JP5393571B2 - Diesel engine exhaust treatment equipment - Google Patents

Description

The present invention relates to an exhaust treatment device for a diesel engine, and more particularly to an exhaust treatment device for a diesel engine that can smoothly start generation of combustible gas.
In this specification and claims, DPF means a diesel particulate filter, PM means particulate matter in exhaust gas, and DOC means a diesel oxidation catalyst.

Conventionally, as an exhaust treatment device for a diesel engine, a combustible gas is generated by a combustible gas generator, and the combustible gas is discharged from the combustible gas discharge port to the exhaust passage upstream of the DPF, and the combustible gas is exhausted. Combustion is performed with oxygen in the exhaust, the exhaust gas is heated with the combustion heat, and PM accumulated in the DPF can be burned and removed by the heat of the exhaust, and a combustible gas generating catalyst chamber is provided in the combustible gas generator. The combustible gas generating catalyst is accommodated in the combustible gas generating catalyst chamber, and at the time of regeneration of the DPF for burning and removing PM accumulated in the DPF, by supplying air and liquid fuel to the combustible gas generator, There is one in which a combustible gas is generated by a combustible gas generating catalyst (for example, see Patent Document 1).
According to this type of exhaust treatment apparatus, even when the temperature of the exhaust gas is low, there is an advantage that the temperature of the exhaust gas can be raised by the combustible gas and the PM accumulated in the DPF can be burned and removed.
However, this conventional technique has a problem because there is no means for purging the liquid fuel remaining in the combustible gas generating catalyst after completion of the regeneration process of the DPF.

JP 2008-215193 A (see FIG. 2)

<Problem> The start of flammable gas production is stagnant.
Since there is no means for purging the liquid fuel remaining in the combustible gas generating catalyst after the DPF regeneration processing is completed, the combustible gas generating catalyst is used with the remaining liquid fuel at the start of the next DPF regeneration processing. It remains moist, and the temperature rise of the combustible gas generating catalyst is hindered, and the generation start of the combustible gas is stagnated.

  The subject of this invention is providing the exhaust-gas-treatment apparatus of the diesel engine which can perform the production | generation start of combustible gas smoothly.

(Invention-specific matters common to the inventions of claims 1 and 3)
As illustrated in FIG. 1, a combustible gas generator (1) generates a combustible gas (4), and the combustible gas (4) is generated upstream of the DPF (5) by a combustible gas discharge port (6). The exhaust gas is discharged from the exhaust passage (7), the combustible gas (4) is burned with oxygen in the exhaust (8), the temperature of the exhaust (8) is increased by the combustion heat, and the DPF is heated by the heat of the exhaust (8). The PM accumulated in (5) can be burned and removed,
The combustible gas generator (1) is provided with a combustible gas generating catalyst chamber (11). The combustible gas generating catalyst chamber (11) contains the combustible gas generating catalyst (13) and is stored in the DPF (5). In the regeneration process of DPF (5) that burns and removes PM, air (3) and liquid fuel (2) are supplied to the combustible gas generator (1), so that the combustible gas generating catalyst (13) In a diesel engine exhaust treatment device that generates flammable gas (4),
After completion of the regeneration process of the DPF (5), the liquid fuel purge air (3) is supplied to the combustible gas generator (1) without supplying the liquid fuel (2), and the combustible gas generating catalyst ( 13) Purify the liquid fuel (2) remaining in the combustible gas generating catalyst (13) by making the combustible gas (4) with air (3) ,
(Invention-specific matters specific to the invention of claim 1)
As illustrated in FIG. 1 and FIG. 15, when the temperature of the combustible gas generating catalyst has risen since the supply of liquid fuel purge air (3) was started (S <b> 11), the air (3) The diesel engine exhaust process is characterized in that the supply of air (3) is stopped (S15) when the combustible gas generation catalyst temperature exceeds the purge stop temperature (S13). apparatus.
(Invention-specific matters specific to the invention of claim 3)
As illustrated in FIGS. 1 and 15, if the temperature of the combustible gas generating catalyst has not risen since the supply of the liquid fuel purge air (3) is started (S <b> 11), the air (3) If the temperature of the combustible gas generating catalyst has not increased yet, the supply of air (3) is stopped (S18), and the liquid fuel purge process is terminated. Diesel engine exhaust treatment equipment.

(Invention of Claim 1)
The invention according to claim 1 has the following effects.
<< Effect 1-1 >> The production | generation start of combustible gas can be performed smoothly.
As illustrated in FIGS. 1 and 15, after completion of the regeneration process of the DPF (5), the liquid fuel purge air (3) is supplied without supplying the liquid fuel (2) to the combustible gas generator (1). ), And the liquid fuel (2) remaining in the combustible gas generating catalyst (13) is purged from the combustible gas generating catalyst (13) by making the combustible gas (4) with air (3). At the start of the next DPF regeneration process, the combustible gas generating catalyst (13) is not kept wet with the liquid fuel (2), and the temperature of the combustible gas generating catalyst (13) rises early and combustible. The generation of the property gas (4) can be started smoothly.

<< Effect 1-2 >> Thermal damage due to overheating of the combustible gas generating catalyst can be prevented.
As illustrated in FIGS. 1 and 15, when the temperature of the combustible gas generation catalyst exceeds the purge stop temperature, the supply of air (3) is stopped (S15). It is possible to prevent thermal damage due to overheating of the combustible gas generating catalyst (13) generated in the above.

(Invention of Claim 2 )
The invention according to claim 2 has the following effect in addition to the effect of the invention according to claim 1 .
<< Effect 2-1 >> Failure of liquid fuel purge due to air shortage can be prevented.
As illustrated in FIGS. 1 and 15, if the temperature of the combustible gas generating catalyst has not risen since the supply of the liquid fuel purge air (3) is started (S <b> 11), the air (3) Therefore, the liquid fuel purge failure due to air shortage can be prevented.

<Effect 2-2 > When the liquid fuel is purged from the combustible gas generation catalyst, the liquid fuel purge process is immediately completed.
As illustrated in FIGS. 1 and 15, when the supply amount of air (3) is increased and the temperature of the combustible gas generating catalyst has not increased yet, liquid fuel (13) is added to the combustible gas generating catalyst (13). 2) means that almost no residue remains, so the supply of air (3) is stopped (S18), and the liquid fuel purge process is terminated.
As described above, when the liquid fuel is purged from the combustible gas generation catalyst (13), the liquid fuel purge process is immediately completed.
(Invention of Claim 3)
The invention according to claim 3 has effects 2-1 and 2-2 of claim 2 in addition to effect 1-1 of claim 1.

1 is a schematic diagram of an exhaust treatment device for a diesel engine according to an embodiment of the present invention. It is a longitudinal cross-sectional view of the exhaust pipe provided with the combustible gas generator of the apparatus shown in FIG. FIGS. 3A and 3B are diagrams illustrating the assembly structure of the combustible gas generator shown in FIG. 2, FIG. 3A is an enlarged view of a portion taken along the line IIIA in FIG. 2, and FIG. 3B is FIG. ) Equivalent figure. FIG. 4A is a diagram for explaining another modified example of the assembly structure of the combustible gas generator, FIG. 4A is a diagram corresponding to FIG. 3A of the second modified example, and FIG. 4B is a diagram of the third modified example. 3 is a diagram corresponding to (A). 5A and 5B are views for explaining a supply structure of liquid fuel or the like to the air-fuel mixing chamber of the combustible gas generator shown in FIG. 2, FIG. 5A is a sectional view taken along the line VA-VA in FIG. 2, and FIG. FIG. 6 is a sectional view taken along line BB in FIG. FIG. 6A is a plan view of an annular wall in which a core member is fitted, and FIG. 6B is a bottom view. FIG. 6C is a plan view of the upper gasket, and FIG. 6C is a plan view of the upper gasket. FIG. 6 is a view corresponding to FIG. 3A for explaining a first modification of the structure for supplying liquid fuel or the like to the air-fuel mixing chamber shown in FIG. 5. FIG. 8A is a diagram for explaining a modification of the structure for supplying liquid fuel or the like to the air-fuel mixing chamber shown in FIG. 5. FIG. 8A is a diagram corresponding to FIG. 5A of the first modification, and FIG. FIG. 8A is a cross-sectional view taken along line BB in FIG. 8A, FIG. 8C is a view corresponding to FIG. 8B of the second modification, and FIG. 8D is the second modification of FIG. It is the longitudinal cross-sectional view longitudinally cut in the part. 9A and 9B are diagrams for explaining a partition structure of a secondary air mixing chamber of the combustible gas generator shown in FIG. 2, FIG. 9A is a cross-sectional view taken along the line IXA-IXA in FIG. 2, and FIG. FIG. FIGS. 10A and 10B are diagrams for explaining a structure for fixing a combustion catalyst for an exhaust pipe shown in FIG. 2, FIG. 10A is an enlarged view of a main part of FIG. 2, and FIG. 10C is a diagram corresponding to FIG. 10A of the first modification, FIG. 10D is a diagram corresponding to FIG. 10A of the second modification, and FIG. 10E is a diagram of the third modification. FIG. 10A is a view corresponding to FIG. 10A, and FIG. 10F is a view corresponding to FIG. It is a principal part side view of the diesel engine provided with the exhaust processing apparatus shown in FIG. It is a principal part top view of the diesel engine provided with the exhaust-gas processing apparatus shown in FIG. It is a principal part front view of the diesel engine provided with the exhaust-gas processing apparatus shown in FIG. It is a flowchart of the DPF regeneration process of the diesel engine provided with the exhaust processing apparatus shown in FIG. It is a continuation of the flowchart of FIG.

  1 to 15 are diagrams for explaining an exhaust treatment device for a diesel engine according to an embodiment of the present invention. In this embodiment, an exhaust treatment device for a vertical multi-cylinder diesel engine will be explained.

The outline of the exhaust treatment device is as follows.
As shown in FIGS. 11 to 13, an exhaust manifold (113) is attached to the side of the cylinder head (112), and a supercharger (75) is attached to the upper portion of the exhaust manifold (113). A DPF case (67) is connected to an exhaust turbine (76) of 75) via an exhaust pipe (66). A combustible gas generator (1) is attached to the exhaust pipe (66).

  As shown in FIG. 1, the combustible gas generator (1) generates a combustible gas (4), and the combustible gas (4) is exhausted from the combustible gas discharge port (6) upstream of the DPF (5). The combustible gas (4) is discharged into the passage (7) and burned with oxygen in the exhaust (8). The temperature of the exhaust (8) is increased by the combustion heat, and the DPF (5) is heated by the heat of the exhaust (8). ) Can be removed by combustion.

As shown in FIG. 1, the DPF case (67) accommodates the DOC (100) on the upstream side and the DPF (5) on the downstream side. DOC is an abbreviation for diesel oxidation catalyst.
The DPF (5) is a wall flow monolith which is a ceramic honeycomb carrier and in which the ends of adjacent cells (5a) are alternately plugged. The exhaust gas passes through the inside of the cell (5a) and the wall (5b) of the cell (5a), and traps PM at the wall (5b) of the cell (5a).
The DOC (100) is a ceramic honeycomb carrier that supports an oxidation catalyst and has a flow-through structure in which both ends of the cell (100a) are opened. The exhaust (8) passes through the cell (100a). Yes. When the combustible gas (4) passes through the DOC (100) together with the exhaust (8), the combustible gas (4) is catalytically combusted by oxygen in the exhaust (8) by the DOC (100), and the exhaust (8) is The temperature is raised and PM accumulated in the DPF (5) is burned and removed by the heat of the exhaust (8).

The configuration of the combustible gas generator is as follows.
As shown in FIGS. 1 and 2, the combustible gas generator (1) is provided with a combustible gas generating catalyst chamber (11), and the combustible gas generating catalyst chamber (11) is provided with a combustible gas generating catalyst (13). An annular wall (14) is disposed at the start end (upper end) of the combustible gas generation catalyst chamber (11), and an air / fuel mixing chamber (12) is formed inside the annular wall (14), By supplying air (3) and liquid fuel (2) to the air-fuel mixing chamber (12), an air-fuel mixed gas (23) is formed in the air-fuel mixing chamber (12). (23) is supplied to the combustible gas generating catalyst (13), and the combustible gas generating catalyst (13) generates the combustible gas (4).

The liquid fuel (2) is light oil which is a diesel fuel, and is supplied from the liquid fuel supply source (22), and the air (3) is supplied from the air supply source (21). The liquid fuel supply source (22) is a fuel tank, and the air supply source (21) is an air cleaner.
The combustible gas generating catalyst (13) is a ceramic carrier on which an oxidation catalyst component is supported. By oxidizing the liquid fuel (2), a part of the liquid fuel (2) is oxidized and the heat is generated. A combustible gas (4) is generated by vaporizing the liquid fuel (2).
The combustible gas generating catalyst (13) may be a three-dimensionally structured metal wire carrier, or may carry a partial oxidation catalyst component.

As shown in FIG. 2, a core member (15) is fitted into the center of the annular wall (14), and the inner peripheral surface (16) of the annular wall (14) and the outer peripheral surface (18) of the core member (15). The air-fuel mixing chamber (12) is formed between the air-fuel mixing chamber (12) and the air-fuel mixing gas (23) in the air-fuel mixing chamber (12) is generated from the end (lower end) of the air-fuel mixing chamber (12). The catalyst (13) is supplied to the central portion.
As a result, it is possible to efficiently generate the combustible gas (4) at a portion near the center of the combustible gas generating catalyst (13) in which heat is difficult to escape, a high temperature state is maintained, and high catalytic activity is obtained.

As shown in FIG. 2, a heater (25) is used as the core material (15), and the heat radiating outer peripheral surface (26) of the heater (25) is exposed to the air-fuel mixing chamber (12), so that the combustible gas (4) At the start of generation, heat is radiated directly from the heat radiating outer peripheral surface (26) of the heater (25) to the air / fuel mixing chamber (12).
Thereby, the heat of the heater (25) is quickly transmitted to the air / fuel mixing chamber (12), the air / fuel mixed gas (23) is rapidly formed, and the generation of the combustible gas (4) can be started smoothly. it can. In addition, there is no inclusion between the heater (25) and the air-fuel mixing chamber (12), and the combustible gas generator (1) can be downsized.
The heater (25) is an electric heater for heating at the start of generation of the combustible gas (4), and a sheathed heater containing a heating wire in a metal pipe is used.

As shown in FIG. 2, an air-fuel mixture gas inlet surface (27) is provided on the inner periphery of the annular combustible gas generation catalyst (13), and a liquid fuel holding material (28) is provided on the air-fuel mixture gas inlet surface (27). ), The core material (15) is fitted into the center of the liquid fuel holding material (28), and the air / fuel mixture gas (23) in the air / fuel mixing chamber (12) is added to the air / fuel mixing chamber (12). It is introduced into the air-fuel mixture gas inlet surface (27) near the center of the combustible gas generating catalyst (13) through the liquid fuel holding material (28) from the end portion.
As a result, it is difficult for heat to escape, the high-temperature state is maintained, and high catalytic activity is obtained. The generation of the combustible gas (4) at the air / fuel mixture inlet surface (27) near the center of the combustible gas generating catalyst (13) Can be performed efficiently.
In addition, the flame extinguishing function of the liquid fuel holding material (28) suppresses the occurrence of flame combustion of the air-fuel mixture gas (23) and prevents thermal damage to the combustible gas generating catalyst (13) and the annular wall (14). be able to.
The liquid fuel holding material (28) is made of glass wool, has a void ratio larger than that of the combustible gas generating catalyst (13), and the liquid fuel (2) is more easily held than the combustible gas generating catalyst (13). It has become. The liquid fuel holding member (28) may be formed of a metal wire having a three-dimensional network structure or a porous ceramic.
The liquid fuel holding member (28) is formed along the entire air-fuel mixture gas inlet surface (27), but may be formed along a part thereof.

As shown in FIG. 2, the heat radiating outer peripheral surface (26) of the heater (25) used for the core material (15) is exposed toward the liquid fuel holding material (28), and when the generation of the combustible gas (4) is started. Further, heat is radiated directly from the heat radiation outer peripheral surface (26) of the heater (25) to the liquid fuel holding material (28).
Thereby, the heat of the heater (25) is intensively transmitted to the liquid fuel (2) held by the liquid fuel holding material (28), and the generation of the combustible gas (4) can be started smoothly.
In addition, there is no inclusion between the heater (25) and the liquid fuel holding material (28), and the combustible gas generator (1) can be downsized.

As shown in FIG. 3 (A), an air-fuel mixture gas supply throttle portion (17) is provided at the end portion (lower end portion) of the inner peripheral surface (16) of the annular wall (14). An air / fuel mixed gas supply throttle gap (20) is formed between the portion (17) and the outer peripheral surface (18) of the core member (15).
As a result, the occurrence of flame combustion of the air-fuel mixture gas (23) is suppressed by the flame extinguishing function of the air-fuel mixture gas supply throttle gap (20), and thermal damage of the combustible gas generating catalyst (13) and the annular wall (14) is suppressed. Can be prevented.

As shown in FIG. 3A, spacer protrusions (29) are provided on the inner peripheral surface (16) of the annular wall (14), and the spacer protrusions (29) are applied to the outer peripheral surface (18) of the core member (15). By contacting, the inner peripheral surface (16) of the annular wall (14) and the air / fuel mixture gas supply throttle portion (17) and the outer peripheral surface (18) of the core member (15) through the spacer protrusion (29). They are aligned with each other.
Thereby, these alignment can be performed correctly, without using a jig | tool etc., and the assembly of a combustible gas generator (1) can be made easy.
The annular wall (14) and the spacer protrusion (29) are an integrally molded product of metal.
Spacer protrusions (29) may be provided on the outer peripheral surface (18) of the core member (15), and the spacer protrusions (29) may be brought into contact with the inner peripheral surface (16) of the annular wall (14).

As shown in FIG. 3 (A), an annular flammable gas generating catalyst (13) is fitted in the flammable gas generating catalyst chamber (11), and an inlay protrusion (30) is formed at the end of the annular wall (14). And the inlay projection (30) is fitted into the start end (upper end) of the peripheral wall (10) of the combustible gas generating catalyst chamber (11), thereby the peripheral wall of the combustible gas generating catalyst chamber (11). The air / fuel mixed gas introduction gap (28) along the air / fuel mixed gas inlet surface (27) of the combustible gas generating catalyst (13) through the (10), the annular wall (14), and the spacer protrusion (29). ) And the outer peripheral surface (18) of the core member (15) are aligned with each other.
Thereby, these alignment can be performed correctly, without using a jig | tool etc., and the assembly of a combustible gas generator (1) can be made easy.

As shown in FIG. 3 (A), an annular mounting surface (31) is provided at the start end (upper end) of the peripheral wall (10) of the combustible gas generation catalyst chamber (11), and the end of the annular wall (14) is provided. When the mounting surface (32) is provided on the mounting portion (lower end portion) and the mounting surface (32) of the annular wall (14) is mounted and fixed on the mounting surface (31), the end of the annular wall (14) An inlay protrusion (30) located on the inner side of the mounting surface (32) is provided at the portion (lower end), and is provided at the start end (upper end) of the peripheral wall (10) of the combustible gas generation catalyst chamber (11). An inlay projection (30) is fitted inside.
As a result, leakage of the air-fuel mixture gas (23) and the combustible gas (4) from the start end (upper end) of the combustible gas generation catalyst chamber (11) is prevented by the fitting of the spigot projection (30). Thus, gas leakage from between the placement surface (31) and the placement surface of the annular wall (14) can be suppressed.

  As shown in FIG. 3A, the mounting surface (32) of the annular wall (14) is mounted on the mounting surface (31) of the combustible gas generation catalyst chamber (11) via the gasket (19). Then, the lid (37) is placed on the placing surface (38) of the annular wall (14) via the gasket (40), and these are fastened together with the mounting bolt (33).

FIG. 3 (B) is a first modification of the assembly structure of the combustible gas generator. Between the peripheral surface of the combustible gas generating catalyst (13) and the peripheral wall (10) of the combustible gas generating catalyst chamber (11). The heat insulating cushioning material (9) is interposed between the starting end surface of the catalyst (13) and the spigot projection (30), and between the end surface of the catalyst (13) and a partition plate (52) described later, and is combustible. The combustible gas generating catalyst (13) is fixed and insulated in the combustible gas generating catalyst chamber (11).
A glass wool mat is used for the heat insulating cushion material (9).

FIG. 4 (A) shows a second modified example in which the mounting surface (31) of the annular wall (14) is placed on the mounting surface (31) of the combustible gas generating catalyst chamber (11) by the fastening force of the mounting bolt (33). 32) is placed and fixed, and when the combustible gas generating catalyst (13) is accommodated inside the inlay projection (30), the inlay is formed between the combustible gas generating catalyst (13) and the mounting bolt (33). The protrusion (30) is provided with a heat insulating space (34).
As a result, the transfer of heat generated in the combustible gas generating catalyst (13) is blocked by the heat insulating space (34), the thermal expansion of the mounting bolt (33) is suppressed, and the shaft of the mounting bolt (33) due to this is suppressed. The force drop can be suppressed.

FIG. 4 (B) is a third modified example, and in the second modified example of FIG. 4 (A), the heat insulating space (34) is recessed in the outer peripheral surface of the spigot projection (30), and the heat insulating space (34) A sealing material (35) is disposed on the inner wall, and the sealing material (35) is used to seal the space between the peripheral wall (10) of the combustible gas generation catalyst chamber (11) and the spigot projection (30). The gasket (19) between the mounting surface (31) of the production catalyst chamber (11) and the mounting surface (32) of the annular wall (14) is unnecessary.
Thereby, the axial-force fall of the attachment bolt (33) resulting from the elastic-force fall of a gasket (19) can be suppressed.
Other structures of the first to third modifications shown in FIGS. 3B and 4A and 4B are the same as those of the embodiment shown in FIG. Are given the same reference numerals.

The structure for supplying liquid fuel and air to the air-fuel mixing chamber is as follows.
As shown in FIGS. 5 (A) and 5 (B), a lid (37) is disposed at the starting end (upper end) of the annular wall (14), and the annular lid is disposed at the starting end (upper end) of the annular wall (14). A placement surface (38) is provided, a placement surface (39) is provided at the terminal end (lower end) of the lid (37), and an annular gasket (40) is provided on the lid placement surface (38) of the annular wall (14). The mounting surface (39) of the lid (37) is placed and fixed via
The gasket (40) is a two-piece set of a stacked lower gasket (40a) and upper gasket (40b).
The lower gasket (40a) is provided with a plurality of liquid fuel inlets (42) and liquid fuel outlets (36) while maintaining a predetermined interval in the circumferential direction, and the liquid fuel outlet (36) is provided for each liquid fuel inlet (42). The liquid fuel guide groove (41) is led out toward the inside of the gasket (40), and is provided in the lid mounting surface (38) of the annular wall (14) along the circumferential direction. Each liquid fuel inlet (42) communicates with the opening of (41), and the liquid fuel (2) supplied to the liquid fuel guide groove (41) passes through each liquid fuel inlet (42), and the liquid fuel outlet (36). To the air-fuel mixing chamber (12).
Thereby, the processing of the annular wall (14) can be facilitated as compared with the case where the liquid fuel guide passage and the liquid fuel outlet are formed in the annular wall (14).
As shown in FIG. 6 (B), the liquid fuel inlet (42), the liquid fuel outlet (36), and an air inlet (42a) described later are formed in a punched shape in a metal lower gasket (40a). ing.
The liquid fuel guide groove (41) may be provided on the placement surface (39) of the lid (37).

As shown in FIGS. 5A and 5B, the upper gasket (40b) is provided with a plurality of air inlets (42b) and air outlets (36b) at predetermined intervals in the circumferential direction thereof. 36b) are led out from the respective air inlets (42b) toward the inside of the gasket (40), and are provided with an air guide groove (41b) along the circumferential direction of the lid mounting surface (38) of the annular wall (14). The air inlets (42b) communicate with the openings of the air guide grooves (41b), and the air (3) supplied to the air guide grooves (41b) passes through the air inlets (42b). To the air-fuel mixing chamber (12).
Each air inlet (42b) communicates with the opening of the air guide groove (41b) via the air inlet (42a) of the lower gasket (40a).
Thereby, the processing of the annular wall (14) can be facilitated as compared with the case where the air guide passage and the air outlet are formed in the annular wall (14).
As shown in FIG. 6C, the air inlets (42b) and the air outlets (36b) are formed in a punched shape on the metal upper gasket (40b).
The air guide groove (41b) may be provided on the placement surface (39) of the lid (37).
6A to 6C are plan views of the annular wall 14, the lower gasket 40 a, and the upper gasket 40 b.

7 and 8 are diagrams for explaining a modification of the structure for supplying liquid fuel or the like to the air-fuel mixing chamber.
7 and 8 (A) and (B) show a first modified example in which only one gasket (40) is provided, and a plurality of liquid fuel inlets (with a predetermined interval in the circumferential direction) are held in the gasket (40). 42) and a liquid fuel outlet (36), and the liquid fuel outlet (36) is led out from each liquid fuel inlet (42) toward the inside of the gasket (40), and the lid mounting surface of the annular wall (14) The liquid fuel guide groove (41) along the circumferential direction is recessed in (38), and each liquid fuel inlet (42) is communicated with the opening of the liquid fuel guide groove (41), thereby the liquid fuel guide groove (41). The liquid fuel (2) supplied to the gas flows out from the liquid fuel outlet (36) to the air-fuel mixing chamber (12) through each liquid fuel inlet (42).
As shown in FIG. 8A, the liquid fuel inlet (42) and the liquid fuel outlet (36) are formed in a punched shape in the gasket (40).
An air outlet (24) is provided in the annular wall (14), and the air (3) is ejected tangentially from the air outlet (24) to the air-fuel mixing chamber (12), and the inner peripheral surface of the annular wall (14). It turns in the air-fuel mixing chamber (12) along (16).

FIGS. 8C and 8D show a second modification, in which a liquid fuel guide groove (41) is provided on the mounting surface (39) of the lid (37).
As shown in FIG. 8C, the liquid fuel (2) flows from the liquid fuel supply port (64) into a predetermined liquid fuel inlet (42) communicating therewith, and this predetermined liquid fuel inlet (42). 8 flows out from the liquid fuel outlet (36) led out to the air-fuel mixing chamber (12), and flows into the liquid fuel guide groove (41) through the predetermined liquid fuel inlet (42), and FIG. ), The liquid fuel is distributed from the liquid fuel guide groove (41) to the other liquid fuel inlets (42), and flows out from the liquid fuel outlets (36) derived therefrom to the air-fuel mixing chamber (12). .
In the second modified example, when the regeneration of the DPF (5) is completed and the supply of the liquid fuel (2) to the liquid fuel guide groove (41) is stopped, the liquid fuel (2) is supplied from the liquid fuel guide groove (41). Flows out into the air-fuel mixing chamber (12) through the liquid fuel inlet (42) and the liquid fuel outlet (36) under its own weight, so that the liquid fuel (2) does not remain in the liquid fuel guide groove (41), Clogging of the liquid fuel guide groove (41) and the like due to carbonization of the liquid fuel (2) can be suppressed.

The first and second modifications relating to the supply of the liquid fuel (2) are applied to the supply of air (3), and only one gasket (40b) shown in FIG. ) May be allowed to flow out from the gasket (40b) to the air / fuel mixing chamber (12), and the liquid fuel (2) may be allowed to flow out from locations other than the gasket to the air / fuel mixing chamber (12).
The other structures of the first and second modified examples shown in FIGS. 7 and 8A to 8D are the same as those of the embodiment shown in FIGS. The same reference numerals are given.

As shown in FIGS. 3A, 3B, 4A, 4B, and 7, the inner peripheral surface 16 of the annular wall 14 is tapered toward the lower end portion. A plurality of liquid fuel outlets (36) are provided along the upper edge of the inner peripheral surface (16) of the annular wall (14) in the circumferential direction so as to maintain a predetermined interval, and each liquid fuel outlet (36) The liquid fuel (2) that has flowed out flows down by its own weight along the inner peripheral surface (16) of the annular wall (14).
As a result, the plurality of flows of the liquid fuel (2) flowing down along the inner peripheral surface (16) of the annular wall (14) come into contact with the air (3) to become the air-fuel mixture gas (23), and the air-fuel mixture gas The concentration distribution of (23) is made uniform, and the generation of the combustible gas (4) can be promoted.
Further, even if the combustible gas generator (1) is inclined, the liquid fuel (2) flows down along the inner peripheral surface (16) of the annular wall (14) by its own weight, and the air-fuel mixture gas (23) can be prevented without any problem. Can be formed.

The structure for supplying the combustible gas to the exhaust is as follows.
As shown in FIG. 2, the secondary air mixing chamber (44) is connected to the combustible gas generating catalyst chamber (11), and the secondary air mixing chamber (44) is connected to the secondary air mixing gas outlet (61). The combustion catalyst chamber (45) is communicated, the combustion catalyst chamber (45) is accommodated with the combustion catalyst (46), and the combustion catalyst chamber (45) is communicated with the combustible gas discharge port (6) to combustible gas. By supplying the combustible gas (4) and the secondary air (48) from the production catalyst chamber (11) and the secondary air supply source (47) to the secondary air mixing chamber (44), the secondary air mixing chamber In (44), the combustible gas (4) and the secondary air (48) are mixed to form a secondary air mixed gas (49), and this secondary air mixed gas (49) passes through the combustion catalyst (46). At this time, a part of the combustible gas (4) is catalytically combusted by the secondary air (48), and the combustion heat causes the remainder of the combustible gas (4) passing through the combustion catalyst (46) to rise in temperature and rise. Warm combustible gas ( 4) is discharged from the combustible gas discharge port (6) to the exhaust passage (7).
Thereby, even when the temperature of the exhaust (8) is low, the combustible gas (4) is ignited, and the combustible gas (4) can be burned with oxygen in the exhaust (8).
The combustion catalyst (46) is an oxidation catalyst. Similar to the air supply source (47), the secondary air supply source (47) is an air cleaner.

The partition structure of the secondary air mixing chamber of the combustible gas generator is as follows.
As shown in FIG. 9A, a partition plate placement surface (50) (51) is provided at the terminal end (lower end) of the combustible gas generation catalyst chamber (11), and this partition plate placement surface (50). A partition plate (52) is placed and fixed on (51), and a secondary air mixing chamber (44) is partitioned and formed on the end side (lower end) of the combustible gas generation catalyst chamber (11) with the partition plate (52). A plurality of combustible gas outlet holes (54) are formed in the peripheral portion (53) of the partition plate (52) at predetermined intervals in the circumferential direction, and the combustible gas generated by the combustible gas generating catalyst (13) is formed. (4) is supplied to the secondary air mixing chamber (44) through the combustible gas outlet hole (54).
Thereby, a secondary air mixing chamber (44) can be formed easily.
The air-fuel mixture gas (23) introduced into the center of the combustible gas generation catalyst (13) through the air-fuel mixture gas supply throttle gap (20) is the end of the combustible gas generation catalyst chamber (11). Passing evenly through the combustible gas generating catalyst (13) toward the plurality of combustible gas outlet holes (54) in the peripheral portion (53) of the partition plate (52) in the portion, the combustible gas (4) Can be generated efficiently.
Of the two partition plate placement surfaces (50) and (51), one partition plate placement surface (50) is an upper end surface of an annular partition wall (57) described later, and the other partition plate placement surface ( 51) is formed along the inner periphery of the chamber wall (55) of the secondary air mixing chamber (44).

FIG. 9B is a modification of the partition structure of the secondary air mixing chamber, between the peripheral edge portion (53) of the partition plate (52) and the chamber wall (55) of the secondary air mixing chamber (44). A flammable gas outlet gap (56) is provided along the peripheral edge (53) of the partition plate (52), and the flammable gas (4) generated by the flammable gas generating catalyst (13) is transferred to the flammable gas outlet gap ( 56) to the secondary air mixing chamber (44).
The partition plate (52) is provided with three projections (73) projecting in the radial direction, the tips of which are in contact with the chamber wall (55) of the secondary air mixing chamber (44), and the partition plate (52) Radial movement is prevented.

As shown in FIGS. 9A and 9B, an annular partition wall (57) is provided in the center of the secondary air mixing chamber (44), and the annular partition wall (57) surrounds the annular partition wall (57). The secondary air merging chamber (58) and the secondary air mixed gas expansion chamber (59) (59) inside the annular partition wall (57) are partitioned, and the secondary air mixed gas expansion chamber (59) (59) ) Is closed with a partition plate (52), a throttle hole (60) is formed at the inlet of the secondary air mixed gas expansion chamber (59), and a secondary is formed at the outlet of the secondary air mixed gas expansion chamber (59). The air mixed gas outlet (61) is opened, and the combustible gas (4) and secondary air (from the combustible gas generation catalyst chamber (11) and the secondary air supply source (47) to the secondary air merge chamber (58) are provided. 48) to form a secondary air mixed gas (49) in which the combustible gas (4) and the secondary air (48) are merged in the secondary air merge chamber (58). The secondary air mixed gas (49) is connected to the throttle hole (60). ), The gas is diffused while expanding in the secondary air mixed gas expansion chamber (59), and is supplied to the combustion catalyst (46) through the secondary air mixed gas outlet (61).
Thereby, a secondary air merging chamber (58) and a secondary air mixed gas expansion chamber (59) can be easily formed.
Further, the concentration distribution of the secondary air mixed gas (49) supplied to the combustion catalyst (46) is made uniform, and the catalytic combustion in the combustion catalyst (46) can be performed efficiently.

The structure of the exhaust pipe is as follows.
As shown in FIG. 1, an exhaust pipe (66) is attached to an exhaust pipe mounting seat (65) in the exhaust path, and a DPF case (67) containing a DPF (5) is placed downstream of the exhaust pipe (66). As shown in FIG. 2, the exhaust pipe mounting seat (65) is provided with an exhaust outlet passage (68) and a projecting portion (69) projecting radially outward from the exhaust outlet passage (68). A passage start end portion (71) of the exhaust passage (7) and a passage end portion (74) of the combustible gas guide passage (70) are arranged in parallel in the pipe (66), and the passage start end portion of the exhaust passage (7) is provided. The central axis (71a) of (71) runs along the central axis (68a) of the exhaust outlet passage (68), and the passage central axis (74a) of the passage end portion (74) of the combustible gas guide passage (70) overhangs. Toward the portion (69), at the boundary between the passage end portion (74) of the combustible gas guide passage (70) and the passage start end portion (71) of the exhaust passage (7). Has opened gas outlet (6).

Thereby, the combustible gas (4) flowing along the passage axis (74a) of the passage end portion (74) of the combustible gas guide passage (70) is directed to the overhanging portion (69) and passes through the exhaust passage (7). The exhaust (8) is not directly hit, but is gradually released from the combustible gas discharge port (6) to the passage start end (71) of the exhaust passage (7). For this reason, the deflection | deviation of the flow of exhaust_gas | exhaustion (8) by combustible gas (4) is suppressed, and back pressure can be made small.
In addition, as shown in FIG. 12, the arrangement of the DPF case (67) is changed by properly using the exhaust pipe (66) or the straight exhaust pipe (66) where the exhaust passage end (63) side of the exhaust passage (7) is bent. Even in this case, since the deflection of the exhaust (8) is suppressed, the difference in the back pressure due to the difference in the shape of the exhaust pipe (66) is small, and a constant exhaust performance can be guaranteed. For this reason, it is possible to change the shape of the exhaust pipe (66) on the side of the passage end (63) and to increase the degree of freedom of the DPF case (67).

As shown in FIG. 2, an exhaust turbine (76) exhaust pipe mounting seat of a supercharger (75) is used as an exhaust pipe mounting seat (65), and an exhaust outlet passage of the exhaust turbine (76) is used as an exhaust outlet passage (68). The waste gate valve (77) of the exhaust turbine (76) and its valve mounting part (78) are used as the overhanging part (69).
Thereby, an exhaust pipe (66) can be attached using a supercharger (77).

As shown in FIG. 2, the outlet side end face (79) of the combustion catalyst (46) is separated from the combustible gas discharge port (6) toward the start end side of the combustible gas guide passage (70).
As a result, even if the exhaust (8) enters the combustible gas guide passage (70) from the combustible gas discharge port (6) due to the pulsation of the exhaust (8), the exhaust (8) enters the combustion catalyst (46). To prevent the combustion catalyst (46) from being unnecessarily combusted by the oxygen in the exhaust gas (8) and preventing the combustion catalyst (46) from burning the combustible gas (4) unnecessarily, thereby preventing thermal damage to the combustion catalyst (46). Can do.

The fixed structure of the combustion catalyst is as follows.
As shown in FIG. 10A, a secondary air mixed gas inlet chamber (81) is provided between the secondary air mixed gas outlet (61) and the combustion catalyst chamber (45) of the secondary air mixing chamber (44). And a combustion catalyst receiving means (82) and a combustion catalyst retaining means (83) are provided in the secondary air mixed gas inlet chamber (81) and the combustion catalyst chamber (45), and the combustible gas guide passage (70) is provided. The combustion catalyst (46) is inserted into the combustion catalyst chamber (45) from the passage end portion (74) toward the secondary air mixed gas inlet chamber (81), and the secondary air mixed gas inlet is inserted by the combustion catalyst receiving means (82). The movement of the combustion catalyst (46) toward the chamber (81) is received, and the combustion catalyst removal prevention means (83) moves the combustion catalyst (46) toward the passage end portion (74) of the combustible gas guide passage (70). By stopping the removal, the combustion catalyst (46) is fixed to the catalytic combustion chamber (45).
Thereby, the combustion catalyst (46) can be easily fixed in the catalyst combustion chamber (45).

As shown in FIG. 10A, the inner peripheral surface (88) of the secondary air mixed gas inlet chamber (81) is expanded from the secondary air mixed gas outlet (61) toward the combustion catalyst chamber (45). The inner peripheral surface (88) of the secondary air mixed gas inlet chamber (81) is formed as a combustion catalyst receiving means (82).
Thus, the secondary air mixed gas (49) flowing out from the secondary air mixed gas outlet (61) is directed toward the inlet side end face (80) of the combustion catalyst (46) in the secondary air mixed gas inlet chamber (81). It diffuses widely, flows into the combustion catalyst (46) from the entire inlet side end face (80) of the combustion catalyst (46), and flows into the combustion catalyst (46) over the entire area of the combustion catalyst (46). 4) can be burned efficiently. Further, it is not necessary to provide the combustion catalyst receiving means (82) specially.

  As shown in FIGS. 10A and 10B, a sensor insertion hole (86) is formed in the passage wall (85) of the combustible gas guide passage (70), and the combustible gas guide passage is formed from the sensor insertion hole (86). The combustion catalyst outlet side temperature sensor (87) is inserted into (70), and the sensor temperature sensing part (89) of the combustion catalyst outlet side temperature sensor (87) is exposed to the outlet side end face (79) of the combustion catalyst (46). At first, the pipe (90) is inserted into the sensor insertion hole (86), the combustion catalyst outlet side temperature sensor (87) is inserted into the pipe (90), and the sensor is inserted from the insertion side end (91) of the pipe (90). By projecting the temperature sensing part (89) and receiving the outlet side end face (79) of the combustion catalyst (46) at the outer peripheral face (92) of the insertion side end part (91) of the pipe (90), the pipe (90) The insertion side end (91) of the combustion catalyst serves as a combustion catalyst retaining means (83), and the outlet side end surface (79) of the combustion catalyst (46) at the insertion side end (91) of the pipe (90). Sensor temperature sensing portion of al combustion catalyst outlet temperature sensor (87) which is separated (89).

  Thereby, it is not necessary to provide a new insertion hole for attaching the retaining means (83) to the passage wall (85) of the combustible gas guide passage (70). In addition, the outlet side end face (79) of the combustion catalyst (46) is caused by a problem that heat is directly input to the sensor temperature sensing part (89) from the outlet side end face (79) of the combustion catalyst (46) or vibration of the engine. The trouble of contacting the sensor temperature sensing part (89) is prevented, and damage to the sensor temperature sensing part (89) of the combustion catalyst outlet side temperature sensor (87) can be prevented.

As shown in FIG. 10 (B), the passage wall (85) of the flammable gas guide passage (70) is formed at a part of the back end of the sensor insertion hole (86) at the time of drilling the sensor insertion hole (86). The pipe receiving portion (93) is left and a part of the insertion side end surface (94) of the pipe (90) is received by the pipe receiving portion (93).
As a result, the pipe (90) does not enter the combustible gas guide passage (70) more than necessary, and the sensor temperature of the combustion catalyst outlet side temperature sensor (87) is detected at the insertion side end (91) of the pipe (90). A problem that the portion (89) is covered can be prevented.

10 (C) to 10 (F) show modifications of the combustion catalyst fixing structure.
The first modification shown in FIG. 10 (C) is a heat insulation between the chamber wall (62) of the combustion catalyst chamber (45) and the combustion catalyst (46) in the embodiment shown in FIGS. 10 (A) and (B). A cushioning material (96) is interposed. The heat insulating cushion material (96) is a glass wool sheet.

In the second modified example shown in FIG. 10D, a heat insulating cushion material (96) is interposed between the combustion catalyst chamber (45) and the combustion catalyst (46), and the chamber wall of the combustion catalyst chamber (45) ( 62) is thermally fixed to the heat insulating cushion material (96), and the combustion catalyst (46) is friction fixed to the heat insulating cushion material (96) to thereby prevent the heat insulating cushion material (96) from coming off the combustion catalyst. Means (83).
In the first and second modifications shown in FIGS. 10 (C) and 10 (D), the heat-insulating cushion material (96) can avoid the temperature drop and impact of the combustion catalyst (46), and the combustion catalyst (46). The catalytic activity and durability can be improved.

In the third modification shown in FIG. 10 (E), a retaining ring (98) is fitted and fixed to the outlet of the combustion catalyst chamber (45), and this retaining ring (98) is used as the combustion catalyst retaining means (83). Yes.
In the fourth modification shown in FIG. 10 (F), a sleeve (99) is press-fitted from the passage end portion (74) of the combustible gas guide passage (70) toward the combustion catalyst chamber (45), and this sleeve (99 ) Is frictionally fixed to the passage wall (85) of the combustible gas guide passage (70), and the sleeve (99) serves as the combustion catalyst retaining means (83). The sleeve (99) is provided with a sensor insertion hole (99a), and the sensor temperature sensing part (89) of the combustion catalyst outlet side temperature sensor (87) protrudes into the sleeve (99) from the sensor insertion hole (99a). ing.
In the third and fourth modifications shown in FIGS. 10E and 10F, the combustion catalyst (46) can be firmly fixed in the catalyst combustion chamber (45).

As shown in FIG. 2, the chamber wall (95) of the secondary air mixed gas inlet chamber (81), the chamber wall (55) of the secondary air mixing chamber (44), and the annular partition wall (57) are continuously connected to each other. Secondary air through the secondary air mixed gas inlet chamber (81) and the secondary air mixed gas expansion chamber (59) from the passage end portion (74) of the combustible gas guide passage (70). Through a series of drilling of the drill that goes straight toward the merge chamber (58), the second through the boundary wall (97) between the secondary air mixed gas inlet chamber (81) and the secondary air mixed gas expansion chamber (59). A secondary air mixed gas outlet (61) and throttle holes (60) (60) penetrating the annular partition wall (57) are formed.
Thereby, formation of the secondary air mixed gas outlet (61) and the throttle holes (60), (60) can be easily performed.

The configuration of the exhaust path and the control of combustible gas generation are as follows.
The engine ECU (102) as the control means shown in FIG. 1 includes a PM accumulation amount estimation means (101) and a PM regeneration control means (111). Engine ECU is an abbreviation for engine electronic control unit.
The PM accumulation amount estimation means (101) is a predetermined calculation unit of the engine ECU (1), and is engine load, engine speed, detected exhaust temperature by the DPF upstream exhaust temperature sensor (103), DPF upstream exhaust pressure sensor. Based on the exhaust pressure upstream of the DPF (5) by (104), the differential pressure upstream and downstream of the DPF (5) by the differential pressure sensor (105), etc. presume.

  When the PM accumulation amount estimated value reaches a predetermined regeneration required value by the PM accumulation amount estimating means (101), the PM regeneration control means (111) generates heat in the heater (25), and supplies the liquid fuel pump (107) and air. The pump (108) and the secondary air supply pump (109) are driven. As a result, liquid fuel (2) and air (3) are supplied to the air-fuel mixing chamber (12), and combustible gas (4) is generated by the combustible gas generating catalyst (13). 44), a secondary air mixed gas (49) is formed, the combustible gas (4) is heated by the combustion catalyst (46), and the heated combustible gas (4) is upstream of the DPF (5). It is discharged from the combustible gas discharge port (6) into the exhaust passage (7).

Based on the temperature detected by the combustible gas generation catalyst (13) by the combustible gas generation catalyst temperature sensor (106), the PM regeneration control means (111) determines the liquid fuel supply amount of the liquid fuel pump (107) and the air pump ( 108) and the secondary air pump (109) based on the detected temperature of the combustible gas (4) on the outlet side of the combustion catalyst (46) by the combustion catalyst outlet side temperature sensor (87). ) Secondary air supply amount.
When the detected temperature of the exhaust (8) upstream of the DOC (100) by the DOC upstream exhaust temperature sensor (110) is lower than the activation temperature of the DOC (100), the PM regeneration control means (111) The secondary air supply amount of the secondary air pump (109) is adjusted, the temperature of the combustible gas (4) is increased, the temperature of the exhaust (12) is increased, and the DOC (10) is activated.
The PM regeneration control means (111) stops supplying the combustible gas (4) to the exhaust (8) when the exhaust temperature detected by the DPF downstream exhaust temperature sensor (112) reaches a predetermined abnormal temperature. To do.

The control by the DPF regeneration control means (111) is as follows.
As shown in FIG. 1, when the DPF regeneration control means (111) controls the supply of air (3) and liquid fuel (2) to the air-fuel mixing chamber (12), generation of combustible gas (4) is started. At times, the DPF regeneration control means (111) does not depend on the combustible gas generation catalyst temperature, but based on the fact that a predetermined preheating time has elapsed from the start of heat generation of the heater (25), the air (3) and liquid fuel (2 ) Supply starts.
Thereby, after the start of heat generation of the heater (25), unnecessary time is not taken until the supply of air (3) and liquid fuel (2) is started, and the generation of the combustible gas (4) can be started smoothly. it can.

The reason is as follows.
That is, a thermistor or the like inserted into the combustible gas generating catalyst (13) is used as the combustible gas generating catalyst temperature sensor (106). The combustible gas generating catalyst temperature sensor (106) is combustible from the viewpoint of preventing damage. Since it cannot be brought into contact with the gas generating catalyst (13), when the supply of air (3) and liquid fuel (2) after the start of heat generation of the heater (25) is started based on the combustible gas generating catalyst temperature, In the combustible gas generating catalyst temperature sensor (106), it is difficult to accurately detect the temperature of the relatively low combustible gas generating catalyst (13) after the start of heat generation of the heater, and the combustible gas generating catalyst (13) is surely secured. It is necessary to wait for the start of the supply of air (3) and liquid fuel (2) until the combustible gas generation catalyst temperature sensor (106) detects a higher detection temperature that seems to have reached the combustible gas generation temperature. is there.

  On the other hand, the start of the supply of the liquid fuel (2) after the start of the heat generation of the heater (25) does not depend on the combustible gas generation catalyst temperature, and a predetermined preheating time has elapsed after the start of the heat generation of the heater (25). If the required preheating time is experimentally obtained in advance, it is necessary to wait for an unnecessarily long preheating time before starting the supply of the liquid fuel (2) after the heating of the heater (25) is started. And generation of the combustible gas (4) can be started smoothly.

As shown in FIG. 1, after completion of the regeneration process of the DPF (5), the liquid fuel purge air (3) is supplied without supplying the liquid fuel (2) to the combustible gas generator (1). The liquid fuel (2) remaining in the combustible gas generating catalyst (13) is purged from the combustible gas generating catalyst (13) by using air (3) as a combustible gas (4).
Thereby, at the start of the next DPF regeneration process, the combustible gas generating catalyst (13) is not kept wet with the liquid fuel (2), and the temperature of the combustible gas generating catalyst (13) is increased early. As a result, the generation of the combustible gas (4) can be started smoothly.

  As shown in FIG. 1 and FIG. 15, when the temperature of the combustible gas generating catalyst has risen since the supply of liquid fuel purge air (3) was started (S <b> 11), the air (3) The supply is continued (S13), and when the combustible gas generation catalyst temperature exceeds the purge stop temperature, the supply of air (3) is stopped. For this reason, the thermal damage by overheating of the combustible gas production | generation catalyst (13) produced by the excessive supply of air (3) can be prevented.

As shown in FIGS. 1 and 15, when the temperature of the combustible gas generating catalyst has not risen since the supply of liquid fuel purge air (3) is started (S11), the air (3) When the supply amount is increased (S16) and the temperature of the combustible gas generating catalyst has not increased yet, the supply of air (3) is stopped (S18), and the liquid fuel purge process is terminated.
As described above, when the temperature of the combustible gas generating catalyst has not increased since the supply of the liquid fuel purge air (3) is started (S11), the supply amount of the air (3) is increased. In addition, liquid fuel purge failure due to air shortage can be prevented.
Further, when the supply amount of air (3) is increased (S16) and the temperature of the combustible gas generating catalyst has not increased yet, the liquid fuel (2) almost remains in the combustible gas generating catalyst (13). Therefore, when the supply of air (3) is stopped (S18), the liquid fuel purge process is terminated, and the liquid fuel is purged from the combustible gas generation catalyst (13), the liquid quickly The fuel purge process is terminated.

The flow of processing by the DPF regeneration control means (111) is as follows.
As shown in FIG. 14, it is determined in step (S1) whether the estimated PM deposition value has reached a predetermined DPF regeneration request value. If the determination is affirmative, heat generation of the heater (25) is started in step (S2), and it is determined whether or not a predetermined preheating time has elapsed in step (S3). If the determination is affirmative, supply of air (3) and liquid fuel (2) is started in step (S4), and whether or not the combustible gas generation catalyst temperature exceeds the gas generation temperature in step (S5). Is judged. If the determination is affirmative, the heat generation of the heater (25) is terminated in step (S6), and it is determined in step (S7) whether or not the PM accumulation estimated value has reached a predetermined DPF regeneration end value. If the determination is affirmative, the supply of air (3) and liquid fuel is terminated in step (S8).

As shown in FIG. 15, it is determined in step (S9) whether or not the DOC outlet temperature exceeds the purge gas processing temperature (DOC catalyst activation temperature). If the determination is affirmative, it is determined in step (S10) whether or not the combustible gas generation catalyst temperature exceeds the gas generation temperature. If the determination is affirmative, the supply of liquid fuel purge air (3) is started in step (S11), and it is determined in step (S12) whether or not the combustible gas generating catalyst temperature has increased. The If the determination is affirmative, the supply of air is continued in step (S13), and the combustible gas generation catalyst temperature exceeds the purge stop temperature (a temperature at which thermal damage due to overheating of the DPF can be suppressed) in step (S14). It is determined whether or not. If the determination is affirmative, the air supply is stopped in step (S15), and the process returns to step (S9). If the determination in step (S14) is negative, the process returns to step (S13).
If the determination in step (S12) is negative, the supply amount of air (3) is increased in step (S16), and whether or not the combustible gas generation catalyst temperature is increased in step (S17). To be judged. If the determination is affirmative, the process proceeds to step (S13). If the determination is negative, the supply of air (3) is stopped in step (S18), and the liquid fuel purge process is ended.

As shown in FIG. 1, the DPF regeneration control means (111) supplies air (3) and liquid fuel (2) to the combustible gas generator (1) based on the exhaust temperature upstream of the DOC (100). Calculate the quantity.
As a result, before the change in the upstream exhaust temperature of the DOC (100) due to load fluctuation or rotation fluctuation is affected by the heat storage action of the DOC (100), the air (3) is directly supplied to the combustible gas generator (1). ) And liquid fuel (2) supply amount calculation, the calculated value quickly corresponds to the exhaust gas temperature change, the amount of combustible gas (4) generation becomes appropriate, DPF (5 ) Can be improved.

As shown in FIG. 1, the supply amount of air (3) and liquid fuel (2) to the combustible gas generator (1) is calculated based on the upstream exhaust temperature of the DOC (100) and the engine speed. This eliminates the need for calculations based on the fuel injection amount from the fuel injection valve to the combustion chamber and the intake air amount.
Thus, the exhaust treatment device can be used for a diesel engine equipped with a mechanical cam fuel injection pump or a diesel engine not equipped with an air flow sensor.
The calculation of the supply amount of air (3) and liquid fuel (2) to the combustible gas generator (1) by the DPF regeneration control means (111) is performed with respect to the upstream exhaust temperature of the DOC (100) and the engine speed. Based on the map data of the supply amount obtained experimentally.

(1) Combustible gas generator
(2) Liquid fuel
(3) Air
(4) Combustible gas
(5) DPF
(6) Combustible gas outlet
(7) Exhaust passage
(8) Exhaust
(11) Combustible gas generation catalyst chamber
(13) Combustible gas generation catalyst

Claims (3)

The combustible gas generator (1) generates the combustible gas (4), and the combustible gas (4) is discharged from the combustible gas discharge port (6) to the exhaust passage (7) upstream of the DPF (5). The combustible gas (4) is burned with oxygen in the exhaust (8), the temperature of the exhaust (8) is increased by the combustion heat, and the PM accumulated in the DPF (5) is heated by the heat of the exhaust (8). So that it can be burned off,
The combustible gas generator (1) is provided with a combustible gas generating catalyst chamber (11). The combustible gas generating catalyst chamber (11) contains the combustible gas generating catalyst (13) and is stored in the DPF (5). In the regeneration process of DPF (5) that burns and removes PM, air (3) and liquid fuel (2) are supplied to the combustible gas generator (1), so that the combustible gas generating catalyst (13) In a diesel engine exhaust treatment device that generates flammable gas (4),
After completion of the regeneration process of the DPF (5), the liquid fuel purge air (3) is supplied to the combustible gas generator (1) without supplying the liquid fuel (2), and the combustible gas generating catalyst ( 13) Purify the liquid fuel (2) remaining in the combustible gas generating catalyst (13) by making the combustible gas (4) with air (3) ,
If the temperature of the combustible gas generating catalyst has risen after the supply of air (3) for purging the liquid fuel is started (S11), the supply of air (3) is continued (S13) and combustible. An exhaust treatment apparatus for a diesel engine, characterized in that the supply of air (3) is stopped (S15) when the gas generation catalyst temperature exceeds the purge stop temperature. In the exhaust treatment device of the diesel engine according to claim 1 ,
If the temperature of the combustible gas generating catalyst has not risen since the supply of liquid fuel purge air (3) is started (S11), the supply amount of air (3) is increased (S16). An exhaust treatment apparatus for a diesel engine, characterized in that when the temperature of the combustible gas generating catalyst has not risen, the supply of air (3) is stopped (S18), and the liquid fuel purge process is terminated. The combustible gas generator (1) generates the combustible gas (4), and the combustible gas (4) is discharged from the combustible gas discharge port (6) to the exhaust passage (7) upstream of the DPF (5). The combustible gas (4) is burned with oxygen in the exhaust (8), the temperature of the exhaust (8) is increased by the combustion heat, and the PM accumulated in the DPF (5) is heated by the heat of the exhaust (8). So that it can be burned off,
  The combustible gas generator (1) is provided with a combustible gas generating catalyst chamber (11). The combustible gas generating catalyst chamber (11) contains the combustible gas generating catalyst (13) and is stored in the DPF (5). In the regeneration process of DPF (5) that burns and removes PM, air (3) and liquid fuel (2) are supplied to the combustible gas generator (1), so that the combustible gas generating catalyst (13) In an exhaust treatment device for a diesel engine that generates flammable gas (4),
After completion of the regeneration process of the DPF (5), the liquid fuel purge air (3) is supplied to the combustible gas generator (1) without supplying the liquid fuel (2), and the combustible gas generating catalyst ( 13) Purify the liquid fuel (2) remaining in the combustible gas generating catalyst (13) by making the combustible gas (4) with air (3),
If the temperature of the combustible gas generating catalyst has not risen since the supply of liquid fuel purge air (3) is started (S11), the supply amount of air (3) is increased (S16). An exhaust treatment apparatus for a diesel engine, characterized in that when the temperature of the combustible gas generating catalyst has not risen, the supply of air (3) is stopped (S18), and the liquid fuel purge process is terminated.

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