JP5845869B2 - Diesel engine exhaust gas purification method and exhaust gas purification system - Google Patents

Diesel engine exhaust gas purification method and exhaust gas purification system Download PDF

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JP5845869B2
JP5845869B2 JP2011271299A JP2011271299A JP5845869B2 JP 5845869 B2 JP5845869 B2 JP 5845869B2 JP 2011271299 A JP2011271299 A JP 2011271299A JP 2011271299 A JP2011271299 A JP 2011271299A JP 5845869 B2 JP5845869 B2 JP 5845869B2
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exhaust gas
exhaust
throttle
gas purification
dpf
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JP2013122211A (en
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長岡　大治
大治 長岡
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Isuzu Motors Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/36—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an exhaust flap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)

Description

本発明は、排気ガス浄化方法及び排気ガス浄化システムに関し、更に詳しくは、ドライバビリティ及び燃費の悪化を抑制しつつ排気ガスを浄化することができるディーゼルエンジンの排気ガス浄化方法及び排気ガス浄化システムに関する。   The present invention relates to an exhaust gas purification method and an exhaust gas purification system, and more particularly to an exhaust gas purification method and an exhaust gas purification system for a diesel engine that can purify exhaust gas while suppressing deterioration of drivability and fuel consumption. .

ディーゼルエンジンの排気ガス浄化システムにおいては、排気ガス中に含まれる粒子状物質（ＰＭ：Particulate Matter）を除去するために、連続再生式ＤＰＦ（Diesel Particulate Filter）が用いられている（例えば、特許文献１を参照）。   In an exhaust gas purification system for a diesel engine, a continuous regeneration type DPF (Diesel Particulate Filter) is used to remove particulate matter (PM) contained in the exhaust gas (for example, Patent Documents). 1).

この連続再生式ＤＰＦは、排気ガス中のＰＭをフィルタで捕集して浄化するものであるが、フィルタの目詰まりを防ぐために、捕集限界量に達する前にＰＭを燃焼させて除去する必要がある。排気ガスの温度が５００℃以上などの高温であるときには、ＰＭは連続的に自然燃焼する。しかし、排気ガスの温度が低温のときには、排気ガス中に燃料の未燃ＨＣなどを供給して、フィルタ前段など配置された酸化触媒（ＤＯＣ）で燃焼させ、その酸化反応熱を利用してＤＯＣを６００℃程度に昇温させることでＰＭを強制的に燃焼させるＰＭ再生が必要となる。   This continuous regeneration type DPF collects and purifies PM in exhaust gas with a filter. In order to prevent clogging of the filter, it is necessary to burn and remove PM before reaching the collection limit amount. There is. When the temperature of the exhaust gas is a high temperature such as 500 ° C. or higher, PM spontaneously burns continuously. However, when the temperature of the exhaust gas is low, unburned HC or the like of fuel is supplied into the exhaust gas and burned by an oxidation catalyst (DOC) arranged at the front stage of the filter and the DOC is utilized by utilizing the heat of oxidation reaction. PM regeneration for forcibly burning PM by raising the temperature to about 600 ° C. is required.

このように排気ガス中に余分の燃料を供給するため、ＰＭ再生を行うと燃費の悪化を招くことになる。特に、車両の走行時にＰＭ再生を行うと、ドライバビリティの悪化を防止するために一定の吸気量を保つ必要があるので、排気ガス量が多くなってＤＯＣから熱が奪い取られることになる。そのため、ＤＯＣを昇温させるのに必要な燃料供給量が更に多くなり、燃費の一層の悪化を招くことになる。   Since extra fuel is supplied to the exhaust gas in this way, PM regeneration causes a deterioration in fuel consumption. In particular, when PM regeneration is performed while the vehicle is running, it is necessary to maintain a constant intake air amount in order to prevent deterioration of drivability, so the exhaust gas amount increases and heat is taken away from the DOC. For this reason, the amount of fuel supply necessary to raise the temperature of the DOC is further increased, and the fuel consumption is further deteriorated.

特開２００５−１６３１７号公報JP 2005-16317 A

本発明の目的は、ドライバビリティ及び燃費の悪化を抑制しつつ排気ガスを浄化することができるディーゼルエンジンの排気ガス浄化方法及び排気ガス浄化システムを提供することにある。   An object of the present invention is to provide a diesel engine exhaust gas purification method and an exhaust gas purification system capable of purifying exhaust gas while suppressing deterioration of drivability and fuel consumption.

上記の目的を達成する本発明のディーゼルエンジンの排気ガス浄化方法は、車両に搭載されたディーゼルエンジンの排気ガスを連続再生式ＤＰＦを用いて浄化する排気ガス浄化方法であって、前記連続再生式ＤＰＦの温度が所定温度以上であって、かつ前記車両の所定速度以上の車速からの減速時において、ＥＧＲ弁を開放するとともに吸気スロットルを閉止し、次いで、前記連続再生式ＤＰＦの下流に設けた排気スロットルを閉止し、前記連続再生式ＤＰＦに付帯する酸化触媒に燃料を供給することを特徴とするものである。 Exhaust gas purification method for a diesel engine of the present invention to achieve the above object, an exhaust gas purification method for purifying exhaust gas of installed diesel engine in a vehicle with a continuously regenerating DPF, before Symbol continuous playback When the temperature of the DPF is equal to or higher than a predetermined temperature and the vehicle is decelerated from a vehicle speed equal to or higher than the predetermined speed, the EGR valve is opened and the intake throttle is closed, and then provided downstream of the continuous regeneration DPF. The exhaust throttle is closed and fuel is supplied to the oxidation catalyst attached to the continuous regeneration type DPF.

上記のディーゼルエンジンの排気ガス浄化方法においては、ＥＧＲ弁の開放及び吸気スロットルの閉止後であって、所定時間の経過後に排気スロットルを閉止する。あるいは、ＥＧＲ弁の開放及び吸気スロットルの閉止から、ディーゼルエンジンの吸気のマスエアフロー値が基準値以下となったときに排気スロットルを閉止する。 In the exhaust gas purification method for a diesel engine, the exhaust throttle is closed after a predetermined time elapses after the EGR valve is opened and the intake throttle is closed. Alternatively, after the EGR valve is opened and the intake throttle is closed, the exhaust throttle is closed when the mass air flow value of the intake air of the diesel engine becomes equal to or less than the reference value.

また、所定温度は２５０℃とするとともに、所定速度は３０〜５０ｋｍ／ｈとすることが望ましい。   Further, it is desirable that the predetermined temperature is 250 ° C. and the predetermined speed is 30 to 50 km / h.

上記の目的を達成する本発明のディーゼルエンジンの排気ガス浄化システムは、車両に搭載されたディーゼルエンジンの吸気通路に取り付けられた吸気スロットルと、排気通路に設置された酸化触媒が付帯する連続再生式ＤＰＦと、前記吸気通路から前記排気通路へ連通するＥＧＲ通路に取り付けられたＥＧＲ弁と、前記酸化触媒が付帯する連続再生式ＤＰＦに燃料を供給する燃料供給手段とを有する排気ガス浄化システムにおいて、前記連続再生式ＤＰＦの下流側の排気通路に排気スロットルを設けるとともに、前記吸気スロットル、ＥＧＲ弁及び排気スロットルを制御する制御手段を設け、その制御手段は、前記連続再生式ＤＰＦの温度が所定温度以上であって、かつ前記車両の所定速度以上の車速からの減速時において、前記ＥＧＲ弁を開放するとともに前記吸気スロットルを閉止し、次いで、前記排気スロットルを閉止し、前記燃料供給手段を起動することを特徴とするものである。 An exhaust gas purification system for a diesel engine according to the present invention that achieves the above object is a continuous regeneration type that is accompanied by an intake throttle attached to an intake passage of a diesel engine mounted on a vehicle, and an oxidation catalyst installed in the exhaust passage. In an exhaust gas purification system having a DPF, an EGR valve attached to an EGR passage communicating from the intake passage to the exhaust passage, and a fuel supply means for supplying fuel to a continuously regenerative DPF attached with the oxidation catalyst, provided with a downstream exhaust throttle in the exhaust passage of the continuous regeneration type DPF, the intake throttle, a control means for controlling the EGR valve and the exhaust throttle provided, the control means, the temperature of the pre-Symbol continuous regeneration type DPF is predetermined The EGR valve is decelerated from a vehicle speed that is equal to or higher than the temperature and equal to or higher than a predetermined speed of the vehicle. The intake throttle is closed as well as open, then close the exhaust throttle, and is characterized in that to start the fuel supply means.

本発明のディーゼルエンジンの排気ガス浄化方法及び排気ガス浄化システムによれば、所定速度以上の車速からの減速時に連続再生式ＤＰＦのＰＭ再生を行うので、ドライバビリティの悪化を抑制することができる。また、連続再生式ＤＰＦのＰＭ再生を行う際に排気ガス量を絞るので、酸化触媒を昇温するために供給する燃料が少なくて済むため燃費の悪化を抑制することができる。   According to the exhaust gas purification method and exhaust gas purification system of a diesel engine of the present invention, PM regeneration of a continuously regenerating DPF is performed at the time of deceleration from a vehicle speed that is equal to or higher than a predetermined speed, so that deterioration in drivability can be suppressed. Further, since the amount of exhaust gas is reduced when performing PM regeneration of the continuous regeneration type DPF, it is possible to suppress the deterioration of fuel consumption because less fuel is supplied to raise the temperature of the oxidation catalyst.

本発明の実施形態からなるディーゼルエンジンの排気ガス浄化システムの構成図である。It is a block diagram of the exhaust-gas purification system of the diesel engine which consists of embodiment of this invention. 本発明の実施形態からなるディーゼルエンジンの排気ガス浄化方法を説明するフロー図である。It is a flowchart explaining the exhaust-gas purification method of the diesel engine which consists of embodiment of this invention. 本発明のディーゼルエンジンの排気ガス浄化方法の実施例を示すグラフである。It is a graph which shows the Example of the exhaust-gas purification method of the diesel engine of this invention.

以下に、本発明の実施の形態について、図面を参照して説明する。   Embodiments of the present invention will be described below with reference to the drawings.

図１は、本発明の実施形態からなるディーゼルエンジンの排気ガス浄化システムを示す。このディーゼルエンジンの排気ガス浄化システムが装備されるディーゼルエンジン１では、吸入口２から吸気通路３に吸入された空気Ａは、エアクリーナー４及びマスエアフローセンサ（ＭＡＦセンサ）５を順に通過して、吸気スロットル６で吸気量を調整された後に、吸気マニホールド７から各気筒へ供給される。   FIG. 1 shows an exhaust gas purification system for a diesel engine according to an embodiment of the present invention. In the diesel engine 1 equipped with this diesel engine exhaust gas purification system, the air A sucked into the intake passage 3 from the suction port 2 sequentially passes through the air cleaner 4 and the mass air flow sensor (MAF sensor) 5, After the intake air amount is adjusted by the intake throttle 6, it is supplied from the intake manifold 7 to each cylinder.

そして、コモンレール噴射システム８を通じて噴射された燃料の燃焼後に、排気ガスＧとなって排気マニホールド９から排気通路１０へ排出され、酸化触媒（ＤＯＣ）１１と連続再生式ＤＰＦ１２とを順に通過し、浄化された排気ガスＧｃとなって排気口１３から排出される。また、排気ガスＧの一部は、ＥＧＲガスＧｅとしてＥＧＲ通路１４へ分流し、ＥＧＲクーラー１５で冷却されてからＥＧＲ弁１６を経て吸気マニホールド７へ再循環する。なお、ＤＯＣ１１と連続再生式ＤＰＦ１２との間、あるいは連続再生式ＤＰＦ１２の後段に、ＮＯｘ吸蔵還元触媒などのＮＯｘ浄化触媒を配置する場合もある。   Then, after combustion of the fuel injected through the common rail injection system 8, the exhaust gas G is discharged from the exhaust manifold 9 to the exhaust passage 10, and sequentially passes through the oxidation catalyst (DOC) 11 and the continuous regeneration type DPF 12 for purification. The exhaust gas Gc is discharged from the exhaust port 13. Also, a part of the exhaust gas G is diverted to the EGR passage 14 as EGR gas Ge, cooled by the EGR cooler 15, and then recirculated to the intake manifold 7 through the EGR valve 16. In some cases, a NOx purification catalyst such as a NOx occlusion reduction catalyst may be disposed between the DOC 11 and the continuous regeneration type DPF 12 or after the continuous regeneration type DPF 12.

ＤＯＣ１１は、排気ガスＧの混合機能を有する構造に成形した金属製の担持体に、ロジウム、酸化セリウム、白金、酸化アルミニウム等を担持して形成される。また、連続再生式ＤＰＦ１２は、多孔質セラミック製のハニカムのチャンネル（セル）の入口と出口を交互に目封じしたモノリスハニカム型のウオールフローフィルタから形成される。ＤＯＣ１１は、排気ガスＧ中に未燃燃料であるＨＣやＣＯ等があるとこれを酸化し、発生する熱によりＤＯＣ１１自体や通過する排気ガスＧを昇温して、連続再生式ＤＰＦ１２内に蓄積するＰＭを強制的に燃焼させる。   The DOC 11 is formed by supporting rhodium, cerium oxide, platinum, aluminum oxide or the like on a metal carrier formed into a structure having a function of mixing the exhaust gas G. The continuous regenerative DPF 12 is formed of a monolith honeycomb wall flow filter in which the inlets and outlets of porous ceramic honeycomb channels (cells) are alternately plugged. The DOC 11 oxidizes unburned fuel such as HC or CO in the exhaust gas G, and the DOC 11 itself or the passing exhaust gas G is heated by the generated heat and accumulated in the continuously regenerating DPF 12. Force PM to burn.

なお、図１の構成では、ＤＯＣ１１と連続再生式ＤＰＦ１２とを別体としているが、フィルタに酸化触媒を担持させたＣＳＦ（Catalyzed Soot Filter）として一体で用いるようにしても良い。   In the configuration of FIG. 1, the DOC 11 and the continuous regeneration type DPF 12 are separated from each other, but may be integrally used as a CSF (Catalyzed Soot Filter) in which an oxidation catalyst is supported on a filter.

ＤＯＣ１１に未燃ＨＣ等を供給するには、燃料供給手段により排気ガスＧ中に軽油燃料を供給する。この燃料供給手段としては、気筒への燃料噴射におけるポスト噴射や、排気通路１０に設けた燃料噴射ノズル（図示せず）などが例示される。なお、後者の燃料噴射ノズルを用いると、ポスト噴射の場合に問題となるエンジンオイルの燃料希釈を回避できるという利点がある。燃料の供給量の調整は、それら燃料供給手段における噴射量及び噴射時期を調整することにより行われる。   In order to supply unburned HC or the like to the DOC 11, light oil fuel is supplied into the exhaust gas G by the fuel supply means. Examples of the fuel supply means include post injection in fuel injection into the cylinder, and a fuel injection nozzle (not shown) provided in the exhaust passage 10. Note that the use of the latter fuel injection nozzle has an advantage that fuel dilution of engine oil, which is a problem in post injection, can be avoided. Adjustment of the fuel supply amount is performed by adjusting the injection amount and the injection timing in the fuel supply means.

ＤＯＣ１１及び連続再生式ＤＰＦ１２の入口（上流側近傍）には触媒入口排気圧力センサ１７及び触媒入口温度センサ１８が、出口（下流側近傍）には触媒出口排気圧力センサ１９及び触媒出口温度センサ２０が、それぞれ設置されている。   A catalyst inlet exhaust pressure sensor 17 and a catalyst inlet temperature sensor 18 are provided at the inlets (near the upstream side) of the DOC 11 and the continuous regeneration type DPF 12, and a catalyst outlet exhaust pressure sensor 19 and a catalyst outlet temperature sensor 20 are provided at the outlets (near the downstream side). , Each is installed.

本発明のディーゼルエンジンの排気ガス浄化システムは、連続再生式ＤＰＦ１２の下流側の排気通路１０に排気スロットル２１を設けるとともに、その排気スロットル２１、吸気スロットル６及びＥＧＲ弁１５を制御する制御手段の機能をＥＣＵ２２に持たせることにより構成される。なお、ＥＣＵ２２は、ＭＡＦセンサ５、コモンレール噴射システム８、排気圧力センサ１７、１９及び触媒温度センサ１８、２０の制御や測定データの収集も行うようになっている。なお、図１中に示す一点鎖線は、信号の伝達経路を表している。   The exhaust gas purification system for a diesel engine according to the present invention is provided with an exhaust throttle 21 in the exhaust passage 10 on the downstream side of the continuously regenerating DPF 12, and functions as a control means for controlling the exhaust throttle 21, the intake throttle 6 and the EGR valve 15. Is provided to the ECU 22. The ECU 22 also controls the MAF sensor 5, the common rail injection system 8, the exhaust pressure sensors 17, 19 and the catalyst temperature sensors 18, 20, and collects measurement data. 1 represents a signal transmission path.

このような構成を有するディーゼルエンジンの排気ガス浄化システムによる排気ガス浄化方法を、図２に示すフロー図を基に以下に説明する。   An exhaust gas purification method using an exhaust gas purification system for a diesel engine having such a configuration will be described below with reference to the flowchart shown in FIG.

最初にＥＣＵ２２は、連続再生式ＤＰＦ１２がＰＭ再生待ち状態にあるかを判定する（Ｓ１０）。この判定方法としては、排気圧力センサ１７、１９の測定値から算出される差圧やマップ等から推定したＰＭ蓄積量などを、あらかじめ設定された閾値と比較する方法などが例示される。 First, the ECU 22 determines whether or not the continuous regeneration type DPF 12 is in a PM regeneration waiting state (S10). Examples of this determination method include a method of comparing the differential pressure calculated from the measured values of the exhaust pressure sensors 17 and 19 , the PM accumulation amount estimated from the map, and the like with a preset threshold value.

ＰＭ再生待ち状態になったと判定した場合には、連続再生式ＤＰＦ１２の温度が所定温度以上であって、かつディーゼルエンジン１を搭載した車両が所定速度以上の車速からの減速時であるかを確認する（Ｓ２０）。連続再生式ＤＰＦ１２の温度は、例えば、触媒温度センサ１８、２０の測定値から算出したり、触媒近傍に熱電対（図示せず）を設置して測定することなどにより求めることができる。また、所定温度としては、２５０℃とするのが望ましい。連続再生式ＤＰＦ１２の温度が２５０℃未満であると、後述する燃料供給時におけるＰＭの燃焼効率が著しく低下してしまう。   If it is determined that the PM regeneration standby state has been entered, it is confirmed whether the temperature of the continuously regenerating DPF 12 is equal to or higher than a predetermined temperature and the vehicle equipped with the diesel engine 1 is decelerating from a vehicle speed equal to or higher than the predetermined speed. (S20). The temperature of the continuous regeneration type DPF 12 can be obtained, for example, by calculating from the measured values of the catalyst temperature sensors 18 and 20, or by installing a thermocouple (not shown) near the catalyst. The predetermined temperature is preferably 250 ° C. When the temperature of the continuous regeneration type DPF 12 is less than 250 ° C., the PM combustion efficiency during fuel supply, which will be described later, is significantly reduced.

車両の車速はエンジン回転数などから算出することができる。また、所定速度としては３０〜５０ｋｍ／ｈとするのが望ましい。車両の車速がこの範囲未満であると、減速から停止に至るまでの時間が短くなって、後述する排気スロットル２１の閉止以降のＰＭの燃焼に十分な時間を取れなくなってしまう。また、車両が減速状態にあることは、コモンレール噴射システム８の燃料噴射量（例えば、噴射量＝０）やアクセル開度（例えば、開度＝０°）などから判断する。   The vehicle speed of the vehicle can be calculated from the engine speed or the like. The predetermined speed is preferably 30 to 50 km / h. If the vehicle speed is less than this range, the time from deceleration to stop is shortened, and sufficient time cannot be taken for PM combustion after closing the exhaust throttle 21, which will be described later. Whether the vehicle is decelerating is determined from the fuel injection amount (for example, injection amount = 0) of the common rail injection system 8 and the accelerator opening (for example, opening = 0 °).

そして、連続再生式ＤＰＦ１２の温度が所定温度以上であって、かつ車両が所定速度以上の車速からの減速時であった場合には、ＥＧＲ弁１５を開放するとともに吸気スロットル６を閉止する（Ｓ３０）。   When the temperature of the continuous regeneration type DPF 12 is equal to or higher than a predetermined temperature and the vehicle is decelerating from a vehicle speed equal to or higher than the predetermined speed, the EGR valve 15 is opened and the intake throttle 6 is closed (S30). ).

次いで、排気スロットル２１を閉止する所定の条件が満たされたときに（Ｓ４０）、排気スロットル２１を閉止し（Ｓ５０）、燃料供給手段を起動して排気ガスＧ中に燃料を供給する（Ｓ６０）。この燃料の噴射量は、排気ガスＧの温度が目標温度に達するように定められる。排気ガスＧの目標温度は、あらかじめ試験で目標温度に対する噴射量の測定を行い、その測定値から作成した「排気ガス流量と目標温度に対する必要噴射量」の３次元マップを制御時に参照することにより設定される。   Next, when a predetermined condition for closing the exhaust throttle 21 is satisfied (S40), the exhaust throttle 21 is closed (S50), the fuel supply means is activated and fuel is supplied into the exhaust gas G (S60). . The fuel injection amount is determined so that the temperature of the exhaust gas G reaches the target temperature. The target temperature of the exhaust gas G is measured in advance by measuring the injection amount with respect to the target temperature in a test, and by referring to the three-dimensional map of “required injection amount with respect to the exhaust gas flow rate and the target temperature” created from the measured value during control Is set.

最後に、燃料の供給から一定時間経過後に、あるいは車両の減速終了後に、燃料供給手段を停止するとともに排気スロットル２１を開放する。   Finally, the fuel supply means is stopped and the exhaust throttle 21 is opened after a fixed time has elapsed from the fuel supply or after the vehicle has been decelerated.

このように、車両の所定速度以上からの減速時にＰＭ再生を行うので、ドライバビリティの悪化を抑制することができる。また、ＰＭ再生を行う際に、ＥＧＲ弁１５を開放し、かつ吸気スロットル６及び排気スロットル２１を閉止して排気ガス量を絞るので、燃料供給手段から供給する燃料が少なくて済むため燃費の悪化を抑制することができる。   Thus, since PM regeneration is performed when the vehicle decelerates from a predetermined speed or higher, deterioration of drivability can be suppressed. Further, when PM regeneration is performed, the EGR valve 15 is opened and the intake throttle 6 and the exhaust throttle 21 are closed to reduce the amount of exhaust gas. Can be suppressed.

更には、排気ガスＧの温度が高くかつ流量が低くなるので、燃料を分解して未燃ＨＣ等を生成する時間が長くなるため、ＰＭの燃料効率を向上することができる。この燃料分解に要する時間を十分に担保するために、上述するように車両が所定速度以上の車速からの減速時にあることが必要なのである。また、ハード面では従来のエンジン構成に排気スロットルを設けるだけでよいため、低コストで排気ガス浄化システムを実現することができる。   Furthermore, since the temperature of the exhaust gas G is high and the flow rate is low, it takes a long time to decompose the fuel and generate unburned HC and the like, so that the PM fuel efficiency can be improved. In order to sufficiently secure the time required for the fuel decomposition, it is necessary that the vehicle is decelerated from a vehicle speed equal to or higher than a predetermined speed as described above. Further, in terms of hardware, it is only necessary to provide an exhaust throttle in the conventional engine configuration, so that an exhaust gas purification system can be realized at low cost.

排気スロットル２１を閉止する所定の条件（Ｓ４０）としては、あらかじめ定められた所定時間（例えば、０．１〜３秒など）の経過後とする他に、ＭＡＦセンサ５の測定値が基準値を超えた時点とするようにしても良い。このＭＡＦセンサ５の基準値は、排気スロットル２１を閉止したときの排気圧力のピーク値が、ＤＯＣ１１や連続再生式ＤＰＦ１２自体やその近傍のセンサ１７〜２０などを損傷しない程度の値となるように設定する。基準値は、ディーゼルエンジン１のサイズや仕様などにより変化するため一律に設定できないが、一般的な大型車両では約３０〜８０ｋＰａとなる。   As the predetermined condition (S40) for closing the exhaust throttle 21, after a predetermined time (for example, 0.1 to 3 seconds) has elapsed, the measured value of the MAF sensor 5 has a reference value. You may make it be the time of exceeding. The reference value of the MAF sensor 5 is such that the peak value of the exhaust pressure when the exhaust throttle 21 is closed does not damage the DOC 11, the continuously regenerating DPF 12 itself, or the sensors 17 to 20 in the vicinity thereof. Set. The reference value varies depending on the size and specifications of the diesel engine 1 and cannot be set uniformly, but is about 30 to 80 kPa for a general large vehicle.

なお、ＥＧＲ弁１５の開放及び吸気スロットル６の閉止から排気スロットル２１の閉止までに時間差を設けた場合には、排気圧力の急激な上昇が抑えられるので、高エンジン回転数下でも排気スロットル２１が使用可能となるため、ディーゼルエンジンの排気ガス浄化方法を容易に実施できるようになる。   If a time difference is provided between the opening of the EGR valve 15 and the closing of the intake throttle 6 and the closing of the exhaust throttle 21, a rapid increase in the exhaust pressure can be suppressed, so that the exhaust throttle 21 can be operated even under a high engine speed. Since it can be used, the exhaust gas purification method of a diesel engine can be easily implemented.

図２においては、最初にＰＭ再生待ち状態を判定しているが、その判定に係るステップＳ１０を省略するようにしても良い。その場合には、ＰＭ再生待ち状態の如何にかかわらず、連続再生式ＤＰＦ１２の温度が所定温度以上であって、かつ車両が所定速度以上の車速からの減速時であるときには、常にステップＳ２０〜Ｓ６０の処理が行われるため、連続再生式ＤＰＦ１２の圧損上昇が常に抑制されて、燃費の悪化や過度のＰＭ捕集に起因するＰＭ再生時の暴走燃焼を防ぐことができる。   In FIG. 2, the PM regeneration waiting state is first determined, but step S10 related to the determination may be omitted. In this case, regardless of whether the PM regeneration is in a waiting state, when the temperature of the continuous regeneration type DPF 12 is equal to or higher than a predetermined temperature and the vehicle is decelerating from a vehicle speed equal to or higher than the predetermined speed, steps S20 to S60 are always performed. Therefore, the increase in the pressure loss of the continuous regeneration type DPF 12 is always suppressed, and the runaway combustion during PM regeneration due to the deterioration of fuel consumption or excessive PM collection can be prevented.

実際の運転時においては車両の減速時にすぐに加速が開始されることがあるが、そのような場合にはＰＭ燃焼に要する時間を十分に担保できないため、加速性を優先させることにして排気スロットル２１を開放する制御を行うことが好ましい。   In actual driving, acceleration may start immediately when the vehicle decelerates. In such a case, the time required for PM combustion cannot be sufficiently secured. It is preferable to perform control for opening 21.

図１に示す構成のディーゼルエンジンの排気ガス浄化システム（実施例）、及び図１の構成から排気スロットル２１を取り外した排気ガス浄化システム（比較例）を用いて、ディーゼルエンジン１の排気ガス浄化を行った結果を図３に示す。なお、連続再生式ＤＰＦ１２が所定温度以上であることを前提としている。これらの排気ガス浄化システムにおける経時変化は次のようになる。   The exhaust gas purification system of the diesel engine having the configuration shown in FIG. 1 (example) and the exhaust gas purification system (comparative example) in which the exhaust throttle 21 is removed from the configuration of FIG. The results are shown in FIG. It is assumed that the continuous regeneration type DPF 12 is at a predetermined temperature or higher. Changes with time in these exhaust gas purification systems are as follows.

(1) ＰＭ再生待ち状態であると判定すると、車両の車速５０ｋｍ／ｈ（エンジン回転数＝約１５００ｒｐｍに相当）からの減速時に、ＥＧＲ弁１５を全開するとともに吸気スロットル６を全閉する。(2) その結果、排気ガスＧの量が低下する。(3) そして、実施例では、排気ガスＧの量が排気スロットル２１を閉止する所定の条件である「動作時の排気圧力が閾値以下」を満たしたときに排気スロットル２１を全閉する。(4) 燃料供給手段により燃料を供給してＮＯｘを還元する。(5) ＤＯＣ１１が高温化する。   (1) If it is determined that the vehicle is waiting for PM regeneration, the EGR valve 15 is fully opened and the intake throttle 6 is fully closed when the vehicle decelerates from a vehicle speed of 50 km / h (corresponding to engine speed = about 1500 rpm). (2) As a result, the amount of exhaust gas G decreases. (3) In the embodiment, the exhaust throttle 21 is fully closed when the amount of the exhaust gas G satisfies a predetermined condition “the exhaust pressure during operation is equal to or less than a threshold”, which is a predetermined condition for closing the exhaust throttle 21. (4) The fuel is supplied by the fuel supply means to reduce NOx. (5) DOC11 becomes high temperature.

図３の結果から、実施例では比較例に比べて、減速時の排気ガスＧの量が比較例よりも少なくなって、排気ガスＧの温度の低下が小さくなることが分かる。   From the results of FIG. 3, it can be seen that in the embodiment, the amount of exhaust gas G during deceleration is smaller than that in the comparative example, and the temperature drop of the exhaust gas G is reduced.

１ ディーゼルエンジン
２ 吸入口
３ 吸気通路
４ エアクリーナー
５ ＭＡＦセンサ
６ 吸気スロットル
７ 吸気マニホールド
８ コモンレール噴射システム
９ 排気マニホールド
１０ 排気通路
１１ ＤＯＣ
１２ 連続再生式ＤＰＦ
１３ 排気口
１４ ＥＧＲ通路
１５ ＥＧＲクーラー
１６ ＥＧＲ弁
１７ 触媒入口排気圧力センサ
１８ 触媒入口温度センサ
１９ 触媒出口排気圧力センサ
２０ 触媒出口温度センサ
２１ 排気スロットル
２２ ＥＣＵ DESCRIPTION OF SYMBOLS 1 Diesel engine 2 Inlet 3 Intake passage 4 Air cleaner 5 MAF sensor 6 Intake throttle 7 Intake manifold 8 Common rail injection system 9 Exhaust manifold 10 Exhaust passage 11 DOC
12 Continuous regeneration type DPF
13 Exhaust port 14 EGR passage 15 EGR cooler 16 EGR valve 17 Catalyst inlet exhaust pressure sensor 18 Catalyst inlet temperature sensor 19 Catalyst outlet exhaust pressure sensor 20 Catalyst outlet temperature sensor 21 Exhaust throttle 22 ECU

Claims (5)

車両に搭載されたディーゼルエンジンの排気ガスを連続再生式ＤＰＦを用いて浄化する排気ガス浄化方法であって、
前記連続再生式ＤＰＦの温度が所定温度以上であって、かつ前記車両の所定速度以上の車速からの減速時において、ＥＧＲ弁を開放するとともに吸気スロットルを閉止し、
次いで、前記連続再生式ＤＰＦの下流に設けた排気スロットルを閉止し、前記連続再生式ＤＰＦに付帯する酸化触媒に燃料を供給することを特徴とする排気ガス浄化方法。 An exhaust gas purification method for purifying exhaust gas of a diesel engine mounted on a vehicle using a continuously regenerating DPF ,
Temperature before Symbol continuous regeneration type DPF is equal to or greater than the predetermined temperature, and at the time of deceleration from the predetermined speed or more speed of the vehicle, the intake throttle is closed while opening the EGR valve,
Next, an exhaust gas purification method characterized by closing an exhaust throttle provided downstream of the continuous regeneration DPF and supplying fuel to an oxidation catalyst attached to the continuous regeneration DPF. 前記ＥＧＲ弁の開放及び吸気スロットルの閉止から、所定時間の経過後に前記排気スロットルを閉止する請求項１に記載の排気ガス浄化方法。   The exhaust gas purification method according to claim 1, wherein the exhaust throttle is closed after a predetermined time has elapsed since the EGR valve was opened and the intake throttle was closed. 前記ＥＧＲ弁の開放及び吸気スロットルの閉止後であって、前記ディーゼルエンジンの吸気のマスエアフロー値が基準値以下となったときに前記排気スロットルを閉止する請求項１に記載の排気ガス浄化方法。 2. The exhaust gas purification method according to claim 1, wherein after the EGR valve is opened and the intake throttle is closed , the exhaust throttle is closed when a mass air flow value of intake air of the diesel engine becomes a reference value or less. 前記所定温度が２５０℃であって、かつ前記所定速度が３０〜５０ｋｍ／ｈである請求項１〜３のいずれかに記載の排気ガス浄化方法。   The exhaust gas purification method according to any one of claims 1 to 3, wherein the predetermined temperature is 250 ° C and the predetermined speed is 30 to 50 km / h. 車両に搭載されたディーゼルエンジンの吸気通路に取り付けられた吸気スロットルと、排気通路に設置された酸化触媒が付帯する連続再生式ＤＰＦと、前記吸気通路から前記排気通路へ連通するＥＧＲ通路に取り付けられたＥＧＲ弁と、前記酸化触媒が付帯する連続再生式ＤＰＦに燃料を供給する燃料供給手段とを有する排気ガス浄化システムにおいて、
前記連続再生式ＤＰＦの下流側の排気通路に排気スロットルを設けるとともに、前記吸気スロットル、ＥＧＲ弁及び排気スロットルを制御する制御手段を設け、
その制御手段は、前記連続再生式ＤＰＦの温度が所定温度以上であって、かつ前記車両の所定速度以上の車速からの減速時において、前記ＥＧＲ弁を開放するとともに前記吸気スロットルを閉止し、
次いで、前記排気スロットルを閉止し、前記燃料供給手段を起動することを特徴とする排気ガス浄化システム。 An intake throttle attached to an intake passage of a diesel engine mounted on a vehicle, a continuous regeneration type DPF attached with an oxidation catalyst installed in an exhaust passage, and an EGR passage communicating from the intake passage to the exhaust passage. An exhaust gas purification system having an EGR valve and fuel supply means for supplying fuel to the continuously regenerative DPF accompanied by the oxidation catalyst,
An exhaust throttle is provided in the exhaust passage on the downstream side of the continuous regeneration type DPF, and control means for controlling the intake throttle, the EGR valve and the exhaust throttle is provided,
Its control means, the temperature of the pre-Symbol continuous regeneration type DPF is equal to or greater than the predetermined temperature, and at the time of deceleration from the predetermined speed or more speed of the vehicle, closed the intake throttle with opening the EGR valve,
Next, the exhaust throttle system is closed, and the fuel supply means is started.
JP2011271299A 2011-12-12 2011-12-12 Diesel engine exhaust gas purification method and exhaust gas purification system Expired - Fee Related JP5845869B2 (en)

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