JP5462823B2 - Engine exhaust treatment equipment - Google Patents

Description

  The present invention relates to an engine exhaust treatment apparatus, and more particularly to an engine exhaust treatment apparatus that can prevent white smoke from being generated when the engine is started.

Conventionally, as an exhaust treatment device for an engine, a flammable gas is generated by a flammable gas generator, this flammable gas is discharged from a flammable gas discharge port to an exhaust passage, and this flammable gas is catalytically burned by a combustion catalyst. An engine that raises the temperature of the exhaust gas with the catalytic combustion heat and burns and removes PM accumulated in the DPF arranged downstream of the combustion catalyst, or activates the exhaust purification catalyst arranged downstream of the combustion catalyst. (For example, refer to Patent Document 1).
According to this type of exhaust treatment device, there is an advantage that even when the temperature of the exhaust gas is relatively low, the temperature of the exhaust gas can be raised with a combustible gas by catalytic combustion.
However, this conventional technique has a problem because there is no means for preventing the liquid component flowing out from the combustible gas generator from adhering to the exhaust passage.

JP 2007-239734 A (see FIG. 1)

<Problem> White smoke is generated when the engine is started.
Since there is no means to prevent the liquid component flowing out from the combustible gas generator from adhering to the exhaust passage, this liquid component remains in the exhaust passage and is discharged from the exhaust pipe at the next engine start, generating white smoke. To do.

  An object of the present invention is to provide an engine exhaust treatment device that can prevent white smoke from being generated when the engine is started.

Invention specific matters of the invention according to claim 1 are as follows.
As illustrated in FIG. 2, a combustible gas generator (1) generates a combustible gas (2), and the combustible gas (2) is discharged from the combustible gas discharge port (3) to the exhaust passage (4). This combustible gas (2) is catalytically combusted by the combustion catalyst (5), and the exhaust gas (6) is heated by the catalytic combustion heat, and the DPF (7) disposed downstream of the combustion catalyst (5) In the exhaust treatment apparatus for an engine, in which accumulated PM is burned and removed, or an exhaust purification catalyst disposed downstream of the combustion catalyst (5) is activated,
As illustrated in FIG. 2, a combustible gas supply passage (8) is connected to the exhaust passage (4) upstream of the combustion catalyst (5), and an air supply means (9) is connected to the combustible gas supply passage (8). And an ignition means (10), the air supply means (9) and the ignition means (10) are linked to the control means (11),
As illustrated in FIG. 2, liquid fuel (26) and air (25) are supplied to the combustible gas generator (1), and the combustible gas generating catalyst (22) generates the combustible gas (2). Hitting
As illustrated in FIG. 2, when the temperature of the combustible gas generation catalyst (22) is lower than a predetermined temperature, the control means (11) uses the air supply means (9) to convert the combustible gas (2) into air ( 12) and igniting the combustible gas (2) by the ignition means (10) to combust the combustible gas (2), and the combustible gas generator (1 An exhaust treatment device for an engine, characterized in that the liquid component flowing out from the gas is vaporized.

(Invention of Claim 1)
The invention according to claim 1 has the following effects.
<Effect> It is possible to prevent white smoke from being generated when the engine is started.
As illustrated in FIG. 2, when the temperature of the combustible gas generation catalyst (22) is lower than a predetermined temperature, the control means (11) uses the air supply means (9) to convert the combustible gas (2) into air ( 25) and igniting the combustible gas (2) by the ignition means (10) to combust the combustible gas (2), and the combustible gas generator (1 ) Vaporizes the liquid component flowing out from the exhaust passage (4), so that the liquid component flowing out from the combustible gas generator (1) does not adhere and prevents white smoke from being generated when starting the engine. it can.

(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> It is possible to prevent white smoke from being generated when the engine is started. As illustrated in FIG. 2, when the exhaust gas temperature is lower than a predetermined temperature, the control means (11) controls the air supply means (9). In addition to supplying air (12) to the combustible gas (2), the combustible gas (2) is ignited by the ignition means (10) to combust the combustible gas (2). As the temperature of the exhaust gas (6) in the exhaust passage (4) is raised by the heat of the liquid, the liquid component flowing out from the combustible gas generator (1) does not adhere to the exhaust passage (4), and white smoke is generated when the engine is started. Can be prevented.

<Effect> PM accumulated in the DPF can be burned immediately after the engine is started or during light load operation, or the exhaust purification catalyst can be activated.
As illustrated in FIG. 2, when the exhaust gas temperature is lower than a predetermined temperature, the control means (11) supplies air (12) to the combustible gas (2) by the air supply means (9) and ignites. The combustible gas (2) is ignited by means (10), the combustible gas (2) is flame-combusted, and the temperature of the exhaust (6) in the exhaust passage (4) is raised by the heat of the flame combustion. Therefore, even if the exhaust temperature does not essentially reach the activation temperature of the combustion catalyst (5), such as immediately after starting the engine or during light load operation, the heat of the combustion of the combustible gas (2) causes the exhaust (4) It is possible to raise the temperature and allow the exhaust temperature to reach the activation temperature of the combustion catalyst (5). The PM accumulated in the DPF (7) is burned immediately after the engine is started or during light load operation, or the exhaust is exhausted. The purification catalyst can be activated.

(Invention of Claim 3)
The invention according to claim 3 has the following effect in addition to the effect of the invention according to claim 1 or claim 2.
<Effect> The exhaust pressure is not increased.
As illustrated in FIG. 1A, an exhaust passage (4) and a combustible gas supply passage (8) are arranged in parallel, and an exhaust passage (4) and a downstream side of the combustible gas supply passage (8) A heat radiation port (13) is opened at the boundary of the combustible gas supply passage (8), and the heat radiation port (13) communicates the exhaust passage (4) with the combustible gas supply passage (8). ) Is exposed to the ignition means (10) disposed downstream of the combustible gas supply passage (8), so that the exhaust (4) is discharged into the exhaust passage (4) by the combustible gas supply passage (8) or the ignition means (10). The flow of 9) is not obstructed and the exhaust pressure is not increased.

<Effect> The temperature raising efficiency of the exhaust is high.
As illustrated in FIG. 1 (A), since the ignition means (10) disposed on the downstream side of the combustible gas supply passage (8) is made to face the heat radiation port (13), the flame of the combustible gas (2) The heat of combustion is directly dissipated from the heat radiation port (13) to the exhaust passage (4), and the temperature raising efficiency of the exhaust (6) is high.

(Invention of Claim 4)
The invention according to claim 4 has the following effect in addition to the effect of the invention according to claim 3.
<Effect> The temperature raising efficiency of the exhaust gas is further increased.
As illustrated in FIG. 1A, a combustible gas supply passage (8) is provided in parallel below the exhaust passage (4), and a heat radiation port (13) is provided below the peripheral surface of the exhaust passage (4). Since it opened, the hot air of the combustion flame of combustible gas (2) floats in the exhaust passage (4), raises the temperature of exhaust (6), and raises the temperature rise efficiency of exhaust (6) more.

(Invention of Claim 4)
The invention according to claim 4 has the following effects in addition to the effects of the invention according to any one of claims 1 to 3.
<Effect> A high heat radiation amount can be obtained.
As illustrated in FIG. 1B, combustible gas (2) supplied in the radial direction of the mixing chamber (14) from the combustible gas outlet (17) is mixed with the swirling air (12). Mixability of gas (2) and air (12) is good, and a high heat radiation amount is obtained by ignition of combustible gas (2).

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the exhaust-gas treatment apparatus of the diesel engine which concerns on embodiment of this invention, FIG. 1 (A) is a longitudinal cross-sectional view of an exhaust-gas treatment apparatus, FIG.1 (B) is a BB sectional view of FIG. FIG. 1 (C) is a longitudinal sectional view of a modification of the combustible gas nozzle. It is a schematic diagram of the exhaust treatment apparatus of FIG. 1 and its peripheral components. 3A is a plan view in which the double gasket of the basic example used in the exhaust treatment apparatus of FIG. 1 is placed on the lid placing surface, and FIG. 3B is an enlarged view of the IIIB portion of FIG. It is. 4 (A) is a reduced view of FIG. 3 (A), FIG. 4 (B) is a plan view of the lower gasket with the liquid fuel outlet, and FIG. 4 (C) is an upper gasket with the air outlet. It is a top view. FIG. 5 is a view for explaining a first modification of the double gasket. FIG. 5 (A) is a view corresponding to FIG. 3 (A), FIG. 5 (B) is a view corresponding to FIG. 3 (B), and FIG. FIG. 3 is a view corresponding to FIG. FIG. 6 is a diagram for explaining a second modification of the double gasket. FIG. 6 (A) is a view corresponding to FIG. 3 (A), FIG. 6 (B) is a view corresponding to FIG. 3 (B), and FIG. FIG. 3 is a view corresponding to FIG. 7A and 7B are diagrams for explaining a U-shaped tube provided in the air supply passage of the exhaust treatment apparatus of FIG. 1, FIG. 7A is a state where contaminants are accumulated, and FIG. It shows the state. 8 is an explanatory view of an Oldham coupling that connects the output shaft of the motor and the input shaft of the exhaust blower used in the exhaust treatment apparatus of FIG. 1, FIG. 8 (A) is a front view, and FIG. 8 (B) is FIG. It is a BB line sectional view of). FIG. 9 is a flowchart of DPF regeneration by the exhaust treatment device of FIG.

  FIG. 1 to FIG. 9 are diagrams for explaining an exhaust treatment device for an engine according to an embodiment of the present invention. In this embodiment, an exhaust treatment device for a diesel engine will be explained.

As shown in FIG. 2, the combustible gas generator (1) generates the combustible gas (2), and the combustible gas (2) is discharged from the combustible gas discharge port (3) to the exhaust passage (4). Then, the combustible gas (2) is catalytically combusted by the combustion catalyst (5), the exhaust gas (6) is heated by the catalytic combustion heat, and accumulated in the DPF (7) disposed downstream of the combustion catalyst (5). PM is burned and removed.
DPF is an abbreviation for diesel particulate filter. PM is an abbreviation for particulate matter.
This combustion catalyst (5) is DOC. DOC is an abbreviation for diesel oxidation catalyst. In order to activate the exhaust purification catalyst (SCR catalyst, NO _X storage catalyst, etc.) disposed downstream of the combustion catalyst (5), together with PM removal of the DPF (7) or instead of PM removal of the DPF (7) It may be. The SCR catalyst is an abbreviation for selective reduction catalyst.

As shown in FIG. 2, a combustible gas supply passage (8) is connected to the exhaust passage (4) upstream of the combustion catalyst (5), and an air supply means (9) is connected to the combustible gas supply passage (8). An ignition means (10) is provided, and the air supply means (9) and the ignition means (10) are linked to the control means (11). The ignition means (10) is a glow plug. Reference numeral (72) in the figure denotes a flame-holding screen having a large number of holes in the plate material, which suppresses the extinction of the combustion flame caused by the exhaust gas (4).
As shown in FIG. 2, when the exhaust gas temperature is lower than the predetermined temperature, the control means (11) supplies air (12) to the combustible gas (2) by the air supply means (9), and the ignition means. In (10), the combustible gas (2) is ignited, the combustible gas (2) is flame-combusted, and the temperature of the exhaust (6) in the exhaust passage (4) is increased by the heat of the flame combustion. I have to.
As a result, even when the exhaust temperature does not reach the activation temperature of the combustion catalyst (5), such as immediately after starting the engine or during light load operation, the exhaust (6) is generated by the heat of flame combustion of the combustible gas (2). It is possible to raise the temperature of the exhaust gas so that the exhaust temperature reaches the activation temperature of the combustion catalyst (5). Combustion of PM accumulated in the DPF (7) or exhaust immediately after engine startup or during light load operation The purification catalyst can be activated.

As shown in FIG. 1 (A), the exhaust passage (4) and the combustible gas supply passage (8) are arranged in parallel, and the exhaust passage (4) and the combustible gas are provided downstream of the combustible gas supply passage (8). A heat radiation port (13) is opened at the boundary of the combustible gas supply passage (8), and the heat radiation port (13) communicates the exhaust passage (4) with the combustible gas supply passage (8). The igniting means (10) arranged on the downstream side of the combustible gas supply passage (8) is faced.
Thereby, the flow of the exhaust (6) in the exhaust passage (4) is not obstructed by the combustible gas supply passage (8) and the ignition means (10), and the exhaust pressure is not increased. Further, the temperature of the exhaust (6) is directly raised by the combustion flame of the combustible gas (2), and the temperature raising efficiency of the exhaust (6) is high.
As shown in FIG. 1 (A), a combustible gas supply passage (8) is arranged in parallel below the exhaust passage (4), and a heat radiation port (13) is opened below the peripheral surface of the exhaust passage (4). ing. Thereby, the hot air of the combustion flame of the combustible gas (2) rises to the exhaust passage (4), raises the temperature of the exhaust (6) in the exhaust passage (4), and increases the temperature raising efficiency of the exhaust (6). .

As shown in FIGS. 1 (A) and 1 (B), a mixing chamber (14) of combustible gas (2) and air (12) is provided along the combustible gas supply passage (8) upstream of the ignition means (10). A combustible gas nozzle (15) and an air supply pipe (16) are provided in the mixing chamber (14), and the combustible gas nozzle (15) is oriented in the direction along which the mixing chamber (14) is formed. ), A plurality of combustible gas outlets (17) are opened on the peripheral surface of the combustible gas nozzle (15), and the air supply pipe (16) is in the circumferential direction of the inner peripheral surface of the mixing chamber (14). The air (12) supplied from the air supply pipe (16) is placed around the combustible gas nozzle (15) on the inner peripheral surface of the mixing chamber (14). Swirling along.
The swirling air (12) is mixed with the combustible gas (2) supplied from the combustible gas outlet (17) in the radial direction of the mixing chamber (14). Thereby, the mixability of combustible gas (2) and air (12) is favorable, and high heat dissipation is obtained by ignition of combustible gas (2).

  As shown in FIG. 2, when the liquid fuel (26) and the air (25) are supplied to the combustible gas generator (1) and the combustible gas generating catalyst (22) generates the combustible gas (2). When the temperature of the combustible gas generating catalyst (22) is lower than the predetermined temperature, the control means (11) supplies air (25) to the combustible gas (2) by the air supply means (9), and The combustible gas (2) is ignited by the ignition means (10), the combustible gas (2) is flame-combusted, and the liquid component that has flowed out of the combustible gas generator (1) with the heat of this flame combustion I'm trying to vaporize. Thereby, the liquid component which flowed out from the combustible gas generator (1) does not adhere in the exhaust passage (4), and white smoke can be prevented from being generated when the engine is started.

As shown in FIG. 1A, a combustible gas generating catalyst chamber (21) is provided in the combustible gas generator (1), and the combustible gas generating catalyst (22) is provided in the combustible gas generating catalyst chamber (21). An annular wall (23) is arranged at the start end of the combustible gas generating catalyst chamber (21), and an air / fuel mixing chamber (24) is formed inside the annular wall (23). By supplying air (25) and liquid fuel (26) to the chamber (24), an air-fuel mixture gas (27) is formed in the air-fuel mixture chamber (24), and this air-fuel mixture gas (27) is When the combustible gas generating catalyst (22) was supplied and the combustible gas generating catalyst (22) generated the combustible gas (2), the following procedure was performed.
As shown in FIG. 3 (B), a lid (28) is arranged at the start end of the annular wall (23), an annular lid placement surface (29) is provided at the start end of the annular wall (23), and the lid ( 28) is provided with a placement surface (30), and the placement surface (30) of the lid (28) is provided on the lid placement surface (29) of the annular wall (23) via the annular gaskets (31) and (32). ) Was fixed.

As illustrated in FIG. 3A, the gasket (31) is provided with a plurality of liquid fuel inlets (33) and liquid fuel outlets (34) while maintaining a predetermined interval in the circumferential direction thereof. ) Is led out from each liquid fuel inlet (33) toward the inside of the gasket (31).
As illustrated in FIG. 3 (B), the liquid fuel along the circumferential direction on one of the lid placement surface (29) of the annular wall (23) and the placement surface (30) of the lid (28). A guide groove (35) is provided in the recess, and each liquid fuel inlet (33) is communicated with the opening of the liquid fuel guide groove (35). The liquid fuel (26) supplied to the liquid fuel guide groove (35) is The liquid fuel outlet (34) flows out from the liquid fuel inlet (33) into the air / fuel mixing chamber (24).
Thereby, compared with the case where a liquid fuel guide channel | path and a liquid fuel exit are formed in an annular wall (23), the process of an annular wall (23) can be made easy.
As illustrated in FIG. 3A, when the air (25) is swirled in the air / fuel mixing chamber (24), the liquid fuel outlet (34) is placed downstream of the air / fuel mixing chamber (24) in the air swirling direction. Oriented. Thereby, the mixing of the air (25) and the liquid fuel (26) in the air-fuel mixing chamber (24) becomes uniform.

As illustrated in FIG. 3A, the gasket (32) is provided with a plurality of air inlets (36) and air outlets (37) while maintaining a predetermined interval in the circumferential direction. Derived from the air inlet (36) toward the inside of the gasket (32), as shown in FIG. 3 (B), the lid mounting surface (29) and the lid (28) of the annular wall (23) are mounted. An air guide groove (38) extending along the circumferential direction is formed in any surface of the mounting surface (30), and each air inlet (36) is communicated with the opening of the air guide groove (38). The air (25) supplied to (38) flows out from the air outlet (37) to the air-fuel mixing chamber (24) through each air inlet (36).
Thereby, compared with the case where an air guide channel | path and an air exit are formed in an annular wall (23), the process of an annular wall (23) can be made easy.
As illustrated in FIG. 3A, when the air (25) is swirled in the air / fuel mixing chamber (24), the air outlet (37) is directed downstream of the air swirling direction of the air / fuel mixing chamber (24). Attached. Thereby, air (25) can be easily swirled in the air-fuel mixing chamber (24).

In the basic example shown in FIG. 4 (B), four liquid fuel outlets (34) are arranged in the gasket (31) at a constant interval in the circumferential direction.
In the first modification shown in FIG. 5 (B), six liquid fuel outlets (34) are arranged in the gasket (31) at a constant interval in the circumferential direction.
In the second modified example shown in FIG. 6B, twelve liquid fuel outlets (34) are arranged in the gasket (31) at a constant interval in the circumferential direction.

  As illustrated in FIG. 6B, when there are twelve liquid fuel outlets (34) in the gasket (31), when the combustible gas generator (1) is inclined, the six liquid fuel outlets on the lower side of the inclination are inclined. Since the total opening area of (34) is relatively large, all of the necessary liquid fuel (26) is supplied from the liquid fuel outlet (34) on the lower side of the slope, and liquid fuel (34) is supplied from the liquid fuel outlet (34) on the upper side of the slope. 26) is not supplied, the distribution of the liquid fuel (24) in the air-fuel mixing chamber (24) becomes uneven, and the entire combustible gas generating catalyst (22) cannot be used effectively, and the combustible gas (2) The production efficiency is reduced.

  On the other hand, as illustrated in FIG. 5B, when six liquid fuel outlets (34) are arranged in the gasket (31) at a constant interval in the circumferential direction, combustible gas is provided. Even when the generator (1) is inclined, since the total opening area of the three liquid fuel outlets (34) on the lower side of the inclination is relatively small, the required liquid fuel (26) is supplied to the liquid fuel outlet (34 on the lower side of the inclination). ) Alone, and the liquid fuel (26) is also supplied from the liquid fuel outlet (34) on the upper side of the slope, so that the liquid fuel (26) is more distributed in the air-fuel mixing chamber (24). It becomes equal, the whole combustible gas production | generation catalyst (22) can be used effectively, and the production | generation efficiency of combustible gas (2) increases.

  As illustrated in FIG. 4B, when four liquid fuel outlets (34) are arranged in the gasket (31) at a constant interval in the circumferential direction, a combustible gas generator (1 ), Since the total opening area of the two liquid fuel outlets (34) on the lower side of the slope is relatively small, all of the necessary liquid fuel (26) is supplied only from the liquid fuel outlet (34) on the lower side of the slope. Liquid fuel (26) is also supplied from the liquid fuel outlet (34) on the inclined upper side, and the distribution of the liquid fuel (26) in the air-fuel mixing chamber (24) becomes more even, The entire combustible gas generation catalyst (22) can be effectively used, and the generation efficiency of the combustible gas (2) is further increased.

  A U-shaped pipe (42) is provided in the middle of the air supply passage (41) as illustrated in FIGS. 7A and 7B, and a combustible gas generator (1) is illustrated as illustrated in FIG. 7A. ), When the combustible gas (2) is not generated, due to the pulsation of the exhaust (6), pollutants (43) such as residual fuel flowing into the air supply passage (41) from the combustible gas generator (1) Is stored in the U-tube (42), and when the generation of the combustible gas (2) is resumed in the combustible gas generator (1), as illustrated in FIG. 7B, the air supply source (44) The pollutant (43) accumulated in the U-shaped tube (42) can be purged toward the combustible gas generator (1) by the supplied air (25). Thereby, it is possible to prevent the contaminant (43) from entering the air supply source (44) and the air supply electromagnetic valve (45) shown in FIG.

  As shown in FIG. 8, in connecting the output shaft (47) of the motor (46) and the input shaft (49) of the blower (48) with the Oldham coupling (50), the output shaft (47) of the motor (46). And an input shaft (49) of the blower (48) are connected by a rubber pipe (51), and the rubber pipe (51) is filled with grease. As a result, the rubber pipe (51) can absorb the impact caused by the looseness of the Oldham joint and can prevent the grease from being scattered.

Control of DPF regeneration is performed as follows.
The engine ECU (61) shown in FIG. 1 includes PM accumulation amount estimation means (62) and PM regeneration control means (63). Engine ECU is an abbreviation for engine electronic control unit.
The PM accumulation amount estimation means (62) is a predetermined calculation unit of the engine ECU (61), and is engine load, engine speed, detected exhaust temperature by the DPF upstream exhaust temperature sensor (64), and DPF upstream exhaust pressure sensor. Based on the map pressure data obtained experimentally in advance based on the exhaust pressure upstream of the DPF (7) by (65), the differential pressure upstream and downstream of the DPF (7) by the differential pressure sensor (66), etc. presume.

When the PM accumulation amount estimation value reaches a predetermined regeneration start value by the PM accumulation amount estimation means (62), the PM regeneration control means (63) causes the heater (67) to generate heat, and the liquid fuel pump (68) and the blower ( 48) motor (46) is driven. Thereby, liquid fuel (26) and air (25) are supplied to the air-fuel mixing chamber (24), and combustible gas (2) is generated by the combustible gas generation catalyst (22). The periphery of the heater (67) is surrounded by an activation catalyst (71) capable of holding liquid fuel, and the heat of the heater (67) is intensively supplied to the liquid fuel held by the activation catalyst (71), so that a combustible gas ( The generation of 2) starts immediately. The heater (25) is heated for a predetermined time at the beginning of the start of generation of combustible (4), but when the generation of combustible gas (4) is started, the combustible gas generating catalyst (13) generates heat. Since the temperature rises due to the reaction, the heat generation of the heater (25) is stopped by a timer when a predetermined time has elapsed after the generation of the combustible gas (4) is started.

The PM regeneration control means (63) is linked with the temperature sensor (68) of the combustible gas generation catalyst (22) and the inlet side temperature sensor (69) of the combustion catalyst (5), so that the combustible gas generation catalyst (22). Or the combustion catalyst (5) has an inlet side temperature lower than a predetermined temperature, the ignition means (10) ignites the combustible gas (2).
The PM regeneration control means (63) is linked with the outlet side temperature sensor (70) of the DPF (7), and when the outlet side temperature of the DPF (7) is abnormally high, the regeneration is stopped urgently.

The flow of DPF regeneration is as follows.
As shown in FIG. 9, it is determined in step (S1) whether or not the PM accumulation estimated value has reached the regeneration start value. If the determination is affirmative, in step (S2), combustible gas generation is started. In (S3), it is determined whether or not the exhaust gas temperature on the inlet side of the combustion catalyst (5) is 250 ° C or higher. If the determination is affirmative, the temperature of the combustible gas generating catalyst (22) is 400 ° in step (S4). If it is determined whether or not it is C or more and the determination is affirmative, in step (S5), the combustible gas (2) is not ignited, and the combustible gas (2) is supplied to the exhaust passage (4). In (S6), it is determined whether or not the PM accumulation estimated value has reached the regeneration end value. If the determination is affirmative, the combustible gas generation is terminated in step (S7), and the regeneration of the DPF is terminated.
If the determination in step (S6) is negative, the process returns to step (S3). If the determinations in step (S3) and step (S4) are negative, the combustible gas (2) is ignited in step (S8) in both cases, and the heat of flame combustion is transferred to the exhaust passage (4). Supply.

(1) Combustible gas generator
(2) Combustible gas
(3) Combustible gas outlet
(4) Exhaust passage
(5) Combustion catalyst
(6) Exhaust
(7) DPF
(8) Flammable gas supply passage
(9) Air supply means
(10) Ignition means
(11) Control means
(12) Air
(13) Heat radiation port
(14) Mixing chamber
(15) Combustible gas nozzle
(16) Air supply pipe
(17) Combustible gas outlet
(22) Combustible gas generation catalyst

Claims (5)

The combustible gas generator (1) generates a combustible gas (2), the combustible gas (2) is discharged from the combustible gas discharge port (3) to the exhaust passage (4), and the combustible gas ( 2) catalytic combustion with the combustion catalyst (5), the exhaust gas (6) is heated with the catalytic combustion heat, and PM accumulated in the DPF (7) disposed downstream of the combustion catalyst (5) is burned and removed. Alternatively, in an engine exhaust treatment device that activates an exhaust purification catalyst disposed downstream of the combustion catalyst (5),
The combustible gas supply passage (8) is connected to the exhaust passage (4) upstream of the combustion catalyst (5), and the air supply means (9) and the ignition means (10) are connected to the combustible gas supply passage (8). The air supply means (9) and the ignition means (10) are linked to the control means (11),
In supplying combustible gas generator (1) with liquid fuel (26) and air (25) and generating combustible gas (2) with combustible gas generating catalyst (22),
When the temperature of the combustible gas generating catalyst (22) is lower than the predetermined temperature, the control means (11) supplies air (12) to the combustible gas (2) by the air supply means (9) and ignites. The combustible gas (2) is ignited by means (10), the combustible gas (2) is flame-combusted, and the liquid component flowing out from the combustible gas generator (1) is vaporized by the heat of this flame combustion. An exhaust processing apparatus for an engine characterized by comprising: The engine exhaust treatment apparatus according to claim 1,
When the exhaust gas temperature is lower than the predetermined temperature, the control means (11) supplies air (12) to the combustible gas (2) by the air supply means (9) and the combustible gas by the ignition means (10). (2) is ignited, the combustible gas (2) is flame-combusted, and the exhaust (6) in the exhaust passage (4) is heated by the heat of the flame combustion. Exhaust treatment device. The engine exhaust treatment apparatus according to claim 1 or 2,
The exhaust passage (4) and the combustible gas supply passage (8) are arranged side by side, and at the boundary between the exhaust passage (4) and the combustible gas supply passage (8) on the downstream side of the combustible gas supply passage (8). The heat release port (13) is opened, the exhaust passage (4) and the combustible gas supply passage (8) are communicated with each other through the heat release port (13), and the combustible gas supply passage (8) is connected to the heat release port (13). An exhaust treatment apparatus for an engine, characterized in that an ignition means (10) disposed on the downstream side is faced. The engine exhaust treatment apparatus according to claim 3,
Exhaust gas from an engine, characterized in that a combustible gas supply passage (8) is provided in parallel below the exhaust passage (4), and a heat radiation port (13) is opened below the peripheral surface of the exhaust passage (4). Processing equipment. The engine exhaust treatment apparatus according to any one of claims 1 to 4,
A combustible gas (2) and air (12) mixing chamber (14) is formed upstream of the ignition means (10) along the combustible gas supply passage (8), and a combustible gas nozzle is formed in the mixing chamber (14). (15) and an air supply pipe (16) are provided, and the combustible gas nozzle (15) is disposed in the center of the mixing chamber (14) in a direction along the forming direction of the mixing chamber (14), and this combustible gas nozzle ( 15) A plurality of combustible gas outlets (17) are opened on the peripheral surface of the mixing chamber (14), and the air supply pipe (16) is oriented along the circumferential direction of the inner peripheral surface of the mixing chamber (14). The air (12) supplied from the air supply pipe (16) is swung around the inner peripheral surface of the mixing chamber (14) around the combustible gas nozzle (15),
An exhaust treatment apparatus for an engine, characterized in that the swirling air (12) is mixed with the combustible gas (2) supplied from the combustible gas outlet (17) in the radial direction of the mixing chamber (14).

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