JP7005389B2 - Vehicle exhaust gas treatment equipment - Google Patents

Description

The present invention relates to a vehicle exhaust gas treatment device that collects exhaust fine particles contained in exhaust gas in a vehicle having a hybrid system.

Since the exhaust gas contains particulate matter (PM), the diesel engine is equipped with a diesel particulate filter (DPF) that collects PM in the exhaust system. When the collected PM reaches a predetermined amount, the collecting capacity of this DPF decreases. Therefore, it is necessary to raise the temperature of the DPF to perform the regeneration process. The DPF regeneration process includes automatic regeneration in which the DPF is automatically raised and executed while the vehicle is running, and manual regeneration in which the DPF is manually raised and executed by the operator's operation while the vehicle is stopped. ..

In the DPF regeneration process during automatic regeneration or manual regeneration, the temperature of the DPF is raised by using the fuel injection device of the diesel engine. That is, early post injection is performed immediately after the main injection into the combustion chamber, the oxidation catalyst (DOC) is activated in advance to raise the temperature, and then late post injection is performed in the combustion chamber at a timing that does not contribute to combustion, and the DOC is used. The heated exhaust gas is guided to the DPF to burn and remove PM.

JP-A-2007-230409

However, in order to oxidize the DOC by late post injection, a temperature higher than 200 ° C. is required, and the exhaust temperature is low under the condition that the engine load is low. Therefore, the DPF regeneration process by late post injection during normal operation is performed. It may not be possible to do it. Therefore, the DPF regeneration process is performed by manual regeneration. In this case, when the vehicle is stopped, the engine idling speed is low and there is no vehicle load, so the temperature of the exhaust gas does not rise easily, and the combustion load must be raised by raising the engine speed to raise the exhaust temperature. It doesn't become. Therefore, there is a problem that the engine noise becomes large during the DPF regeneration process due to the manual regeneration. As an exhaust gas purification system in a hybrid vehicle, for example, there is one described in Patent Document 1, but no description is made regarding the regeneration process of the DPF by manual regeneration.

The present invention solves the above-mentioned problems, and an object of the present invention is to provide a vehicle exhaust gas treatment device that suppresses the generation of noise during manual regeneration of a particulate filter and effectively utilizes the electric power generated during manual regeneration. And.

The vehicle exhaust gas treatment device of the present invention for achieving the above object is a diesel engine that supplies power to at least one of the traveling or cargo handling of the vehicle, and a diesel engine that supplies power to at least one of the traveling or cargo handling of the vehicle and generates power. A motor that supplies power to the motor and a battery that charges the power generated by the motor, and a particulate that is provided in the exhaust system of the diesel engine and collects particulate matter contained in the exhaust gas. In a vehicle equipped with a filter, a manual regeneration switch for executing a regeneration process for burning and removing particulate matter deposited on the particulate filter when the vehicle is stopped, and a regeneration process execution command are input from the manual regeneration switch. At that time, the diesel engine is driven at a preset constant rotation speed and a constant load to generate power by the motor, and a control device for charging the battery with the power generated by the motor is provided. It is something to do.

Therefore, when a regeneration process execution command is input from the manual regeneration switch, the control device drives the diesel engine at a constant rotation speed and a constant load to generate electricity by the motor, and charges the battery with the electric power generated by the motor. Let me. Therefore, by using the diesel engine to drive the motor during manual regeneration of the particulate filter when the vehicle is stopped and there is no drive load, the engine torque can be set high and the exhaust gas temperature can be raised, resulting in particulateization. It is possible to promote the regeneration of particulate matter deposited on the filter. Further, it is not necessary to increase the engine speed in order to raise the exhaust gas temperature, and the generation of noise can be reduced. Then, since the electric power generated by the motor is charged to the battery during the regeneration process of the particulate filter, the electric power can be effectively used to reduce the fuel consumption.

In the vehicle exhaust gas treatment device of the present invention, the control device reaches the upper limit of the accumulated amount of the particulate matter deposited on the particulate filter, which is lower than the allowable accumulated amount of the particulate matter deposited on the particulate filter. Then, the permissible charge amount that can be charged to the battery is changed from the first charge amount upper limit value at which the charge amount is maximum to the second charge amount upper limit value lower than the first charge amount upper limit value.

Therefore, when the accumulated amount of particulate matter deposited on the particulate filter reaches the accumulated amount upper limit value lower than the accumulated amount allowable value, the chargeable amount allowable value that can be charged to the battery is increased from the first charge amount upper limit value that is the maximum. By changing to the lower upper limit of the second charge amount, it is possible to secure an empty capacity in the battery for charging the electric power generated by the motor during the regeneration process of the particulate filter, and it is possible to prevent the battery from being overcharged. ..

In the vehicle exhaust gas treatment device of the present invention, when the regeneration process of the particulate filter is started, the control device changes the charge amount allowable value from the second charge amount upper limit value to the first charge amount upper limit value. It is characterized by changing.

Therefore, when the regeneration process of the particulate filter is started, the charge amount allowable value is changed from the second charge amount upper limit value to the first charge amount upper limit value, so that the motor generates power during the regeneration process of the particulate filter. The power can be properly charged to the battery.

In the vehicle exhaust gas treatment device of the present invention, in the diesel engine, a normal operating region of engine torque with respect to the engine rotation speed is set, and the constant rotation speed of the diesel engine when executing regeneration processing is set in the normal operating region. It is characterized by being set on the outside.

Therefore, since the constant rotation speed of the diesel engine when executing the regeneration processing of the particulate filter is set outside the normal operation region, it is not necessary to increase the engine rotation speed in order to raise the exhaust gas temperature, and noise is generated. In addition, the engine torque can be set high to raise the exhaust gas temperature, and the regeneration of particulate matter deposited on the particulate filter can be promoted.

In the vehicle exhaust gas treatment device of the present invention, the control device is characterized in that when the regeneration process is executed, the fuel injection control of the diesel engine is executed.

Therefore, when the regeneration process of the particulate filter is executed, the fuel injection control of the diesel engine is executed, so that the combustion noise of the diesel engine can also be reduced.

According to the vehicle exhaust gas treatment device of the present invention, it is possible to suppress the generation of noise during manual regeneration of the diesel particulate filter, and it is possible to effectively utilize the electric power generated during manual regeneration.

FIG. 1 is a schematic view showing a drive control system of a hybrid vehicle to which the vehicle exhaust gas treatment device of the present embodiment is applied. FIG. 2 is a schematic view showing a vehicle exhaust gas treatment device. FIG. 3 is a graph showing an operating area during normal operation and manual regeneration of the DPF. FIG. 4 is a graph showing the relationship between the PM accumulation amount and the battery charge amount.

Hereinafter, preferred embodiments of the vehicle exhaust gas treatment device according to the present invention will be described in detail with reference to the accompanying drawings. It should be noted that the present invention is not limited to this embodiment, and when there are a plurality of embodiments, the present invention also includes a combination of the respective embodiments.

FIG. 1 is a schematic view showing a drive control system of a hybrid vehicle to which the vehicle exhaust gas treatment device of the present embodiment is applied.

The hybrid vehicle of the present embodiment is a hybrid forklift that uses a diesel engine and a motor as drive sources, and can use engine power and motor power for traveling and cargo handling.

In the present embodiment, as shown in FIG. 1, the forklift (working vehicle) 10 includes a diesel engine 11, a first motor 12, a second motor 13, a battery 14, an exhaust gas treatment device 15, and manual regeneration. It includes a switch 16 and a control device 17.

In the diesel engine 11, a gear train 22 is connected to an output shaft via a transmission 21. The left and right wheels (front wheels) 23 are supported by the differential device 24 via the axle, and the differential device 24 is connected to the gear train 22. Further, the first motor 12 functions for traveling, and the output shaft is connected to the gear train 22. Therefore, when the diesel engine 11 is driven, the driving force is decelerated by the transmission 21 and transmitted to the left and right wheels 23 via the gear train 22 and the differential device 24. Further, when the first motor 12 is driven, the driving force thereof is transmitted to the left and right wheels 23 via the gear train 22 and the differential device 24.

The second motor 13 functions for cargo handling, and the output shaft is connected to the hydraulic pump 25. The hydraulic pump 25 generates hydraulic pressure by the driving force of the second motor 13, and is connected to the driving unit (hydraulic cylinder) 27 of the fork 26, which is a claw used for cargo handling. Therefore, when the second motor 13 is driven, the hydraulic pump 25 is driven by the driving force, and the fork 26 moves up and down by supplying hydraulic pressure to the drive unit 27.

The battery 14 is connected to the first motor 12 via the first inverter 28 and is connected to the second motor 13 via the second inverter 29. Therefore, the first inverter 28 converts the direct current supplied from the battery 14 into an alternating current, and controls the power generated by the first motor 12. The second inverter 29 converts the direct current supplied from the battery 14 into an alternating current, and controls the power generated by the second motor 13. Further, the diesel engine 11 is connected to the second motor 13. The second motor 13 functions as an electric motor and a generator. Therefore, when the diesel engine 11 is driven, the second motor 13 is driven by the driving force to generate electric power, and the electric power is charged to the battery 14 via the second inverter 29.

The control device 17 can drive and control the diesel engine 11 and drive and control the motors 12 and 13 via the inverters 28 and 29. Therefore, the control device 17 calculates the traveling driving force required for traveling and the cargo handling driving force required for cargo handling, and drives the diesel engine 11, the driving force of the first motor 12, and the driving force of the second motor 13. Power is distributed to each. The control device 17 drives and controls the diesel engine 11 and the motors 12 and 13 based on the distribution of the power.

Further, the diesel engine 11 is provided with an exhaust gas treatment device 15 in the exhaust system. FIG. 2 is a schematic view showing a vehicle exhaust gas treatment device.

In the vehicle exhaust gas treatment device of the hybrid vehicle of the present embodiment, as shown in FIG. 2, the exhaust gas treatment device 15 is provided with an oxidation catalyst (DOC) 31 and a particulate matter (PM) downstream of the DOC 31. It is composed of a diesel particulate filter (DPF) 32 for collecting exhaust gas.

The exhaust turbocharger 33 is configured by connecting a compressor 33a and a turbine 33b by a connecting shaft 33c. A compressor 33a is arranged in the intake passage 34, and a turbine 33b is arranged in the exhaust passage 35. Further, the intake passage 34 is connected to the combustion chamber 38 of the diesel engine 11 through the intake manifold 36 and each intake port 37. The intake passage 34 is provided with an intercooler 39 in the middle portion, and a throttle valve 40 is provided in front of the intake manifold 36. The diesel engine 11 is provided with an intake valve 41 at each intake port 37.

Therefore, the compressed air compressed by the compressor 33a of the exhaust turbocharger 33 is cooled by the intercooler 39 through the air supply passage 34, and then the supply air flow rate is adjusted by the throttle valve 40, and then the intake manifold is used. When the intake valve 41 is opened from 36, the air flows into the combustion chamber 38 from each intake port 37.

The diesel engine 11 has a piston 42 and a fuel injection valve 49, and the fuel injected from the fuel injection valve 49 is compressed and ignited when the piston 42 rises, and the combustion gas in the combustion chamber 38 when the piston 42 rises again. Is discharged to the exhaust passage 35 as exhaust gas. The exhaust passage 35 is connected to the combustion chamber 38 through the exhaust manifold 43 and each exhaust port 44, and each exhaust port 44 is provided with an exhaust valve 45. The exhaust passage 35 is provided with a DOC 31 and a DPF 32 constituting the exhaust gas treatment device 15 on the downstream side of the exhaust turbocharger 33.

Further, the exhaust passage 35 is provided with an EGR passage 46 branched as an exhaust gas recirculation device. The EGR passage 46 is connected to the downstream side of the throttle valve 40 in the intake passage 34, and is provided with an EGR cooler 47 and an EGR valve 48. Therefore, the exhaust gas discharged from the combustion chamber 38 of the diesel engine 11 is discharged from each exhaust port 44 to the exhaust passage 35 via the exhaust manifold 43 when the exhaust valves 45 are opened. After that, the exhaust gas is driven by the turbine 33b of the exhaust turbocharger 33 and then treated by the exhaust gas treatment device 15 of the exhaust passage 35.

By the way, in the DPF 32, when the collected PM reaches a predetermined amount, the collecting capacity is lowered, so that it is necessary to raise the temperature of the DPF and perform the regeneration process. The regeneration process of the DPF 32 includes automatic regeneration that automatically raises the temperature of the DPF 32 while the forklift 10 is running, and manual regeneration that manually raises the temperature of the DPF 32 manually by the operator while the forklift 10 is stopped. There is. However, in the forklift 10, the diesel engine 11 is generally stopped frequently, and the engine speed fluctuates greatly depending on the work content and the work load. Therefore, it is difficult to maintain the exhaust gas temperature above the temperature reproducible by the DPF 32 only by automatic regeneration while the forklift 10 is running, and manual regeneration is required.

Therefore, in the present embodiment, as shown in FIG. 1, a manual reproduction switch 16 is provided, and when the operator operates the manual reproduction switch 16, a reproduction processing execution command is input to the control device 17, and the control device 17 is used. Executes the reproduction processing of the DPF 32 based on the reproduction processing execution command.

During the regeneration processing of the DPF 32 by this manual regeneration, the control device 17 drives the diesel engine 11 at a predetermined constant rotation speed and constant load when a regeneration processing execution command is input from the manual regeneration switch 16. The electric power generated by the two motors 13 is generated, and the electric power generated by the second motor 13 is controlled to be charged in the battery 14.

At this time, the constant rotation speed of the diesel engine 11 when the regeneration process of the DPF 32 is executed is lower than the idling rotation speed.

FIG. 3 is a graph showing an operating area during normal operation and manual regeneration of the DPF. As shown in FIG. 3, in the diesel engine 11, a normal operating region representing an engine torque with respect to an engine rotation speed is set. The control device 17 controls the diesel engine 11 based on the map of the normal operating area. The conventional DPF 32 regeneration process is performed at the manual regeneration operation point when the forklift 10 is stopped, that is, when the diesel engine 11 is idling and the engine torque is zero at a predetermined idling speed.

On the other hand, in the present embodiment, the regeneration process of the DPF 32 is performed at the manual regeneration operating point outside the normal operation region. When the equal exhaust temperature line is shown in the normal operation region, the engine torque increases as the engine speed decreases on the equal exhaust temperature, but since only the second motor 13 is driven by the diesel engine 11, a sudden load is applied. No change occurs. Therefore, even if the engine speed in the manual regeneration of the DPF 32 is set to a speed lower than the idle speed, the diesel engine 11 is suppressed from stopping. By performing the regeneration process of the DPF 32 at a lower rotation speed than before, the generation of engine noise is reduced. Engine noise is classified into combustion noise and mechanical noise, but mechanical noise is sourced from gear trains, valve trains, fuel injection systems, etc., and reducing engine speed reduces mechanical noise. It becomes valid.

Further, at this time, as shown in FIG. 1, the control device 17 charges the battery 14 when the accumulated amount of PM deposited on the DPF 32 reaches the upper limit of the accumulated amount lower than the allowable accumulated amount that can be deposited on the DPF 32. The possible charge amount allowable value is changed from the first charge amount upper limit value at which the charge amount is maximum to the second charge amount upper limit value lower than the first charge amount upper limit value.

FIG. 4 is a graph showing the relationship between the PM accumulation amount and the battery charge amount.

As shown in FIG. 4, as the traveling amount of the forklift 10 increases and the driving time of the diesel engine 11 increases with the passage of time, the PM discharged from the diesel engine 11 increases from the accumulated amount S2. To go. On the other hand, with the passage of time, the traveling amount of the forklift 10 increases and the drive time of the second motor 13 increases, so that the power supply from the battery 14 to the second motor 13 and the power supply from the second motor 13 to the battery 14 are increased. Charging is repeated, and the battery charge amount increases from E2.

Here, S0 is a depositable amount allowance value that can be deposited on DPF32, and S1 is a deposit amount upper limit value lower than the deposit amount allowance value S0. Further, E0 is a first charge amount upper limit value (for example, about 90% of the capacity) at which the chargeable amount of the battery 14 is maximum, and E1 is a second charge lower than the first charge amount upper limit value E0. This is the upper limit of the amount. In this case, the difference between the first charge amount upper limit value E0 and the second charge amount upper limit value E1 is set as follows.
E0-E1 (kWh) = Charging speed (kW) during manual playback processing x Manual playback processing time (h)
Charging speed (kW) during manual playback processing = engine output (kW)
× Power generation efficiency of the second motor × Efficiency of the second inverter

The manual regeneration process of the DPF 32 is always performed within the range of the preset engine drive conditions while the forklift 10 is stopped, and the amount of PM deposited on the DPF 32 is also within a fixed range. Therefore, the regeneration process is performed once. The required amount of power generation (charge amount) can be obtained in advance. This capacity is determined by the engine output during the manual regeneration process and the regeneration time required to burn a certain amount or more of PM accumulated in excess of the permissible value. However, if the outside air temperature changes, the exhaust gas temperature during the manual regeneration process changes, which affects the regeneration process time. Therefore, the second charge amount upper limit value E1 is corrected so as to change according to the outside air temperature. May be good.

Therefore, when the PM accumulation amount of the DPF 32 reaches the accumulation amount upper limit value S1 at the time t1, the charge amount allowable value that can be charged to the battery 14 is changed from the first charge amount upper limit value E0 to the second charge amount upper limit value E1. do. Then, when the PM accumulation amount of the DPF 32 reaches the accumulation amount allowable value S0 at the time t2, for example, when an alarm informs that the regeneration process needs to be manually performed by the DPF 32, the operator stops the operation of the forklift 10. Then, the driving of the diesel engine 11 is stopped. Even if the second motor 13 generates electricity during the time t1 and the time t2, the battery 14 is charged within the range of the second charge amount upper limit value E1 or less.

Then, at time t3, the operator operates the manual reproduction switch 16, and the control device 17 executes the reproduction process of the DPF 32. That is, the control device 17 drives the second motor 13 by driving the diesel engine 11 at a constant rotation speed and a constant load, generates electric power by the second motor 13, and uses the electric power generated by the second motor 13. Charge the battery 14. Then, since the load of the diesel engine 11 increases due to the power generation of the second motor 13, the temperature of the exhaust gas discharged from the diesel engine 11 rises, and the temperature of the DPF 32 rises. As a result, the PM deposited on the DPF 32 is burned and removed.

Due to the combustion removal of PM deposited on DPF32, the PM accumulation amount of DPF32 decreases during the period ta between time t3 and time t4, and at time t4, the PM accumulation amount of DPF32 becomes S2 (zero), and the regeneration of DPF32 occurs. The process ends. Since the allowable charge amount that can be charged to the battery 14 is changed from the second charge amount upper limit value E1 to the first charge amount upper limit value E0 at the time t3, the period between the time t3 and the time t4. When the second motor 13 generates electricity in ta, the battery 14 is charged, and the battery 14 can be charged up to the first charge amount upper limit value E0.

Further, the control device 17 executes the fuel injection control of the diesel engine 11 when the regeneration process of the DPF 32 is executed. Then, in the diesel engine 11, the in-cylinder pressure increase rate is reduced as compared with the case of normal driving. For example, the pilot injection is performed by the fuel injection valve, the retard angle of the fuel injection timing by the fuel injection valve, the reduction of the fuel injection pressure (common rail pressure) by the fuel injection valve, and the like. This reduces the combustion noise of the diesel engine 11.

The regeneration process of the DPF 32 driven by the second motor 13 of the diesel engine 11 can reduce the mechanical noise by reducing the engine rotation speed, and can suppress the generation of combustion noise by performing the fuel injection control.

As described above, in the vehicle exhaust gas treatment device of the present embodiment, the diesel engine 11 that supplies power to the running of the forklift 10 and the second motor 13 that supplies power to the cargo handling of the forklift 10 and generates power are included. A battery 14 that supplies power to the second motor 13 and charges the power generated by the second motor 13, and a DPF 32 that is provided in the exhaust system of the diesel engine 11 and collects particulate matter contained in the exhaust gas. A manual regeneration switch 16 for executing a regeneration process for burning and removing particulate matter deposited on the DPF 32 when the forklift 10 is stopped, and a diesel engine 11 when a regeneration process execution command is input from the manual regeneration switch 16. A control device 17 is provided which is driven by a predetermined constant rotation speed and a constant load to generate power by the second motor 13 and charges the battery 14 with the power generated by the second motor 13.

Therefore, when the regeneration process execution command is input from the manual regeneration switch 16, the control device 17 drives the diesel engine 11 at a constant rotation speed and a constant load to generate electric power by the second motor 13 and the second motor 13. The battery 14 is charged with the electric power generated by the engine. Therefore, by using the diesel engine 11 to drive the second motor 13 during manual regeneration of the DPF 32 when the forklift 10 is stopped and there is no drive load, the engine torque can be set high and the exhaust gas temperature can be raised. , It is possible to promote the regeneration of PM accumulated in DPF32. Further, it is not necessary to increase the engine speed in order to raise the exhaust gas temperature, and the generation of noise can be reduced. Then, since the electric power generated by the second motor 13 is charged to the battery during the regeneration process of the DPF 32, the electric power can be effectively used to reduce the fuel consumption.

In the vehicle exhaust gas treatment device of the present embodiment, the control device 17 charges the battery 14 when the accumulated amount of PM deposited on the DPF 32 reaches the accumulated amount upper limit value S1 which is lower than the accumulated amount allowable value that can be accumulated on the DPF 32. The possible charge amount allowable value S0 is changed from the first charge amount upper limit value E0 where the charge amount is maximum to the second charge amount upper limit value E1 which is lower than the first charge amount upper limit value E0. Therefore, it is possible to secure an empty capacity in the battery 14 for charging the electric power generated by the second motor 13 during the regeneration process of the DPF 32, and it is possible to prevent the battery 14 from being overcharged.

In the vehicle exhaust gas treatment device of the present embodiment, the control device 17 changes the charge amount allowable value S0 from the second charge amount upper limit value E1 to the first charge amount upper limit value E0 when the regeneration process of the DPF 32 is started. .. Therefore, the electric power generated by the second motor 13 during the regeneration process of the DPF 32 can be appropriately charged to the battery 14.

In the vehicle exhaust gas treatment device of the present embodiment, the diesel engine 11 is set to the normal operation region of the engine torque with respect to the engine rotation speed, and the 11 constant rotation speed of the diesel engine when the DPF 32 is regenerated is set to the normal operation region. It is set outside of. Therefore, it is not necessary to increase the engine speed in order to raise the exhaust gas temperature, and the generation of noise can be reduced. Further, the engine torque can be set high to raise the exhaust gas temperature, and the regeneration of the particulate matter deposited on the DPF 32 can be promoted.

In the vehicle exhaust gas treatment device of the present embodiment, the control device 17 executes the fuel injection control of the diesel engine 11 when the regeneration process of the DPF 32 is executed. Therefore, the combustion noise of the diesel engine 11 can also be reduced.

In the above-described embodiment, the forklift 10 includes a diesel engine 11, a first motor 12, a second motor 13, a battery 14, an exhaust gas treatment device 15, a manual regeneration switch 16, and a control device 17. The second motor 13 for cargo handling is applied as the motor of the present invention, but the present invention is not limited to this configuration. For example, the first motor 12 for traveling may be applied as the motor of the present invention.

Further, in the above-described embodiment, the vehicle is the forklift 10 as a work vehicle, but another work vehicle or a general vehicle may be used.

10 Forklift (vehicle)
11 Diesel engine 12 1st motor 13 2nd motor (motor)
14 Battery 15 Exhaust gas treatment device 16 Manual regeneration switch 17 Control device 21 Transmission 22 Gear train 23 Wheels 24 Differential device 25 Hydraulic pump 26 Fork 27 Drive unit 28 1st inverter 29 2nd inverter 31 Oxidation catalyst (DOC)
32 Diesel Particulate Filter (DPF)
33 Exhaust turbocharger 34 Intake passage 35 Exhaust passage

Claims (5)

With a diesel engine that powers at least one of the vehicle's running or cargo handling,
A motor that powers and generates electricity at least one of the vehicle's running or cargo handling,
A battery that supplies electric power to the motor and charges the electric power generated by the motor,
A particulate filter provided in the exhaust system of the diesel engine to collect particulate matter contained in the exhaust gas, and
In a vehicle equipped with
A manual regeneration switch that executes a regeneration process for burning and removing particulate matter deposited on the particulate filter when the vehicle is stopped.
When a regeneration process execution command is input from the manual regeneration switch, the diesel engine is driven at a preset constant rotation speed and a constant load lower than the idling rotation speed to generate electric power by the motor and to generate electric power by the motor. A control device that charges the battery with the generated power,
A vehicle exhaust gas treatment device characterized by being provided with. When the accumulated amount of particulate matter deposited on the particulate filter reaches an upper limit of the accumulated amount lower than the allowable accumulated amount that can be deposited on the particulate filter, the control device can charge the battery. The vehicle exhaust gas treatment device according to claim 1, wherein the permissible value is changed from the first charge amount upper limit value at which the charge amount is maximum to the second charge amount upper limit value lower than the first charge amount upper limit value. .. 2. The control device is characterized in that, when the regeneration process of the particulate filter is started, the charge amount allowable value is changed from the second charge amount upper limit value to the first charge amount upper limit value. Exhaust gas treatment device for vehicles according to. The diesel engine is characterized in that a normal operating region of engine torque with respect to the engine rotation speed is set, and a constant rotation speed of the diesel engine when executing a regeneration process is set outside the normal operating region. The vehicle exhaust gas treatment device according to any one of claims 1 to 3. The vehicle exhaust gas treatment device according to any one of claims 1 to 4, wherein the control device executes fuel injection control of the diesel engine when the regeneration process is executed.

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