JP5411754B2 - Vehicle heating system - Google Patents

Description

  The present invention relates to a vehicle heating device.

  In general, a vehicle equipped with a diesel engine is equipped with a particulate filter that collects particulate matter (particulate matter) contained in the exhaust gas. Since clogging of the filter becomes a problem, it is necessary to solve this problem. However, in an ordinary diesel engine operation state, there is little opportunity to obtain an exhaust temperature high enough to cause the particulates to self-combust. An oxidation catalyst having Pd or Pd as an active species is integrally supported on a particulate filter.

  That is, if such a particulate filter carrying an oxidation catalyst is employed, the oxidation reaction of the collected particulates is promoted to lower the ignition temperature, and the particulates are burned and removed even at a lower exhaust temperature than in the past. It becomes possible.

  However, even when such a particulate filter is employed, the trapped amount exceeds the particulate processing amount in the operation region where the exhaust temperature is low, so that the operation state at such a low exhaust temperature. If this continues, there is a possibility that the particulate filter will fall into an overcollected state without the regeneration of the particulate filter proceeding well.

  Therefore, a flow-through type oxidation catalyst is attached to the front stage of the particulate filter, and fuel is added to the exhaust gas upstream of the oxidation catalyst when the amount of particulate deposition increases, and the particulate filter is installed. Forced regeneration is considered.

  In other words, if fuel is added to the exhaust gas upstream of the oxidation catalyst, the added fuel (HC) undergoes an oxidation reaction while passing through the preceding oxidation catalyst, so that the exhaust gas heated by the reaction heat flows into the exhaust gas. As a result, the catalyst bed temperature of the particulate filter immediately after is raised, the particulates are burned out, and the particulate filter is regenerated.

  However, in the case of a vehicle having an operation mode in which an operation state with a low exhaust temperature continues for a long time such as an urban route bus or a truck traveling only on a congested road, the preceding stage oxidation catalyst can exhibit sufficient catalytic activity. There is a problem that the particulate filter cannot be efficiently regenerated within a short time because it is difficult to raise the temperature to the catalyst bed temperature and the oxidation reaction of the added fuel in the oxidation catalyst is not activated.

  For this reason, in recent years, a burner is provided on the inlet side of the particulate filter, and the collected particulates are incinerated by combustion of the burner regardless of the operating state of the vehicle, and the particulate filter is made efficient in a short time. It is considered to reproduce well. Incidentally, depending on the temperature rise performance of the burner, it is possible to replace the previous stage oxidation catalyst and the particulate filter, and to equip the downstream side of the particulate filter with the oxidation catalyst.

  And the heating apparatus for vehicles which utilizes the heat of the said burner, collect | recovers the heat | fever which generate | occur | produced in the said burner with the cooling water of the said diesel engine when the heating capability of a vehicle is insufficient is proposed.

  An example of the general technical level of the vehicle heating apparatus as described above is disclosed in Patent Document 1, for example.

JP-A-11-70813

  However, in the conventional vehicle heating device as shown in Patent Document 1, the heat generated in the burner is recovered by the cooling water of the diesel engine and used for heating. Therefore, a dedicated pump for circulating the cooling water is used. This was necessary separately, leading to an increase in cost and driving the pump, leading to deterioration in fuel consumption.

  In view of such a situation, the present invention is intended to provide a vehicle heating apparatus that can reduce the cost by eliminating the need for a dedicated pump and can avoid deterioration of fuel consumption.

The present invention includes a turbocharger that drives a turbine with exhaust gas discharged from a diesel engine and compresses intake air with a compressor;
A particulate filter for collecting particulates contained in the exhaust gas;
A burner in which a part of the intake air compressed by the compressor of the turbocharger is introduced as combustion air and regenerates the particulate filter by incinerating the particulates collected by the particulate filter;
A part of the intake air compressed by the compressor of the turbocharger is introduced as a heat exchange fluid, and the heat exchanger recovers heat generated in the burner and uses the heat exchanger for heating. It relates to a vehicle heating device.

  According to the above means, the following operation can be obtained.

  When configured as described above, when heating is used, a part of the intake air compressed by the compressor of the turbocharger is introduced into the heat exchanger as a heat exchange fluid, and the heat generated in the burner is recovered by the heat exchange fluid and heated. Unlike the conventional vehicle heating device disclosed in Patent Document 1, the heat generated in the burner is recovered by the cooling water of a diesel engine and used for heating, unlike the conventional vehicle heating device. A dedicated pump is not required separately, leading to cost reduction and avoiding deterioration of fuel consumption because the pump does not need to be driven.

In the vehicle heating device, a combustion air flow rate adjustment valve that adjusts the flow rate of combustion air introduced into the burner;
A combustion air flow rate detector for detecting the flow rate of combustion air introduced into the burner;
A heat exchange fluid flow control valve for adjusting the flow rate of the heat exchange fluid introduced into the heat exchanger;
A heat exchange fluid flow rate detector for detecting the flow rate of the heat exchange fluid introduced into the heat exchanger;
A heat exchange fluid temperature detector for detecting the temperature of the heat exchange fluid heated by the heat exchanger;
The combustion air flow rate setting value and the heat exchange fluid flow rate setting value necessary for setting the temperature of the heat exchange fluid detected by the heat exchange fluid temperature detector as a temperature set value are calculated, and the combustion air flow rate detection is performed. The combustion air flow rate detected by the combustor becomes the combustion air flow rate set value and the heat exchange fluid flow rate detected by the heat exchange fluid flow rate detector becomes the heat exchange fluid flow rate set value. A controller that outputs an opening degree command signal to the air flow rate control valve and outputs an opening degree command signal to the heat exchange fluid flow rate control valve, and outputs a combustion command signal to the burner. Then, when using heating, in the controller, the combustion air flow rate setting value and the heat exchange necessary for setting the temperature of the heat exchange fluid detected by the heat exchange fluid temperature detector as the temperature set value are used. Fluid flow setting A constant value is calculated, the combustion air flow rate detected by the combustion air flow rate detector becomes the combustion air flow rate set value, and the heat exchange fluid flow rate detected by the heat exchange fluid flow rate detector is the heat flow rate. An opening degree command signal is output from the controller to the combustion air flow rate control valve and an opening degree command signal is output to the heat exchange fluid flow rate control valve so that the exchange fluid flow rate setting value is obtained, and the burner A combustion command signal is output to the heat exchange fluid, and the temperature control of the heat exchange fluid can be performed reliably.

  According to the vehicle heating apparatus of the present invention, it is possible to reduce the cost by eliminating the need for a dedicated pump, and it is possible to achieve an excellent effect that the deterioration of fuel consumption can be avoided.

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole schematic block diagram which shows the Example of the heating apparatus for vehicles of this invention.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 shows an embodiment of a heating system for a vehicle according to the present invention. In the figure, reference numeral 1 denotes a diesel engine. The diesel engine 1 is equipped with a turbocharger 2 and intake air 4 guided from an air cleaner 3. Is sent to the compressor 2a of the turbocharger 2 through the intake pipe 5, and the intake air 4 pressurized by the compressor 2a is sent to the intercooler 6 to be cooled, and the intake air 4 is further supplied from the intercooler 6 to the intake manifold 7. Is distributed to each cylinder 8 of the diesel engine 1 (the case of in-line 6 cylinders is illustrated in FIG. 1), and is discharged from each cylinder 8 of the diesel engine 1. The exhaust gas 9 is sent to the turbine 2b of the turbocharger 2 through the exhaust manifold 10, and is sent to the exhaust pipe 11 after driving the turbine 2b. Going on.

  Further, a particulate filter 12 that integrally carries an oxidation catalyst is provided in the middle of the exhaust pipe 11, and an oxidation catalyst 13 is provided downstream of the particulate filter 12, and the particulate filter A burner 14 for injecting fuel to be ignited and combusted is provided on the upstream side of 12, and the burner 14 was injected from a fuel injection nozzle for injecting fuel from a fuel tank (not shown) and the injection port. An ignition plug for igniting the fuel is provided.

  Here, a combustion air supply pipe 15 branched from the middle of the intake pipe 5 on the outlet side of the compressor 2 a of the turbocharger 2 is connected to the burner 14. The combustion air supply pipe 15 connects the compressor. A part of the intake air 4 supercharged at 2a can be extracted and guided as combustion air.

  A heat exchanger 16 that recovers heat generated in the burner 14 and is used for heating is installed on the outer periphery of the burner 14, and the combustion side of the heat exchanger tube 16a of the heat exchanger 16 has the combustion A heat exchange fluid supply pipe 17 branched from the middle of the air supply pipe 15 is connected to the outlet side of the heat transfer pipe 16a of the heat exchanger 16, and a heat exchange fluid delivery pipe 18 leading to a heating device (not shown). Is connected.

  In the middle of the combustion air supply pipe 15, a combustion air flow rate adjusting valve 19 for adjusting the flow rate 20 a of combustion air introduced into the burner 14 and a flow rate 20 a of combustion air introduced into the burner 14 are set. A combustion air flow rate detector 20 for detection is provided, and in the middle of the heat exchange fluid supply pipe 17, a filter 21 for removing foreign substances contained in the heat exchange fluid, and heat introduced into the heat exchanger 16. A heat exchange fluid flow rate adjustment valve 22 for adjusting the flow rate 23a of the exchange fluid and a heat exchange fluid flow rate detector 23 for detecting the flow rate 23a of the heat exchange fluid introduced into the heat exchanger 16 are provided, and the heat exchange fluid A heat exchange fluid temperature detector 24 for detecting the temperature 24 a of the heat exchange fluid heated by the heat exchanger 16 is provided in the middle of the delivery pipe 18.

  Furthermore, the heat exchange fluid temperature 24 a detected by the heat exchange fluid temperature detector 24, the combustion air flow rate 20 a detected by the combustion air flow rate detector 20, and the heat exchange fluid flow rate detector 23. The controller 25 to which the flow rate 23a of the heat exchange fluid detected in step S3 is input is provided. In the controller 25, the temperature 24a of the heat exchange fluid detected by the heat exchange fluid temperature detector 24 is set as a temperature set value. The combustion air flow rate setting value and the heat exchange fluid flow rate setting value required for the calculation are calculated, and the combustion air flow rate 20a detected by the combustion air flow rate detector 20 becomes the combustion air flow rate setting value. In addition, an opening command signal 19a is output to the combustion air flow rate control valve 19 so that the heat exchange fluid flow rate 23a detected by the heat exchange fluid flow rate detector 23 becomes the heat exchange fluid flow rate setting value, and heat To diversion fluid flow control valve 22 outputs the opening command signal 22a, it is configured to output a combustion command signal 14a to the burner 14.

  Next, the operation of the above embodiment will be described.

  When configured as described above, when heating is used, a part of the intake air 4 compressed by the compressor 2a of the turbocharger 2 is introduced as a heat exchange fluid from the heat exchange fluid supply pipe 17 to the heat transfer pipe 16a of the heat exchanger 16, The heat generated in the burner 14 is recovered by the heat exchange fluid, and the heated heat exchange fluid is sent from the heat exchange fluid delivery pipe 18 to a heating device (not shown) and used for heating. Unlike the conventional vehicle heating device disclosed in Document 1, the heat generated in the burner 14 is recovered from the cooling water of the diesel engine 1 and used for heating, and a dedicated pump for circulating the cooling water is used. Is not required separately, leading to cost reduction and avoiding deterioration in fuel consumption because the pump does not need to be driven.

  In addition, when using the heating, the controller 25 requires the combustion air flow rate set value and heat necessary for setting the temperature 24a of the heat exchange fluid detected by the heat exchange fluid temperature detector 24 as a temperature set value. The exchange fluid flow rate set value is calculated, and the combustion air flow rate 20a detected by the combustion air flow rate detector 20 becomes the combustion air flow rate set value and the heat detected by the heat exchange fluid flow rate detector 23. An opening command signal 19a is output from the controller 25 to the combustion air flow rate adjustment valve 19 and to the heat exchange fluid flow rate adjustment valve 22 so that the flow rate 23a of the exchange fluid becomes the heat exchange fluid flow rate set value. The opening command signal 22a is output, and the combustion command signal 14a is output to the burner 14, so that the temperature 24a of the heat exchange fluid can be reliably controlled.

  In this way, it is possible to reduce the cost by eliminating the need for a dedicated pump, and it is possible to avoid deterioration in fuel consumption.

  The vehicle heating device of the present invention is not limited to the above-described embodiment, and the heat exchanger is provided with an oxidation catalyst in front of the particulate filter instead of being provided on the outer periphery of the burner. The heat exchange fluid supply pipe may be provided on the outer peripheral portion of the preceding oxidation catalyst, in the middle of the intake pipe on the outlet side of the compressor of the turbocharger instead of branching from the middle of the combustion air supply pipe. Needless to say, various modifications can be made without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Diesel engine 2 Turbocharger 2a Compressor 2b Turbine 4 Intake 9 Exhaust gas 12 Particulate filter 14 Burner 14a Combustion command signal 15 Combustion air supply pipe 16 Heat exchanger 16a Heat transfer pipe 17 Heat exchange fluid supply pipe 18 Heat exchange fluid delivery pipe 19 Combustion air flow rate control valve 19a Opening command signal 20 Combustion air flow rate detector 20a Combustion air flow rate 22 Heat exchange fluid flow rate control valve 22a Opening command signal 23 Heat exchange fluid flow rate detector 23a Heat exchange fluid flow rate 24 Heat exchange fluid temperature detector 24a Heat exchange fluid temperature 25 Controller

Claims (2)

A turbocharger that drives a turbine with exhaust gas discharged from a diesel engine and compresses intake air with a compressor;
A particulate filter for collecting particulates contained in the exhaust gas;
A burner in which a part of the intake air compressed by the compressor of the turbocharger is introduced as combustion air and regenerates the particulate filter by incinerating the particulates collected by the particulate filter;
A part of the intake air compressed by the compressor of the turbocharger is introduced as a heat exchange fluid, and the heat exchanger recovers heat generated in the burner and uses the heat exchanger for heating. A vehicle heating device. A combustion air flow rate regulating valve for regulating the flow rate of combustion air introduced into the burner;
A combustion air flow rate detector for detecting the flow rate of combustion air introduced into the burner;
A heat exchange fluid flow control valve for adjusting the flow rate of the heat exchange fluid introduced into the heat exchanger;
A heat exchange fluid flow rate detector for detecting the flow rate of the heat exchange fluid introduced into the heat exchanger;
A heat exchange fluid temperature detector for detecting the temperature of the heat exchange fluid heated by the heat exchanger;
The combustion air flow rate setting value and the heat exchange fluid flow rate setting value necessary for setting the temperature of the heat exchange fluid detected by the heat exchange fluid temperature detector as a temperature set value are calculated, and the combustion air flow rate detection is performed. The combustion air flow rate detected by the combustor becomes the combustion air flow rate set value and the heat exchange fluid flow rate detected by the heat exchange fluid flow rate detector becomes the heat exchange fluid flow rate set value. And a controller for outputting an opening degree command signal to the heat exchange fluid flow rate regulating valve and outputting a combustion command signal to the burner. Vehicle heating system.

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