JP5731047B2 - Engine equipment - Google Patents

Description

  The present invention relates to an engine device mounted on a vehicle such as a tractor.

  In recent engines, as high-order exhaust gas regulations are applied, high-pressure fuel is supplied to the injectors for each cylinder using a common rail fuel injector, and the fuel injection pressure and injection from each injector A technique for reducing nitrogen oxide (NOx) discharged from the engine and reducing noise vibration of the engine by electronically controlling the timing and injection period (injection amount) is known (see Patent Document 1). ).

  In addition, for exhaust gas purification, a technique for collecting particulate matter (hereinafter referred to as PM) in exhaust gas using a diesel particulate filter (hereinafter referred to as DPF) is also known (Patent Document 2). reference). In this case, if the PM collected by the DPF exceeds a predetermined amount, the flow resistance in the DPF increases and the engine output decreases, so the PM accumulated in the DPF is removed, and the PM collection of the DPF Restores ability (regenerates DPF).

Japanese Patent Laid-Open No. 10-9033 JP 2005-282545 A

  In a vehicle such as a tractor equipped with this type of engine, the ECU controls the operation of the common rail type fuel injection device based on output characteristic data such as a map format or a function table format, a rotational speed and a torque, for example. The engine output is adjusted by the fuel injection amount corresponding to the operation amount. The output characteristic data corresponds to the vehicle on which the engine is mounted, and usually, only one type or a limited type is stored in the ECU. Therefore, the conventional configuration has a problem that even if the engine type is the same, for example, the ECU of the tractor engine is difficult to apply as the ECU of the backhoe engine (that is, the versatility of the ECU is low). It was. Such a problem exists not only in the common rail fuel injection device but also in the electronic governor type.

  Therefore, the present invention has a technical problem to provide an engine device that solves the above problems.

  According to a first aspect of the present invention, there is provided an engine, an exhaust gas purification device that purifies exhaust gas from the engine, detection means that detects a driving state of the engine, detection information of the detection means, and output characteristics unique to the engine And an engine ECU that controls driving of the engine based on data, wherein the engine ECU controls fuel consumption as a plurality of control modes related to control of the engine and the exhaust gas purification device The exhaust gas purification device when the engine is driven in a fuel-efficient mode, the silent mode in which the engine is driven while suppressing noise, and the engine output is equal to or higher than a reference value and the exhaust gas purification device is clogged. A continuous regeneration mode that balances purification and clogging at the engine, and the engine output is less than the reference value and the exhaust A forced regeneration mode for removing clogging of the exhaust gas purification device when the gas purification device is clogged, and one of the control modes is configured to be selectable based on automatic or manual operation; Data providing means having mode characteristic data corresponding to each control mode is connected to the engine ECU, and the engine ECU reads mode characteristic data read from the data providing means in accordance with the selected control mode. And the engine is driven based on the detection information of the detection means, the output characteristic data, and the determined mode characteristic data.

  According to a second aspect of the present invention, in the engine device according to the first aspect, when the exhaust gas purification device becomes clogged during execution of the low fuel consumption mode or the silent mode, the engine output is equal to or higher than a reference value. If the engine output is less than the reference value, the forced regeneration mode is entered.

  According to a third aspect of the present invention, in the engine device according to the first or second aspect, the engine ECU is configured to be communicably connected to a work machine ECU serving as the data control unit. The ECU has a function of controlling the driving of the work implement, stores the plurality of mode characteristic data in advance, and the engine ECU reads out the mode characteristics from the work implement ECU according to the selected control mode. Data is determined, the mode characteristic data is read from the electrically connected work implement ECU, and the engine is based on the detection information of the detection means, the output characteristic data, and the determined mode characteristic data. Is to drive.

  According to the present invention, the output characteristic data of the ECU can be made common in the same type of engine, and the mode characteristic data suitable for each control mode can be easily retrofitted to the ECU using the data providing means. . In other words, the data providing means can select optimum fuel injection control for each vehicle type on which the engine is mounted or for each work machine mounted on the work vehicle. Therefore, there is an effect that it is possible to achieve both the merit of improving the versatility of the ECU and the merit of ensuring the adaptability to each control mode of the ECU. Further, since the plurality of control modes can be executed, there is an advantage that the operation can be performed in accordance with the operator's request and the usability is good.

  According to the present invention, a low fuel consumption mode for driving the engine while suppressing fuel consumption, a silent mode for driving the engine while suppressing noise, an engine output equal to or higher than a reference value, and the exhaust gas purification device comprising: A continuous regeneration mode that balances purification and clogging in the exhaust gas purification device in a clogged state, and clogging of the exhaust gas purification device in a case where the engine output is less than a reference value and the exhaust gas purification device is clogged. Since the forced regeneration mode is set to eliminate the low fuel consumption mode and the silent mode, it is possible to operate in accordance with the operator's request, and to reduce fuel consumption and improve quietness. Play. Further, by selecting the continuous regeneration mode or the forced regeneration mode, it becomes possible to regenerate the exhaust gas purification device in accordance with the engine output, and waste of fuel while maintaining the purification ability of the exhaust gas purification device. Can be suppressed.

  According to the present invention, when the exhaust gas purification device becomes clogged during execution of the low fuel consumption mode or the silent mode, if the engine output is equal to or higher than a reference value, the engine output is switched to the continuous regeneration mode. Since it is configured to shift to the forced regeneration mode if it is less than a reference value, even if the low fuel consumption mode or the silent mode is being executed, if the exhaust gas purification device is clogged, the It is possible to shift to the continuous or forced regeneration mode. For this reason, there exists an effect that the said exhaust gas purification apparatus can be reproduced | regenerated smoothly.

  According to the present invention, when the control mode is executed, the ECU operates the notification means for notifying that effect, so that, for example, when the control mode is automatically switched, The operator can be notified in advance that the output characteristics change, and the operator's attention can be drawn. It is possible to suppress the possibility that an operator mistakes a sudden change in engine sound and output characteristics as an abnormality.

It is a conceptual explanatory drawing which summarized embodiment. It is a conceptual explanatory view showing the state of the ECU before and after engine shipment. It is fuel system explanatory drawing of a diesel engine. It is a functional block diagram which shows the relationship between an engine and an exhaust gas purification apparatus. It is explanatory drawing of an output characteristic map. It is explanatory drawing of each correction characteristic map. It is explanatory drawing of a display panel. It is a flowchart which shows an example of fuel-injection control. It is a flowchart which shows another example of fuel-injection control. (A) is a characteristic map of flat torque mode, (b) is explanatory drawing of the characteristic map of low speed maximum torque mode.

  Hereinafter, an embodiment in which the present invention is embodied will be described with reference to the drawings when applied to a diesel engine mounted on a tractor as a work vehicle.

(1). Engine and its Surrounding Structure First, the engine and its surrounding structure will be described with reference to FIGS. As shown in FIG. 4, the engine 70 is a four-cylinder diesel engine, and includes a cylinder block 75 having a cylinder head 72 fastened to the upper surface. An intake manifold 73 is connected to one side of the cylinder head 72, and an exhaust manifold 71 is connected to the other side. A common rail system 117 that supplies fuel to each cylinder of the engine 70 is provided below the intake manifold 73 on the side surface of the cylinder block 75. An intake throttle device 81 for adjusting the intake pressure (intake amount) of the engine 70 and an air cleaner (not shown) are connected to the intake pipe 76 connected to the intake upstream side of the intake manifold 73.

  As shown in FIG. 3, a fuel tank 118 is connected to the injectors 115 for four cylinders in the engine 70 via a common rail system 117 and a fuel supply pump 116. Each injector 115 is provided with an electromagnetic switching control type fuel injection valve 119. The common rail system 117 includes a cylindrical common rail 120. A fuel tank 118 is connected to the suction side of the fuel supply pump 116 via a fuel filter 121 and a low pressure pipe 122. The fuel in the fuel tank 118 is sucked into the fuel supply pump 116 via the fuel filter 121 and the low pressure pipe 122. The fuel supply pump 116 of the embodiment is disposed in the vicinity of the intake manifold 73. On the other hand, a common rail 120 is connected to the discharge side of the fuel supply pump 116 via a high-pressure pipe 123. In addition, injectors 115 for four cylinders are connected to the common rail 120 via four fuel injection pipes 126, respectively.

  In the above configuration, the fuel in the fuel tank 118 is pumped to the common rail 120 by the fuel supply pump 116, and high-pressure fuel is stored in the common rail 120. Each fuel injection valve 119 is controlled to open and close, whereby high-pressure fuel in the common rail 120 is injected from each injector 115 to each cylinder of the engine 70. That is, by electronically controlling each fuel injection valve 119, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector 115 are controlled with high accuracy. Therefore, nitrogen oxide (NOx) from the engine 70 can be reduced, and noise and vibration of the engine 70 can be reduced.

  As shown in FIG. 3, a fuel supply pump 116 is connected to the fuel tank 118 via a fuel return pipe 129. A common rail return pipe 131 is connected to the end of the cylindrical common rail 120 in the longitudinal direction via a return pipe connector 130 that limits the pressure of fuel in the common rail 120. That is, surplus fuel from the fuel supply pump 116 and surplus fuel from the common rail 120 are collected in the fuel tank 118 via the fuel return pipe 129 and the common rail return pipe 131.

  An exhaust pipe 77 connected to the exhaust downstream side of the exhaust manifold 71 includes an exhaust throttle device 82 for adjusting the exhaust pressure of the engine 70 and a diesel particulate filter 50 (hereinafter referred to as DPF) which is an example of an exhaust gas purification device. Are connected). Exhaust gas discharged from each cylinder to the exhaust manifold 71 is purified through the exhaust pipe 77, the exhaust throttle device 82, and the DPF 50, and then released to the outside.

  The DPF 50 is for collecting particulate matter (hereinafter referred to as PM) in the exhaust gas. The DPF 50 according to the embodiment is configured by accommodating a diesel oxidation catalyst 53 such as platinum and a soot filter 54 in series in a substantially cylindrical filter case 52 in a casing 51 made of a refractory metal material. In the embodiment, the diesel oxidation catalyst 53 is disposed on the exhaust upstream side of the filter case 52, and the soot filter 54 is disposed on the exhaust downstream side. The soot filter 54 has a honeycomb structure having a large number of cells partitioned by porous (filterable) partition walls.

  An exhaust introduction port 55 that communicates with the exhaust downstream side of the exhaust throttle device 82 in the exhaust pipe 76 is provided on one side of the casing 51. One end of the casing 51 is closed by a first bottom plate 56, and one end of the filter case 52 facing the first bottom plate 56 is closed by a second bottom plate 57. The annular gap between the casing 51 and the filter case 52 and the gap between the bottom plates 56 and 57 are filled with a heat insulating material 58 such as glass wool so as to surround the diesel oxidation catalyst 53 and the soot filter 54. ing. The other side of the casing 51 is closed by two lid plates 59 and 60, and a substantially cylindrical exhaust outlet 61 passes through both the lid plates 59 and 60. In addition, a resonance chamber 63 that communicates with the inside of the filter case 52 via a plurality of communication pipes 62 is provided between the lid plates 59 and 60.

  An exhaust gas introduction pipe 65 is inserted into an exhaust introduction port 55 formed on one side of the casing 51. The tip of the exhaust gas introduction pipe 65 projects across the casing 51 to the side surface opposite to the exhaust introduction port 55. A plurality of communication holes 66 opening toward the filter case 52 are formed on the outer peripheral surface of the exhaust gas introduction pipe 65. A portion of the exhaust gas introduction pipe 65 that protrudes from the side surface opposite to the exhaust introduction port 55 is closed by a lid 67 that is detachably screwed to the portion.

  The DPF 50 is provided with a differential pressure sensor 68 that detects a clogged state of the soot filter 54 as an example of a detection unit. The differential pressure sensor 68 of the embodiment detects a pressure difference between the upstream side and the downstream side of the DPF 50 with the soot filter 54 interposed therebetween. By operating the exhaust throttle device 82 based on the pressure difference detected by the differential pressure sensor 68, regeneration control of the soot filter 54 is executed. In this case, the upstream side exhaust pressure sensor 68 a constituting the differential pressure sensor 68 is attached to the lid 67 of the exhaust gas introduction pipe 65, and the downstream side exhaust pressure sensor 68 b is interposed between the soot filter 54 and the resonance chamber 63. It is installed.

  The clogged state of the soot filter 54 is not limited to the differential pressure sensor 68 but may be an exhaust pressure sensor that detects the pressure upstream of the soot filter 54 in the DPF 50. When the exhaust pressure sensor is adopted, the pressure (reference pressure) upstream of the soot filter 54 when no soot is deposited on the soot filter 54 (when new) and the current detected by the exhaust pressure sensor The clogged state of the soot filter 54 is determined by comparing with the pressure of the soot filter 54.

  In the above configuration, the exhaust gas from the engine 70 enters the exhaust gas introduction pipe 65 through the exhaust introduction port 55, and is ejected into the filter case 52 from each communication hole 66 formed in the exhaust gas introduction pipe 65. After being dispersed over a wide area in the filter case 52, the diesel oxidation catalyst 53 and the soot filter 54 are passed through in this order for purification. At this stage, PM in the exhaust gas is collected without passing through the porous partition wall between the cells in the soot filter 54. Thereafter, exhaust gas that has passed through the diesel oxidation catalyst 53 and the soot filter 54 is discharged from the exhaust outlet 61.

  When the exhaust gas passes through the diesel oxidation catalyst 53 and the soot filter 54, if the exhaust gas temperature exceeds a reproducible temperature (for example, about 300 ° C.), the action of the diesel oxidation catalyst 53 causes NO ( Nitric oxide) is oxidized to unstable NO2 (nitrogen dioxide). The PM collection ability of the soot filter 54 is restored by oxidizing and removing the PM deposited on the soot filter 54 with O (oxygen) released when NO2 returns to NO (the soot filter 54 is regenerated). )

  As described above, the exhaust throttle device 82 is for increasing the exhaust pressure of the engine 70. That is, when soot accumulates on the soot filter 54, the exhaust gas temperature from the engine 70 is raised to a high temperature by increasing the exhaust pressure of the engine 70 by controlling the operation of the exhaust throttling device 82. The soot burns. As a result, the soot disappears and the soot filter 54 is regenerated.

  For this reason, the soot filter 54 can be regenerated by forcibly increasing the exhaust pressure by the exhaust throttle device 82 even if the work with a small load and the temperature of the exhaust gas is likely to be continued (operation in which soot is likely to accumulate) continues. The exhaust gas purification capacity of the DPF 50 can be properly maintained. Further, a burner or the like for burning the soot deposited on the soot filter 54 becomes unnecessary. In addition, when the engine 70 is started, the exhaust pressure of the engine 70 is increased by controlling the operation of the exhaust throttle device 82, so that the temperature of the exhaust gas from the engine 70 can be increased to promote warming up of the engine 70.

(2). Next, fuel injection control of the common rail 120 will be described with reference to FIGS. As shown in FIG. 3, the ECU 70 is provided with an ECU 11 that operates a fuel injection valve 119 of each cylinder in the engine 70. Although not shown in detail, the ECU 11 is a CPU that executes various arithmetic processes and controls, an EEPROM that stores control programs and data, a flash memory, a RAM that temporarily stores control programs and data, a CAN controller, and an input / output An interface or the like is provided, and the engine 70 or the vicinity thereof is disposed.

  On the input side of the ECU 11, at least the rail pressure sensor 12 that detects the fuel pressure in the common rail 120, the electromagnetic clutch 13 that rotates or stops the fuel pump 116, and the rotational speed of the engine 70 (the camshaft position of the crankshaft 74). An engine speed sensor 14 for detecting fuel, an injection setting device 15 for detecting and setting the number of fuel injections of the injector 115 (the number of fuel injections during the fuel injection period of one stroke), and an accelerator operating tool such as a throttle lever or an accelerator pedal ( A throttle position sensor 16 for detecting the operation position (not shown), an intake air temperature sensor 18 for detecting the intake air temperature of the intake manifold 73, a coolant temperature sensor 19 for detecting the coolant temperature of the engine 70, and a differential pressure sensor. 68 (upstream exhaust pressure sensor 68a and downstream exhaust pressure sensor 68b) are connected. It has been. These sensors 12 to 19 and 68 constitute detection means for detecting the driving state of the engine 70.

  At the output side of the ECU 11, electromagnetic solenoids of the fuel injection valves 119 for at least four cylinders are respectively connected. That is, the high-pressure fuel stored in the common rail 120 is injected from the fuel injection valve 119 in a plurality of times during one stroke while controlling the fuel injection pressure, the injection timing, the injection period, and the like, so that nitrogen oxide (NOx ), And complete combustion with reduced generation of soot and carbon dioxide is performed to improve fuel efficiency. A display panel 40 disposed in the cabin of a work vehicle on which the engine 70 is mounted is also connected to the output side of the ECU 11.

  The storage means (flash memory or EEPROM) provided in the ECU 11 stores in advance an output characteristic map M1 (see FIG. 5) as output characteristic data indicating the relationship between the rotational speed N of the engine 70 and the torque T (load). Has been. This kind of output characteristic map M1 is obtained by experiments or the like. The output characteristic data is not limited to the map format as in the embodiment, and may be a function table, set data (data table), or the like. In the output characteristic map M1 shown in FIG. 5, the rotational speed N is taken on the horizontal axis and the torque T is taken on the vertical axis. In the output characteristic map M1, a solid line Tmx1 drawn in an upwardly convex curve is a maximum torque line representing the maximum torque for each rotational speed N. In this case, if the model of the engine 70 is the same, the output characteristic maps M1 stored in the ECU 11 are all the same (common).

  The ECU 11 basically obtains the torque T from the rotational speed N detected by the engine speed sensor 14 and the throttle position detected by the throttle position sensor 16, and uses the torque T and the output characteristic map M1 as a target fuel. The fuel injection control is performed such that the injection amount R is calculated and the common rail system 117 is operated based on the calculation result. Here, the fuel injection amount is adjusted by adjusting the valve opening period of each fuel injection valve 119 and changing the injection period to each injector 115.

  In the embodiment, data providing means for correcting the output characteristic map M1 is provided, and the ECU 11 is based on the correction result of the output characteristic map M1 by the data providing means and the detection values of the engine speed sensor 14 and the throttle position sensor 16. The limit torque value is calculated, and the common rail system 117 can be operated according to the limit torque value. A work machine ECU 21 is employed as the data providing means of the embodiment shown in FIGS.

  The work unit ECU 21 as data providing means is electrically connected to the ECU 11 of the embodiment via a CAN communication bus 23 (see FIGS. 2 and 3). The work machine ECU 21 has a function of controlling the drive of a work machine (cultivator, plow, bucket, etc.) mounted on the work vehicle. Like the ECU 11, the work machine ECU 21 includes a CPU, an EEPROM, a flash memory, a RAM, a CAN controller, an input / output interface, and the like, and can be disposed at any location of the work machine. Of course, it is possible to arrange the engine 11 or the main body of the work vehicle together with the ECU 11. The CAN communication bus 23 is a communication line for data communication using a CAN (controller area network) protocol. As is clear from this point, the CAN communication environment is applied to the ECU 11 and the work machine ECU 21. Data communication based on the CAN communication protocol is an extension of the LAN communication environment. The CAN communication protocol is a differential two-wire having a common return (an instruction to return a program that has moved to a subroutine or interrupt routine to the main routine). A serial communication protocol that uses a bus line to maintain distributed real-time control and multiplexing.

  The storage means (flash memory or EEPROM) of the work machine ECU 21 stores correction characteristic maps M2 to M4 (see FIG. 6) as mode characteristic data corresponding to a plurality of control modes described later. The correction characteristic maps M2 to M4 indicate the relationship between the rotational speed N of the engine 70 and the torque T, similarly to the output characteristic map M1 of the ECU 11. Also in the correction characteristic map M2 shown in FIG. 6, the rotational speed N is taken on the horizontal axis and the torque T is taken on the vertical axis. In the correction characteristic maps M2 to M4, solid lines Tmx2 to Tmx4 drawn in an upwardly convex curve are maximum torque lines representing the maximum torque for each rotational speed N. The mode characteristic data is not limited to the map format as in the embodiment as in the case of the output characteristic data, and may be a function table or set data (data table), for example.

  The correction characteristic maps M2 to M4 (shown by solid lines in FIG. 6) are set so as to limit the torque T with respect to the predetermined rotational speed N as compared to the output characteristic map M1 (shown by broken lines in FIG. 6). . In other words, the maximum torque at the same rotational speed N is smaller from the correction characteristic map M2 to M4 than that obtained from the output characteristic map M1 (Tmx1 ≦ Tmx2 to Tmx4). The relationship with the output characteristic map M1 is set (set so that the maximum torque lines Tmx2 to Tmx4 on the modified characteristic maps M2 to M4 are positioned inside (lower side) the maximum torque line Tmx1 on the output characteristic map M1 side. Have been).

  As described above, the correction characteristic maps M2 to M4 are regions surrounded by upward convex lines, and the relationship between the engine speed N and the torque T when the exhaust gas temperature is a regenerative temperature (for example, about 300 ° C.). It is divided vertically by a boundary line BL (which may be referred to as a reference value BL). The upper region across the boundary line BL is a continuous regeneration mode region in which PM deposited on the soot filter 54 can be oxidized and removed (the oxidation action by the oxidation catalyst 53 works), and the lower region is PM removed by oxidation. This is a forced regeneration mode region that accumulates on the soot filter 54 without being accumulated.

  The correction characteristic maps M2 to M4 are different for each type of vehicle on which the engine 70 is mounted and each working machine (cultivator, plow, bucket, etc.) mounted on the work vehicle even if the model of the engine 70 is the same. Can be set. As an example of the setting of the correction characteristic maps M2 to M4, for example, output characteristics in which high torque is obtained over a wide range of rotational speeds and load fluctuations are small in order to suppress engine stalls for work with large load fluctuations. In order to increase the work efficiency for the work, the output characteristics were made to reduce the rotation fluctuation due to the load fluctuation, and the rotation speed was lowered before the connection in order to reduce the shock of the connection for the clutch connection work. The output characteristics can be considered.

  The work unit ECU 21 includes a low fuel consumption mode in which the engine 70 is driven while suppressing fuel consumption, a silent mode in which the engine 70 is driven while suppressing noise, and an output of the engine 70 that exceeds a reference value and the DPF 50 is clogged. In the case of the above, the continuous regeneration mode in which the purification and deposition in the DPF 50 are balanced (the oxidation amount of PM in the DPF 50 is made equal to the trapped amount), the engine 70 output is less than the reference value, and the DPF 50 is clogged The forced regeneration mode in which the clogging of the DPF 50 is removed (the oxidation amount of PM in the DPF 50 is made larger than the collected amount) is preset. The low fuel consumption mode and the silent mode are control modes related to fuel injection, and can be arbitrarily selected by an operator. The continuous regeneration mode and the forced regeneration mode are control modes related to regeneration of the DPF 50, and are automatically selected according to the clogged state of the DPF 50, the operating state of the engine 70, and the like when PM is removed by oxidation in the DPF 50.

  The low fuel consumption mode refers to a control pattern configured to generate a high combustion pressure at a predetermined time in each cylinder of the engine 70, and the engine uses the low fuel consumption correction characteristic map M2 corresponding to the low fuel consumption mode. The fuel consumption of 70 is reduced. In this case, the opening degree of the intake throttle device 81 is fully opened to maximize the intake amount to each cylinder, and the opening degree of the exhaust throttle 82 is maximized to exhaust the exhaust gas smoothly. The fuel injection amount corresponding to the engine rotational speed N and torque T requested by the operator is supplied from the injector 115 to the cylinder at an optimal time, thereby obtaining a high combustion pressure in each cylinder. As described above, the fuel consumption of the engine 70 is reduced by securing the high combustion pressure at the optimum time in each cylinder to obtain the rotational power. On the other hand, since the combustion noise increases as the combustion pressure increases, the noise generated by the engine 70 increases.

  The silent mode refers to a control pattern configured to generate a combustion pressure that is lower than that in the low fuel consumption mode and for a long time in each cylinder of the engine 70, and uses the silent correction characteristic map M3 corresponding to the silent mode. The noise of the engine 70 is reduced. In this case, the opening degree of the intake throttle device 81 is fully opened to maximize the intake amount to each cylinder, and the opening degree of the exhaust throttle 82 is maximized to exhaust the exhaust gas smoothly. The fuel injection amount corresponding to the engine rotational speed N and torque T required by the operator is divided into a plurality of times and supplied from the injectors 115 to the cylinders at an optimal time, so that each cylinder is relatively low and long. The time combustion pressure is obtained. Thus, by ensuring a relatively low and long-time combustion pressure in each cylinder to moderate the change in the combustion pressure, combustion noise is suppressed and noise generated by the engine 70 is reduced. Become. On the other hand, since the combustion pressure generated in each cylinder is lower than that in the low fuel consumption mode, the fuel consumption of the engine 70 increases.

  In the embodiment, any one of the low fuel consumption mode and the silent mode can be arbitrarily selected by operating a mode selection switch 41 as selection means provided on the display panel 40 (see FIGS. 3 and 7). By the selection operation of the mode operation switch 41, the correction characteristic map M2 or M3 to be read from the work machine ECU 21 is selected. For this reason, the operation according to the operator's request becomes possible, and the economical efficiency and quietness can be improved according to the work situation and the like. Moreover, the display panel 4 is provided with a low fuel consumption mode lamp 42 that is turned on when the low fuel consumption mode is selected and a silent mode lamp 43 that is turned on when the silent mode is selected, as an example of a notification unit. . By the action of these lamps 42 and 43, the operator can immediately grasp the selected fuel injection related control mode.

  Further, when the DPF 50 is clogged from the detection result of the differential pressure sensor 68 provided in the DPF 50 (PM exceeding the accumulation limit amount is accumulated), the continuous regeneration mode or the forced regeneration mode is automatically selected. The The continuous regeneration mode refers to a control pattern configured such that the amount of oxidation of PM in the DPF 50 is equal to the amount collected, and the engine 70 output is equal to or greater than the reference value BL (see the two-dot chain line in FIG. 6) and within the DPF 50 The engine 70 is driven so as to regenerate the DPF 50 using the regeneration correction characteristic map M4 corresponding to the regeneration mode when the amount of accumulated PM exceeds the accumulation limit amount.

  In this case, the opening degree of the intake throttle device 81 is fully opened to maximize the intake amount to each cylinder, and the opening degree of the exhaust throttle device 82 is maximized to exhaust the exhaust gas smoothly. Then, the fuel injection amount corresponding to the engine rotational speed N and torque T requested by the operator is divided into one time or a plurality of times and each injector 115 is changed into a cylinder at an optimal time, thereby collecting PM in the DPF 50. Equilibrium the amount collected and the amount of PM oxidation. The combustion stroke in each cylinder is divided into initial combustion that does not significantly affect PM generation and late combustion that greatly affects PM generation. For example, by adjusting the fuel injection timing to adjust the ratio between the initial combustion and the late combustion, it is possible to balance the PM collection amount and the PM oxidation amount in the DPF 50. Thus, in the continuous regeneration mode, the engine 70 is driven without performing forced regeneration by balancing the PM collection amount and the PM oxidation amount in the DPF 50.

  The forced regeneration mode refers to a control pattern configured such that the oxidation amount of PM in the DPF 50 is larger than the collection amount, and the engine 70 output is lower than the reference value BL (see the two-dot chain line in FIG. 6) and in the DPF 50 The engine 70 is driven so as to regenerate the DPF 50 using the regeneration correction characteristic map M4 corresponding to the regeneration mode when the PM accumulation amount becomes equal to or greater than the accumulation limit amount.

  In this case, the opening of the intake throttle device 81 is closed to a predetermined opening to limit the amount of intake air to each cylinder, and the opening of the exhaust throttle device 82 is closed to a predetermined opening to discharge exhaust gas. Suppress. Then, the fuel injection amount corresponding to the engine speed N and torque T requested by the operator is divided into a plurality of times and supplied from each injector 115 to the cylinder at an optimal time, whereby the amount of PM trapped in the DPF 50 Increase the amount of PM oxidation. By limiting the intake air amount and the exhaust gas amount and adjusting the fuel injection timing and the like, it is possible to raise the exhaust gas temperature and make the PM oxidation amount in the DPF 50 larger than the PM trapping amount. As described above, in the forced regeneration mode, the PM oxidation amount in the DPF 50 is made larger than the PM collection amount, and the PM in the DPF 50 is oxidized and removed, so that the PM collection capability of the DPF 50 (soot filter 54) is recovered. It will be. Further, the display panel 4 is provided with a continuous playback mode lamp 44 that is turned on when the continuous playback mode is executed and a forced playback mode lamp 45 that is turned on when the forced playback mode is executed, as an example of notification means. ing. By the action of these lamps 44 and 45, the operator can immediately know which regeneration mode is being executed and which regeneration mode is being executed.

  In the embodiment, the ECU 11 to which the work machine ECU 21 is connected determines a correction characteristic map M2 or M3 to be read from the work machine ECU 21 by a selection operation of the mode selection switch 41 as a selection unit, and the correction characteristic map M2 or M3, A torque T is calculated based on the detection values of the engine speed sensor 14 and the throttle position sensor 16 to obtain a target fuel injection amount R, and based on the calculation result (so as to limit the torque T with respect to the predetermined rotational speed N), the common rail The system 117 is configured to operate (see FIGS. 1 and 2).

  As shown in FIGS. 1 and 2, the engine device according to the embodiment is shipped from an engine manufacturer with an output characteristic map M <b> 1 written in the ECU 11. When the engine purchase manufacturer mounts the engine 70 on the work vehicle, the work machine ECU 21 (data providing means) storing the correction characteristic maps M2 to M4 is connected to the ECU 11 via the CAN communication bus 23.

(3). Mode of Fuel Injection Control An example of fuel injection control will be described below with reference to the flowchart of FIG. The ECU 11 to which the work implement ECU 21 is connected calculates the torque T based on the detection values of the engine speed sensor 14 and the throttle position sensor 16, the output characteristic map M1, and the correction characteristic maps M2 to M4, and the target fuel injection amount R And the common rail system 117 is operated based on the calculation result (so as to limit the torque T with respect to the predetermined rotational speed N).

  In this case, as shown in the flowchart of FIG. 8, the ECU 11 determines whether or not the work machine ECU 21 is connected (S1). If the work implement ECU 21 is not connected (S1: NO), the detection values of the engine speed sensor 14 and the throttle position sensor 16 are read at a predetermined timing (appropriately every time) (S2), and then the ECU 11 has its own. With reference to the output characteristic map M1, the target fuel injection amount R is calculated by obtaining the torque T from the rotational speed N and the throttle position read earlier, and the common rail system 117 is operated based on the target fuel injection amount R (S3). ).

  If the work implement ECU 21 is connected in step S1 (S1: YES), then the ECU 11 estimates the PM accumulation amount in the DPF 50 based on the detection result from the differential pressure sensor 68 (S4), and the PM accumulation When the amount is smaller than the accumulation limit amount (S5: YES), it is determined whether the fuel efficiency mode or the silent mode is selected by the mode selection switch 41 (S6).

  When the silent mode is selected in step S6, the silent correction characteristic map M3 is read from the work machine ECU 21, and the detection values of the engine speed sensor 14 and the throttle position sensor 16 are set at predetermined timings (every time as appropriate). Read (S7). Next, the silent mode lamp 43 is turned on to notify the execution of the silent mode (S8). Then, the ECU 11 calculates the target fuel injection amount R (torque limited) by obtaining the torque T from the rotational speed N and the throttle position read earlier with reference to the silent correction characteristic map M3, and the torque The common rail system 117 is operated based on the limited target fuel injection amount R (S9). That is, the silent mode is executed.

  When the low fuel consumption mode is selected in step S6, the low fuel consumption correction characteristic map M2 is read from the work machine ECU 21, and the detection values of the engine speed sensor 14 and the throttle position sensor 16 are set at predetermined timing (appropriately every time). (S10). Next, the low fuel consumption mode lamp 42 is turned on to notify the execution of the low fuel consumption mode (S11). Then, the ECU 11 calculates the target fuel injection amount R (torque limited) by obtaining the torque T from the rotational speed N and the throttle position read earlier with reference to the fuel efficiency correction characteristic map M3, The common rail system 117 is operated based on the target fuel injection amount R whose torque is limited (S12). That is, the low fuel consumption mode is executed.

  Returning to step S5, if the PM accumulation amount is equal to or greater than the accumulation limit amount (S5: NO), the current engine output value (torque T) is calculated from the detection values of the engine speed sensor 14 and the throttle position sensor 16 (S13). ). If the engine output value is equal to or greater than the reference value BL (S14: YES), the reproduction correction characteristic map M4 is read from the work implement ECU 21, and the detection values of the engine speed sensor 14 and the throttle position sensor 16 are set at predetermined timing (appropriate time). (S15). Next, the continuous reproduction mode lamp 44 is turned on to notify the execution of the continuous reproduction mode (S16). Then, the ECU 11 calculates the target fuel injection amount R (torque limited) by obtaining the torque T from the rotational speed N and the throttle position read earlier with reference to the regeneration correction characteristic map M4, and the torque Based on the limited target fuel injection amount R, the common rail system 117 is operated (S17). That is, the continuous playback mode is executed.

  If the engine output value is smaller than the reference value BL in step S14 (S14: NO), the reproduction correction characteristic map M4 is read from the work machine ECU 21, and the detection values of the engine speed sensor 14 and the throttle position sensor 16 are set to predetermined values. Reading is performed at timing (appropriately every time) (S18), and then forced regeneration mode lamp 45 is turned on to notify execution of forced regeneration mode (S19). Then, the ECU 11 calculates the target fuel injection amount R (torque limited) by obtaining the torque T from the rotational speed N and the throttle position read earlier with reference to the regeneration correction characteristic map M4, and the torque Based on the limited target fuel injection amount R, the common rail system 117 is operated (S20). That is, the forced regeneration mode is executed.

  As is apparent from the above description and FIGS. 1 to 8, the engine 70, the exhaust gas purification device 50 that purifies the exhaust gas from the engine 70, and detection means 14 and 16 that detect the driving state of the engine 70. , 68 and an ECU 11 for controlling the driving of the engine 70 based on detection information of the detection means 14, 16, 68 and output characteristic data M1 unique to the engine 70, the ECU 11 being The ECU 70 is configured to be able to select any one of a plurality of control modes related to the control of the engine 70 and the exhaust gas purifying device 50 based on automatic or manual operation, and the ECU 11 corresponds to each control mode. The data providing means 21 having the mode characteristic data M2 to M4 is connected, and the ECU 11 is selected. The mode characteristic data M2 to M4 to be read from the data providing means 21 are determined according to the control mode, the detection information of the detection means 14, 16, 68, the output characteristic data M1, and the determined mode characteristic data M2 to M4. Therefore, the output characteristic data M1 of the ECU 11 can be shared by the same type of engine 70, and the mode characteristic data M2 to M4 adapted to the respective control modes are used as the data. It can be easily retrofitted to the ECU 11 using the providing means 21. In other words, the data providing means 21 can select optimal fuel injection control for each vehicle type on which the engine 70 is mounted or for each work machine mounted on the work vehicle. Therefore, the merit of improving the versatility of the ECU 11 and the merit of ensuring compatibility with each control mode of the ECU 11 can be achieved. In addition, since a plurality of control modes can be executed, there is an advantage that the operation according to the operator's request is possible and the usability is good.

  As apparent from the above description and FIGS. 1 to 8, as the plurality of control modes, a low fuel consumption mode in which the engine 70 is driven while suppressing fuel consumption, and the engine 70 is driven while suppressing noise. A silent regeneration mode, a continuous regeneration mode that balances purification and clogging in the exhaust gas purification device 50 when the engine 70 output is greater than or equal to a reference value BL and the exhaust gas purification device 50 is clogged, and engine 70 output Is set to the forced regeneration mode for removing the clogging of the exhaust gas purifying device 50 when the exhaust gas purifying device 50 is in a clogged state, and the selection of the low fuel consumption mode or the silent mode is set. Therefore, it becomes possible to drive according to the operator's request, and to reduce fuel consumption and improve quietness. Further, by selecting the continuous regeneration mode or the forced regeneration mode, it becomes possible to regenerate the exhaust gas purification device 50 according to the output of the engine 70, and while maintaining the purification capability of the exhaust gas purification device 50, the fuel Can be avoided.

  As is clear from the above description and FIGS. 1 to 8, the ECU 11 activates the notification means 42 to 45 for notifying that when executing each control mode. For example, the control mode is automatically switched. The operator can be informed in advance that the engine sound and output characteristics will change, and the operator's attention can be drawn. It is possible to suppress the possibility that an operator mistakes a sudden change in engine sound and output characteristics as an abnormality.

  Incidentally, the determination in step S1 shown in FIG. 8, that is, the determination of whether or not the work implement ECU 21 is connected is common to the determination of whether or not the work implement is mounted on the work vehicle. Since the work vehicle not equipped with the work machine is assumed to be in a state in which a normal traveling such as a road traveling is performed without performing various operations such as farm work, a correction characteristic map M2 that matches the work characteristics is provided. It is not necessary to dare to use it, and it is sufficient to perform fuel injection control using the output characteristic map M1 originally provided. Therefore, as shown in steps S1 to S3 of FIG. 8, when the work machine is not mounted on the work vehicle, the ECU 11 is based on the detected values of the engine speed sensor 14 and the throttle position sensor 16 and the output characteristic map M1. The common rail system 117 is activated. Therefore, it is possible to easily execute efficient fuel injection control according to whether or not the work implement is mounted (use condition of the work vehicle) without performing a fine setting operation or the like.

(4). Another Example of Fuel Injection Control Hereinafter, another example of fuel injection control will be described with reference to the flowchart of FIG. In the flowchart of FIG. 9, during the execution of the normal mode, the low fuel consumption mode, and the silent mode using the output characteristic map M1 (S31 to S40), the estimation of the PM accumulation amount in the DPF 50 and the comparison with the accumulation limit amount are performed as interrupt processing. Running. Since the flow of steps S31 to S40 is basically the same as that of the previous embodiment, detailed description thereof is omitted.

  In such interrupt processing, the ECU 11 estimates the PM accumulation amount in the DPF 50 based on the detection result from the differential pressure sensor 68 (S41), and when the PM accumulation amount is smaller than the accumulation limit amount (S42: YES), the regeneration is performed. Return because there is no need to enter mode. If the PM accumulation amount is equal to or greater than the accumulation limit amount (S42: NO), the current engine output value (torque T) is calculated from the detection values of the engine speed sensor 14 and the throttle position sensor 16 (S43). If the engine output value is equal to or greater than the reference value BL (S44: YES), the reproduction correction characteristic map M4 is read from the work machine ECU 21, and the detection values of the engine speed sensor 14 and the throttle position sensor 16 are set at a predetermined timing (appropriate time). (S45). Next, the continuous playback mode lamp 44 is turned on to notify the execution of the continuous playback mode (S46). Then, the ECU 11 calculates the target fuel injection amount R (torque limited) by obtaining the torque T from the rotational speed N and the throttle position read earlier with reference to the regeneration correction characteristic map M4, and the torque Based on the limited target fuel injection amount R, the common rail system 117 is operated (S47). That is, the continuous playback mode is executed.

  If the engine output value is smaller than the reference value BL in step S44 (S44: NO), the regeneration correction characteristic map M4 is read from the work machine ECU 21, and the detection values of the engine speed sensor 14 and the throttle position sensor 16 are set to predetermined values. Read at timing (appropriately every time) (S48). Next, the forced regeneration mode lamp 45 is turned on to notify the execution of the forced regeneration mode (S49). Then, the ECU 11 calculates the target fuel injection amount R (torque limited) by obtaining the torque T from the rotational speed N and the throttle position read earlier with reference to the regeneration correction characteristic map M4, and the torque Based on the limited target fuel injection amount R, the common rail system 117 is operated (S50). That is, the forced regeneration mode is executed.

  As is apparent from the above description and FIG. 9, if the exhaust gas purification device 50 becomes clogged during execution of the low fuel consumption mode or the silent mode, the output of the engine 70 should be equal to or greater than the reference value BL. For example, if the engine 70 output is less than the reference value BL in the continuous regeneration mode, the forced regeneration mode is entered. Therefore, even when the low fuel consumption mode or the silent mode is being executed, If the exhaust gas purifying device 50 is clogged, it can automatically shift to the continuous or forced regeneration mode. For this reason, the exhaust gas purification device 50 can be smoothly regenerated.

(5). Others The present invention is not limited to the above-described embodiment, and can be embodied in various forms. For example, the present invention is not limited to an engine device of an engine mounted on a tractor, but can also be applied as an engine device mounted on a farm work machine such as a combine or a rice transplanter or a special work vehicle such as a wheel loader. The fuel injection device is not limited to the common rail type, but may be an electronic governor type. The communication bus is not limited to the CAN communication bus, but may be another communication bus such as a LAN communication bus. The data providing means may be an external storage means such as a flash memory or a hard disk as long as it is separate from the ECU 11. The notification means is not limited to each mode lamp, and may be a system that appeals to hearing (for example, a buzzer) or a system that appeals to other sights.

  The above-described control modes (low fuel consumption mode, silent mode, etc.) are merely examples, and other torque characteristics adapted to the work implement characteristics, such as a flat torque mode as shown in FIG. It goes without saying that various control modes such as a low-speed maximum torque mode as shown in FIG. Although not shown in the embodiment, it is of course possible to provide an operation switch for executing the reproduction mode as the selection means. In addition, the configuration of each unit is not limited to the illustrated embodiment, and various modifications can be made without departing from the spirit of the present invention.

M1 output characteristics map (output characteristics data)
M2, M3, M4 correction characteristic map (mode characteristic data)
N Rotational speed T Torque 11 ECU
14 Engine speed sensor (detection means)
16 Throttle position sensor (detection means)
21 Work machine ECU (data providing means)
41 Mode selection switch (selection means)
42 Low fuel consumption mode lamp (notification means)
43 Silent mode lamp (notification means)
44 Continuous playback mode lamp (notification means)
45 Forced regeneration mode lamp (notification means)
50 DPF (Exhaust Gas Purifier)
53 Diesel oxidation catalyst 54 Soot filter 68 Differential pressure sensor (detection means)
70 Engine 115 Injector 117 Common rail system 120 Common rail

Claims (3)

An engine, an exhaust gas purifying device for purifying exhaust gas from the engine, a detection means for detecting a drive state of the engine, a drive of the engine based on detection information of the detection means and output characteristic data unique to the engine An engine device comprising an engine ECU for controlling
The engine ECU, as a plurality of control modes related to the control of the engine and the exhaust gas purification device, a low fuel consumption mode for driving the engine while suppressing fuel consumption, and a silent for driving the engine while suppressing noise Mode, a continuous regeneration mode that balances purification and clogging in the exhaust gas purification device when the engine output is greater than or equal to a reference value and the exhaust gas purification device is clogged, and the engine output is less than the reference value and the A forced regeneration mode for removing clogging of the exhaust gas purification device is set when the exhaust gas purification device is clogged, and one of the control modes can be selected based on automatic or manual operation. ,
The engine ECU is connected to data providing means having mode characteristic data corresponding to each control mode,
The engine ECU determines mode characteristic data to be read from the data providing unit according to the selected control mode, and based on detection information of the detection unit, the output characteristic data, and the determined mode characteristic data Driving the engine,
Engine equipment. If the exhaust gas purification device becomes clogged during execution of the low fuel consumption mode or the silent mode, the engine output is less than the reference value in the continuous regeneration mode if the engine output is equal to or higher than the reference value. Configured to transition to the forced regeneration mode,
The engine device according to claim 1. The engine ECU is configured to be communicably connected to a work machine ECU serving as the data control unit,
The work machine ECU has a function of controlling the drive of the work machine, and stores the plurality of mode characteristic data in advance,
The engine ECU determines mode characteristic data read from the work implement ECU according to the selected control mode, reads the mode characteristic data from the electrically connected work implement ECU, and the detection means Driving the engine based on the detection information, the output characteristic data, and the determined mode characteristic data,
The engine device according to claim 1 or 2.

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