gas at the exhaust gas inlet section (upstream chamber 123) of the DOC 121. Between the heating heat exchanger 6 and the radiant heat exchanger 7, a heat medium passage that circulates the heat stored in the heat receiving medium by the heating heat exchanger 6 to the radiant heat exchanger 7 in a heat shield state from the outside. 8 is provided.

そして、かかる第１参考例においては、前記加熱熱交換器６から前記熱媒体通路８を通って前記放熱熱交換器７を循環する熱媒体循環路８ａを形成し、前記熱媒体通路８中に前記受熱媒体に循環力を与える移送ポンプ９を設けている。 Then, according in the first reference example, from said heating heat exchanger 6 through the heat medium passage 8 forms a thermal medium circulation path 8a that circulates the radiator heat exchanger 7, in the heat medium passage 8 A transfer pump 9 is provided to give a circulation force to the heat receiving medium.

かかる第１参考例によれば、ＤＰＦ１２２通過後の高温ガス（前記６００〜６５０℃程度）を、前記排ガスの熱と受熱媒体との熱交換により該受熱媒体に蓄熱する加熱熱交換器６を用いて受熱媒体に蓄熱し、この受熱媒体の熱を、外部と遮熱状態で前記放熱熱交換器に送る熱媒体通路８を通して、前記ＤＯＣ１２１の排ガス入口部即ち上流室１２３に設置した放熱熱交換器７で受けて、該放熱熱交換器７で排ガスと熱交換して受熱媒体の熱を排ガス中に放出している。 According to the first reference example , the heating heat exchanger 6 that stores the high-temperature gas (about 600 to 650 ° C.) after passing through the DPF 122 in the heat receiving medium by heat exchange between the heat of the exhaust gas and the heat receiving medium is used. The heat-dissipating heat exchanger is installed in the exhaust gas inlet portion of the DOC 121, that is, the upstream chamber 123 through the heat medium passage 8 that stores heat in the heat-receiving medium and sends the heat of the heat-receiving medium to the heat-dissipating heat exchanger in a heat-shielded state from the outside. 7 and the heat radiating heat exchanger 7 exchanges heat with the exhaust gas to release the heat of the heat receiving medium into the exhaust gas.

これにより、前記受熱媒体の熱でＤＯＣ１２１入口の排ガスを加熱することとなり、ＤＰＦ１２２通過後の高温（６００〜６５０℃）排ガスの熱を、前記加熱熱交換器６と放熱熱交換器７を用いて効率良く、ＤＯＣ１２１の排ガス入口部（上流室１２３）の排ガス温度を高めることができ、排ガス温度を高めるための燃料の量を低減できる。   As a result, the exhaust gas at the inlet of the DOC 121 is heated by the heat of the heat receiving medium, and the heat of the high-temperature (600 to 650 ° C.) exhaust gas after passing through the DPF 122 is converted using the heating heat exchanger 6 and the heat radiation heat exchanger 7. The exhaust gas temperature at the exhaust gas inlet (upstream chamber 123) of the DOC 121 can be increased efficiently, and the amount of fuel for increasing the exhaust gas temperature can be reduced.

従って、エンジンの特に低負荷において、ＤＯＣ１２１入口に排ガス温度を必要な２５０℃以上のＤＰＦ作動温度まで上昇させることが前記第１実施例の場合よりも容易となって、従来技術のような、給気のスロットル弁１０５や排気のスロットル弁を絞る制御つまりエンジンの熱効率を低下させる制御を行うのを回避できる。
また、排ガス温度を高めるための燃料の量の増加を回避できることによって、前記第１実施例の場合よりも、燃料消費率の悪化の回避効果が大きくなる。
その他の構成は、前記第１実施例(図２)と同様であり、これと同一の部材は同一の符号で示す。 Accordingly, it is easier to raise the exhaust gas temperature at the inlet of the DOC 121 to the required DPF operating temperature of 250 ° C. or higher at a particularly low load of the engine than in the first embodiment. It is possible to avoid performing control to throttle the throttle valve 105 and exhaust throttle valve, that is, control to reduce the thermal efficiency of the engine.
Further, since the increase in the amount of fuel for increasing the exhaust gas temperature can be avoided, the effect of avoiding the deterioration of the fuel consumption rate is greater than in the case of the first embodiment.
Other configurations are the same as those of the first embodiment (FIG. 2), and the same members are denoted by the same reference numerals.

（第２参考例）
図４は、本発明の第２参考例に係る図１対応図である。
この第２参考例においては、排気ターボ過給機１１０の排気タービン１０９出口の排気管１１２から分岐した加熱ガスを通す加熱管１１を前記第１参考例と同様な加熱熱交換器６の受熱媒体入口に接続している。
さらに、加熱熱交換器か６から前記熱媒体通路８を通り、前記第１参考例と同様な放熱熱交換器７を通って、該放熱熱交換器７で排ガス入口部の上流室１２３で排ガス中に熱を放出した後の受熱媒体を、外気中に排出する排出路１１ｂを設けている。 (Second reference example)
FIG. 4 is a diagram corresponding to FIG. 1 according to a second reference example of the present invention.
In the second reference example , the heating pipe 11 through which the heated gas branched from the exhaust pipe 112 at the outlet of the exhaust turbine 109 of the exhaust turbocharger 110 passes is used as the heat receiving medium of the heating heat exchanger 6 similar to the first reference example. Connected to the entrance.
Further, from the heating heat exchanger 6 through the heat medium passage 8, through the radiant heat exchanger 7 similar to the first reference example , the radiant heat exchanger 7 exhausts the exhaust gas in the upstream chamber 123 at the exhaust gas inlet. A discharge path 11b for discharging the heat receiving medium after releasing heat into the outside air is provided.

このように構成すれば、加熱熱交換器６に、ＤＰＦ１２２通過後の高温ガス（前記６００〜６５０℃程度）に加えて、排気ターボ過給機１１０の排気タービン１０９の入口から分岐した加熱ガスを通す加熱管１１を、前記第１参考例と同様な加熱熱交換器６の受熱媒体入口に接続している。
従って、加熱熱交換器６に、ＤＰＦ１２２通過後の高温ガス（前記６００〜６５０℃程度）に加えて、排気ターボ過給機１１０の排気タービン１０９出口の排気管１１２から分岐した加熱管１１により、加熱ガスの熱を加えるので、加熱熱交換器６での受熱媒体の温度が前記第１実施例、第１参考例の何れの場合よりも高くなり、排ガス温度を高めるための燃料の量を前記第１実施例、第１参考例の場合よりもより多く低減できる。 With this configuration, in addition to the high-temperature gas (about 600 to 650 ° C.) after passing through the DPF 122, the heating gas branched from the inlet of the exhaust turbine 109 of the exhaust turbocharger 110 is supplied to the heating heat exchanger 6. The heating tube 11 to be passed is connected to the heat receiving medium inlet of the heating heat exchanger 6 similar to the first reference example .
Therefore, in addition to the high-temperature gas (about 600 to 650 ° C.) after passing through the DPF 122, the heating pipe 11 branched from the exhaust pipe 112 at the outlet of the exhaust turbine 109 of the exhaust turbocharger 110 is supplied to the heating heat exchanger 6. Since the heat of the heating gas is applied, the temperature of the heat receiving medium in the heating heat exchanger 6 becomes higher than in either the first embodiment or the first reference example , and the amount of fuel for increasing the exhaust gas temperature is set to This can be reduced more than in the first embodiment and the first reference example .

これにより、エンジン１００の特に低負荷において、ＤＯＣ１２１入口に排ガス温度を２５０℃以上のＤＰＦ１２２作動温度まで上昇させることが、前記第１実施例、第１参考例よりも容易となって、従来技術のような、給気スロットル弁１０５や排気のスロットル弁を絞る制御つまりエンジンの熱効率を低下させる制御を行うのを回避できる。
また、排ガス温度を高めるための燃料の量の増加を回避できることによって、前記第１実施例、第１参考例の場合よりも、燃料消費率の悪化の回避効果が大きくなる。
また、排気ターボ過給機１１０の排気タービン１０９出口の排気管１１２から分岐した加熱管１１での加熱ガスの速度により、ガスの循環ができるため、前記第１参考例のような移送ポンプ９は不要となり、装置コストを低減できる。
その他の構成は、前記第１実施例(図１)と同様であり、これと同一の部材は同一の符号で示す。 As a result, it is easier to raise the exhaust gas temperature at the inlet of the DOC 121 to the DPF 122 operating temperature of 250 ° C. or higher than in the first embodiment and the first reference example , particularly at a low load of the engine 100. Thus, it is possible to avoid performing control for reducing the supply air throttle valve 105 and the exhaust throttle valve, that is, control for reducing the thermal efficiency of the engine.
Further, since the increase in the amount of fuel for increasing the exhaust gas temperature can be avoided, the effect of avoiding the deterioration of the fuel consumption rate becomes greater than in the case of the first embodiment and the first reference example .
Further, since the gas can be circulated by the speed of the heated gas in the heating pipe 11 branched from the exhaust pipe 112 at the outlet of the exhaust turbine 109 of the exhaust turbocharger 110, the transfer pump 9 as in the first reference example is It becomes unnecessary, and the apparatus cost can be reduced.
Other configurations are the same as those of the first embodiment (FIG. 1), and the same members are denoted by the same reference numerals.

（第３参考例）
図５は、本発明の第３参考例に係る図１対応図である。
この第３参考例においては、前記第２参考例に、放熱熱交換器７出口の放熱ガスを前記ＤＯＣ１２１の排気管１１２に接続する戻し通路１３を設けている。
即ち、排気ターボ過給機１１０の排気タービン１０９の入口から分岐した加熱ガスを通す加熱管１１を前記加熱熱交換器６の受熱媒体入口に接続し、前記加熱熱交換器６から前記熱媒体通路８を通り、前記放熱熱交換器７で排ガス中に熱を放出した後の受熱媒体を、前記ＤＯＣ１２１の排気管１１２に接続する戻し通路１３を設けている。 (Third reference example)
FIG. 5 is a diagram corresponding to FIG. 1 according to a third reference example of the present invention.
In the third reference example , a return passage 13 is provided in the second reference example to connect the radiant gas at the outlet of the radiant heat exchanger 7 to the exhaust pipe 112 of the DOC 121.
That is, the heating pipe 11 through which the heating gas branched from the inlet of the exhaust turbine 109 of the exhaust turbocharger 110 is connected to the heat receiving medium inlet of the heating heat exchanger 6, and the heating medium passage extends from the heating heat exchanger 6. 8, a return passage 13 is provided for connecting the heat receiving medium after the heat is released into the exhaust gas by the radiative heat exchanger 7 to the exhaust pipe 112 of the DOC 121.

かかる第３参考例によれば、加熱熱交換器６から熱媒体通路８を通り放熱熱交換器７を通って該放熱熱交換器７で排ガス中に熱を放出した後の受熱媒体を、戻し通路１３により前記ＤＯＣ１２１の排気管１１２に戻して、その戻しガスをＤＯＣ１２１の排ガス入口管の排ガスの加熱に利用できるので、前記の第２参考例よりも排ガス温度を高めるための燃料の量の増加の回避効果が大きくなって、燃料消費率の悪化の回避効果も大きくなる。
その他の構成は、前記第１実施例(図１)と同様であり、これと同一の部材は同一の符号で示す。 According to the third reference example , the heat receiving medium after releasing heat into the exhaust gas by the heat radiating heat exchanger 7 through the heat medium passage 8 through the heat medium passage 8 from the heating heat exchanger 6 is returned. Since the return gas can be returned to the exhaust pipe 112 of the DOC 121 by the passage 13 and used for heating the exhaust gas of the exhaust gas inlet pipe of the DOC 121, the amount of fuel for increasing the exhaust gas temperature compared to the second reference example is increased. As a result, the effect of avoiding the deterioration of the fuel consumption rate is also increased.
Other configurations are the same as those of the first embodiment (FIG. 1), and the same members are denoted by the same reference numerals.

本発明によれば、給気、排気のスロットル弁を絞る制御つまりエンジンの熱効率を低下させる制御を行うことなく、且つ燃料消費率の悪化を回避して、エンジンの特に低負荷において、排ガス温度を上昇させＤＯＣ、及びＤＰＦを正常にさせ得るディーゼルエンジンの排ガス後処理装置を提供できる。   According to the present invention, the exhaust gas temperature can be reduced, particularly at a low load of the engine, without performing control for reducing the throttle valve for supply and exhaust, that is, control for reducing the thermal efficiency of the engine, and avoiding deterioration of the fuel consumption rate. It is possible to provide an exhaust gas aftertreatment device for a diesel engine that can be raised to normalize DOC and DPF.

本発明の第１実施例に係るＤＯＣ（酸化触媒）及びＤＰＦ（ディーゼルパティキュレートフィルター）装置を備えたディーゼルエンジンの全体構成図である。1 is an overall configuration diagram of a diesel engine including a DOC (oxidation catalyst) and a DPF (diesel particulate filter) device according to a first embodiment of the present invention. 第１実施例に係る排ガス後処理装置の断面図である。It is sectional drawing of the waste gas aftertreatment apparatus which concerns on 1st Example. 第１参考例に係る排ガス後処理装置の断面図である。It is sectional drawing of the waste gas aftertreatment apparatus which concerns on a 1st reference example . 第２参考例に係る図１対応図である。FIG. 6 is a diagram corresponding to FIG. 1 according to a second reference example . 第３参考例に係る図１対応図である。FIG. 9 is a diagram corresponding to FIG. 1 according to a third reference example . 従来技術に係るＤＯＣ（酸化触媒）及びＤＰＦ（ディーゼルパティキュレートフィルター）装置を備えたディーゼルエンジンの全体構成図であるIt is a whole block diagram of the diesel engine provided with the DOC (oxidation catalyst) and DPF (diesel particulate filter) device concerning a prior art.

１ 排ガス後処理装置
２ 放熱板
３ 伝熱板
４ 熱伝導体
６ 加熱熱交換器
７ 放熱熱交換器
８ 熱媒体通路
８ａ 熱媒体循環路
９ 移送ポンプ
１１ 加熱管
１１ｂ 排出路
１３ 戻し通路
１００ エンジン
１０１ 燃料噴射弁
１０２ コモンレール（蓄圧器）
１０３ コモンレール制御装置
１０４ 給気管
１０５ 給気スロットルバルブ
１１０ 排気ターボ過給機
１１１ 排気集合管
１１２ 排気管
１１６ ＥＧＲ（排ガス再循環）管
１２０ 排ガス
１２１ ＤＯＣ
１２２ ＤＰＦ

DESCRIPTION OF SYMBOLS 1 Exhaust gas post-processing apparatus 2 Heat sink 3 Heat transfer plate 4 Heat conductor 6 Heating heat exchanger 7 Heat dissipation heat exchanger 8 Heat medium passage 8a Heat medium circulation path 9 Transfer pump 11 Heating pipe 11b Discharge path 13 Return path 100 Engine 101 Fuel injection valve 102 Common rail (pressure accumulator)
DESCRIPTION OF SYMBOLS 103 Common rail control apparatus 104 Air supply pipe 105 Supply air throttle valve 110 Exhaust turbo supercharger 111 Exhaust gas collection pipe 112 Exhaust pipe 116 EGR (exhaust gas recirculation) pipe 120 Exhaust gas 121 DOC
122 DPF

Claims (1)

エンジンの排気ターボ過給機出口の排ガスをＤＯＣ（酸化触媒）及びＤＰＦ（ディーゼルパティキュレートフィルター）を通して、前記ＤＯＣで排ガス中の燃料を酸化させ、前記ＤＰＦで前記ＤＯＣにて燃料酸化後の排ガス中のＰＭ（粒子状物質）を燃焼させて該排ガスを浄化するディーゼルエンジンの排ガス後処理装置において、
前記ＤＰＦが収納されるケース内であって該ＤＰＦの下流側の下流室に、ＤＰＦ通過後の排ガスの熱を受熱する伝熱部材を設置し、前記ＤＯＣが収納されるケース内であって該ＤＯＣの排ガス入口部を構成する上流室に、前記伝熱部材から伝送された熱を放出する放熱部材を設置し、該伝熱部材と放熱部材との間を外部との間に遮熱性を有する熱伝導体で接続し、前記伝熱部材で受熱した熱を前記熱伝導体で保熱して前記放熱部材に供給し、該熱を放熱部材からＤＯＣ入口の排ガス中に放出するように構成し、前記伝熱部材及び放熱部材は、板材に多くの孔が穿孔された多孔板、あるいは扁平状に且つ排ガス通過が可能に配置された伝熱チューブのいずれかよりなり、前記熱伝導体はヒートパイプ、あるいは外部への放熱機能を遮断した伝熱パイプのいずれかよりなることを特徴とするディーゼルエンジンの排ガス後処理装置。 The exhaust gas at the exhaust turbocharger exit of the engine is passed through DOC (oxidation catalyst) and DPF (diesel particulate filter), the fuel in the exhaust gas is oxidized with the DOC, and the exhaust gas after the fuel oxidation with the DOC with the DPF In the exhaust gas aftertreatment device of a diesel engine for purifying the exhaust gas by burning PM (particulate matter) of
The downstream chamber of the downstream side of the DPF said is within casing housed DPF, established the heat transfer member to heat the heat of exhaust gas after DPF passage, be in the case where the DOC is housed the A heat dissipating member that releases heat transmitted from the heat transfer member is installed in an upstream chamber that constitutes the exhaust gas inlet of the DOC, and has a heat shielding property between the heat transfer member and the heat dissipating member between the heat transfer member and the outside. The heat conductor is connected, the heat received by the heat transfer member is retained by the heat conductor and supplied to the heat dissipation member, and the heat is released from the heat dissipation member into the exhaust gas at the DOC inlet, The heat transfer member and the heat radiating member are either a perforated plate in which a large number of holes are perforated in a plate material or a heat transfer tube arranged flat and capable of passing exhaust gas, and the heat conductor is a heat pipe. Heat transfer that cuts off the heat dissipation function to the outside An exhaust gas aftertreatment device for a diesel engine, characterized by comprising any one of pipes .
JP2008240509A 2008-09-19 2008-09-19 Diesel engine exhaust gas aftertreatment system Expired - Fee Related JP5022328B2 (en)

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