JPH0429846B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a diesel engine equipped with a diesel particulate collection member, and more particularly to a regeneration device for this diesel particulate collection member.

Diesel engine exhaust contains particulate, a combustible, fine carbonized compound, which is the main cause of black smoke in the exhaust. For example, the exhaust temperature of this particulate is
If the temperature exceeds 500℃, it will spontaneously ignite and burn when the vehicle is running at high speed and under high load (hereinafter referred to as "self-combustion").
However, during steady driving or idling (which accounts for more than 90% of vehicle operation) when the temperature does not reach 500℃,
It is released directly into the atmosphere.

However, since particulate matter may be harmful to the human body, research has been actively conducted in recent years to install a diesel particulate collection member in the exhaust passage of a vehicle diesel engine.

By the way, this diesel particulate collection member has a tendency to collect and accumulate particulate matter and block the exhaust passage when used. Therefore, in order to regenerate this diesel particulate collection member, a device for re-burning particulate is required. Research is also active.

As such regeneration means, it has been proposed, for example, to retard the fuel injection timing, throttle the intake air, and increase the amount of exhaust gas recirculation, but even with these methods, the exhaust temperature does not rise sufficiently. Due to the operating range, the particulate matter collected in the diesel particulate collection member does not burn forever, resulting in an overloading state, resulting in a decrease in output due to clogging of the diesel particulate collection member. There is a point.

Further, even if this large amount of particulate is forcibly burnt, there is a problem that the diesel particulate collecting member may be melted and damaged due to the large amount of particulate being burned.

The present invention is an attempt to solve these problems.When the diesel particulate collection member becomes clogged, the present invention displays a message to that effect to the passenger, and also automatically prevents the diesel particulate collecting member from clogging under idling conditions. It is an object of the present invention to provide a regeneration device for a diesel particulate collection member, which is capable of forcibly regenerating the diesel particulate collection member.

Furthermore, the present invention provides a display to the occupant when the diesel particulate collection member becomes clogged, and allows the occupant to regenerate the diesel particulate collection member in accordance with the display. It is an object of the present invention to provide a regeneration device for a diesel particulate collection member, which allows the diesel particulate collection member to be forcibly regenerated under idle operating conditions if desired.

For this reason, the diesel particulate collection member regeneration device of the present invention allows particulate matter from the combustion chamber of the diesel engine to be installed in the exhaust passage of a diesel engine having a fuel injection pump with a retard device and an idle-up actuator. The diesel engine is equipped with a diesel particulate collection member arranged to collect diesel particulate and an exhaust gas recirculation amount control valve for opening and closing an exhaust gas recirculation passage interposed between the exhaust passage and the intake passage. a first detection means for detecting the amount of particulate matter collected by the particulate matter collecting member;
A second detection means for detecting the operating state of the diesel engine, and a display means for instructing regeneration of the diesel particulate collection member, receiving a signal from the first detection means, A signal for causing the display means to display that the diesel particulate collecting member should be regenerated when the amount of collected diesel particulate collecting member exceeds a predetermined value. a first control means for outputting the above, and receiving signals from the first and second detecting means, when the amount of collected diesel particulate collected by the diesel particulate collecting member is equal to or greater than a predetermined value; When the diesel engine is in an idling operating state, a fuel injection timing retard signal is output to the retard device, a high-speed idle signal is output to the actuator, and the exhaust gas recirculation amount control valve is opened. It is characterized in that a second control means for outputting a signal for driving to the side is provided.

Further, the diesel particulate collection member regeneration device of the present invention is used in a diesel engine having a fuel injection pump with a retardation device and an idle-up actuator, in which particulate matter from the combustion chamber of the diesel engine is collected in the exhaust passage. and an exhaust gas recirculation amount control valve for opening and closing an exhaust gas recirculation passage interposed between the exhaust passage and the intake passage. a first detection means for detecting the amount of particulate matter collected on the particulate collection member; a second detection means for detecting the operating state of the diesel engine; Display means for giving an instruction, and a manual switch for outputting a signal for requesting regeneration of the diesel particulate collection member are provided. A first output signal for causing the display means to display that the diesel particulate collecting member should be regenerated when the collected amount exceeds a predetermined value.
A control means is provided, and receives signals from the second detection means and the manual switch, and determines that the diesel engine is in an idling state and that the diesel particulate collection member regeneration request signal is input. When it gets hot,
A second control means for outputting a fuel injection timing retard signal to the retard device, outputting a high-speed idle signal to the actuator, and outputting a signal to the exhaust gas recirculation amount control valve to drive it to the open side. It is characterized by the provision of.

Embodiments of the present invention will be described below with reference to the drawings. FIGS. 1 to 7 show a regeneration device for a diesel particulate collection member as a first embodiment of the present invention, and FIG. 1 shows the overall configuration thereof. Figure, 2nd
The figure shows its block diagram, Fig. 3 shows the arrangement of the idle-up actuator, Fig. 4 shows the hydraulic system diagram for the retardation device, and Figs. 5 and 6 each explain its function. The graph shown in FIG. 7 is a flowchart showing the control procedure.

As shown in FIGS. 1 and 2, this diesel engine E is mounted on a vehicle such as an automobile, and has a cylinder block 1, a cylinder head 2, a main chamber formed by a piston (not shown), and a cylinder head 2. The main chamber is formed with an auxiliary chamber (not shown) that communicates with the main chamber.

Also, in the main compartment of this diesel engine E,
An intake passage 3 is connected via an intake valve (not shown), and an exhaust passage 4 is connected via an exhaust valve (not shown), and this exhaust passage 4 contains diesel particulate matter that captures particulate matter in the exhaust gas. A collection member 5 is interposed.

Note that particulates here refer to flammable fine particles mainly composed of carbon and hydrocarbons, which have an average diameter of about 0.3 μm and self-ignite at temperatures of approximately 500°C or higher (350°C or higher in the presence of an oxidation catalyst). .

The diesel particulate collection member 5 is a deep trap type heat-resistant ceramic foam with a catalyst containing platinum, palladium, or rhodium inside (this is a flat plate whose cross-sectional shape is oval, oblong, or rectangular). etc.)
Hereinafter, this diesel particulate collecting member will be abbreviated as DPO (diesel particulate oxidizer).

The DPO 5 communicates with the atmosphere via a muffler 6 and receives exhaust gas from the engine E via a turbine of a turbocharger 7 and a heat insulating pipe 8.

A pressure sensor 10 that detects the exhaust pressure in the exhaust passage 4 on the inflow and outflow side of the DPO 5 and outputs a detection signal to the ECU 9 (described later) controls the electromagnetic three-way switching valves (hereinafter referred to as "electromagnetic valves" as necessary) 11 and 12. Attached via.

Each solenoid valve 11, 12 receives a control signal from an electronic control unit (ECU) 9 constituted by a computer or the like through its respective solenoid 11a, 12a, and performs suction control on its valve body 11b, 12b. , when the valve body 11b is in the protruding state, atmospheric pressure P ₀ is applied via the air filter 13 (this P ₀ is
When the valve body 11b is in the suction state and the valve body 12b is in the protruding state, the downstream (outlet) exhaust pressure _P2 of the DPO5 is the downstream pressure P2, and when the valve bodies 11b and 12b are in the suction state, the upstream (inlet) of the DPO5 is It is designed to detect exhaust pressure _P1 .

In this way, the pressure drop between upstream and downstream of DPO (P ₁ − P ₂ )
It is possible to detect the pressure drop (P ₂ −P ₀ ) between the upstream and downstream sides of the muffler, and from this, the amount of particulate collected in the DPO 5 can be detected. That is, the pressure sensor 10 is a first detection means D1 that detects the amount of particulate collected on the DPO5.
Configure.

Furthermore, a temperature sensor (thermocouple) 14 for detecting the DPO inlet exhaust gas temperature Tin is provided in the exhaust passage 4 close to the inlet (upstream) of the DPO 5, and a detection signal from this temperature sensor 14 is input to the ECU 9. be done.

Further, a temperature sensor (thermocouple) 16 is provided in the exhaust passage 4 close to the outlet (downstream) of the DPO 5 to detect the DPO outlet exhaust temperature T ₀ .

Further, a temperature sensor (thermocouple) 15 is provided to detect the temperature Tf inside the DPO 5.

Detection signals from each of these temperature sensors 14 to 16 are input to the ECU 9.

A fuel injection pump (hereinafter simply referred to as "injection pump") 17 attached to the diesel engine E can adjust the fuel injection timing by a fuel injection timing control means 18 that constitutes a regeneration mechanism upon receiving a control signal from the ECU 9. This injection pump 1
An injection pump lever opening sensor 19 is attached to 7, and the pump lever opening sensor 19 is sent to the ECU.
It is designed to output to 9.

Furthermore, a neutral switch 64 that is turned on when the transmission is in the neutral state and turned off otherwise, a clutch switch 63 that is turned on when the clutch is engaged and turned off otherwise, a water temperature sensor 44 that detects the engine cooling water temperature, and a vehicle speed sensor. A vehicle speed sensor 42 that detects the rotation speed N of the engine E and a rotation speed sensor 20 that detects the rotation speed N of the engine E are provided, and these switches and sensors constitute a second detection means D2 that detects the operating state of the diesel engine E. .

In addition, an air cleaner, a compressor for the turbocharger 7, and an intake throttle valve 21 are arranged in the intake passage 3, which is formed by an intake manifold fixed to the engine E and an intake pipe following it, in order from the upstream side (atmospheric side). has been done.

The intake throttle valve 21 is driven to open and close by a diaphragm pressure response device 22.
The pressure response device 22 includes a diaphragm 22b connected to a rod 22a that drives the intake throttle valve 21. A pressure chamber 22c partitioned by the diaphragm 22b has an atmospheric passageway for introducing atmospheric pressure Vat through an air filter 23. 24 and a vacuum passage 26 that guides the vacuum pressure Vvac from the vacuum pump 25 are connected, and these passages 24 and 26 each have an electromagnetic on-off valve (hereinafter referred to as "electromagnetic valve" as necessary). 27 and an electromagnetic on-off valve (hereinafter referred to as "electromagnetic valve" as necessary) 28 are interposed.

And the solenoid 27 of each electromagnetic valve 27, 28
When a control signal by duty control is supplied from the ECU 9 to a, 28a, each valve body 27b, 28
b is subjected to suction control, whereby the pressure (negative pressure) supplied to the pressure chamber 22c of the pressure response device 22 is adjusted, and the rod 22a is appropriately retracted to throttle the intake throttle valve 21. Amount controlled.

Further, one end of a passage 29 for exhaust gas recirculation (hereinafter referred to as EGR) is open in the intake passage 3 on the downstream side of the intake throttle valve 21.

The other end of the EGR passage 29 opens to a portion of the exhaust passage 4 upstream of the portion of the turbocharger 7 where the turbine is disposed.

In addition, at the intake passage side opening of the EGR passage 29,
Exhaust gas recirculation control valve (hereinafter referred to as "EGR valve") 3
0, and this EGR valve 30 is driven to open and close by a diaphragm type pressure response device 31. This pressure response device 31 is
It has a diaphragm 31b connected to a rod 31a that drives the EGR valve 30, and a pressure chamber 31c partitioned by this diaphragm 31b.
is connected to an atmospheric passage 33 that introduces atmospheric pressure Vat through an air filter 32, and a vacuum passage 34 that introduces vacuum pressure Vvac from a vacuum pump 25. A valve (hereinafter referred to as "electromagnetic valve" as necessary) 35 and an electromagnetic on-off valve (hereinafter referred to as "electromagnetic valve" as necessary) 36 are interposed.

And the solenoid 35 of each electromagnetic valve 35, 36
When a control signal by duty control is supplied from the ECU 9 to a, 36a, each valve body 35b, 36
b is controlled by suction, whereby the pressure (negative pressure) supplied to the pressure chamber 31c of the pressure response device 31 is adjusted, the rod 31a is retracted as appropriate, and the opening degree of the EGR valve 30 is adjusted. is controlled.

Note that the opening degree of the intake throttle valve 21 is the same as that of the intake throttle valve 21.
A pressure sensor 38 is attached to the intake passage 3 on the downstream side of the installation position of 1 via an electromagnetic three-way switching valve (hereinafter referred to as "electromagnetic valve" as necessary) 37.
The opening degree of the EGR valve 30 is detected by the feedback signal sent to the ECU 9 from the pressure response device 3.
This is detected by a feedback signal sent to the ECU 9 from a position sensor 39 that detects the movement of the first rod 31a.

Then, the solenoid 37a of the electromagnetic valve 37
When a control signal is supplied from the ECU 9, each valve body 3
7b is designed to be suction-controlled, whereby the intake pressure downstream of the intake throttle valve 21 is supplied to the pressure sensor 38 via the passage 40, and when the valve body 37b of the electromagnetic valve 37 protrudes, the air filter 41 atmospheric pressure is supplied to the pressure sensor 38.

A position sensor 45 is also provided to detect the movement of the rod 22a of the pressure response device 22.
The opening degree of 1 is fed back to ECU9.

Furthermore, a regeneration mechanism (or regeneration auxiliary mechanism) that can promote the habitual use of DPO5 by supplying high-temperature gas for particulate combustion containing oxygen gas to DPO5 from diesel engine E is provided to burn the particulate collected in DPO5. The fuel injection timing control means 18 is composed of a fuel injection timing adjustment device (retard device) that retards the fuel injection timing of the injection pump 17.

When the injection pump 17 is configured as a distribution type injection pump, the fuel injection timing control means (retard device) 18 drives the timer piston with the oil pressure (fuel pressure) from the hydraulic pump. , hydraulic automatic timer (internal timer) that moves the relative position of the cam plate and roller.
is used.

Furthermore, fuel injection timing control means (retard device) 1
8 is a timer piston 18 as shown in FIG.
It is equipped with a solenoid valve 18b for a solenoid timer and a retard valve 18c for changing the state of the oil pressure p applied to the DPO5.
When trying to promote the regeneration of
Turn off the oil passage 51 and open the timer piston 1.
By preventing pressure oil p from being supplied to 8a, a retarded characteristic (low advance characteristic or full retard characteristic) regardless of the engine speed is realized, as shown by the symbol L in FIG.

In addition, in other cases, the retard valve 18
By turning on and off the solenoid valve 18b for the solenoid timer with the oil passage 51 turned on, that is, with the oil passage 51 closed, the characteristics shown with the symbol H in FIG.
It is possible to obtain the characteristics shown in (middle advanced characteristics).

Here, in FIG. 4, numerals 52 to 54 are orifices, 55 is a check valve, 56 is a regulating valve, 57 is a feed pump, 58 is a pump chamber, 59 is a plunger, 60 is a delivery valve, and 61 is a nozzle. There is.

Note that the oil pressure p acting on the timer piston 18a
A conventionally known timer control valve may be used as a means for changing the state of the timer control valve.

Further, the fuel injection amount is increased by the driver operating the accelerator pedal to correct the decrease in output due to the delay in the injection timing.

Furthermore, as shown in FIGS. 1 and 4, the injection pump 17 is provided with a diaphragm pressure response device 46 as an actuator for increasing idle.

This pressure-responsive device 46 is connected to the injection pump lever 1
Injection pump lever opening increasing arm (idle up control section) 46 that adjusts the minimum injection position of 7a
A pressure chamber 46c partitioned by the diaphragm 46b is equipped with an electromagnetic three-way switching valve (hereinafter referred to as "electromagnetic valve" as necessary).
Atmospheric pressure Vat through air filter 48 through 47
or the vacuum pressure Vvac from the vacuum pump 25 is introduced.

That is, when a control signal for duty control is supplied from the ECU 9 to the idle up actuator control solenoid 47a of the electromagnetic valve 47, the valve element 47b is suction-controlled, and thereby the pressure-responsive device 46 pressure chambers 46
The pressure (negative pressure) supplied to C is adjusted, the rod 46a is retracted as appropriate, and the idle up state (high speed idle state) is controlled.

By the way, the increase ΔQ in the fuel injection amount per one stroke of the injection pump 17 is determined by setting the retardation amount α, and by significantly reducing the thermal efficiency of the engine E, the increase in the average effective pressure is calculated as the effective work of the engine E. It does not appear and is released as heat loss. That is, the total amount of fuel per stroke Q
The amount of heat equivalent to is the sum of the amount of work and heat loss, but here, the amount of heat equivalent to the amount of fuel increase ΔQ is
By setting the retardation amount α, all of the heat is released as heat loss, suppressing the increase or decrease in the amount of work itself.However, the exhaust temperature rises due to such heat loss, and incomplete combustion products are oxidized and generated by the catalyst on DPO5. The combustion heat generated increases the exhaust temperature.

Therefore, in principle, by delaying (retarding) the injection timing and simultaneously increasing the fuel injection amount by operating the accelerator pedal by the driver, the exhaust gas temperature will increase and the combustion of the particulate on DPO5 will be inhibited. can be promoted,
DPO5 can be played back.

Further, a warning lamp 62 is provided in the vehicle interior as a display means for instructing that DPO5 should be regenerated.

To ECU 9, each sensor 10, 14 to 16, 1
9, 20, 38, 39, 42, 44 and switch 6
In addition to the detection signals from the clocks 3 and 64, the ECU 9 also receives signals from the clock 43 that keeps time.Receiving these signals, the ECU 9 performs the processes described below, and performs the processes appropriate for each process. control signal,
Exhaust introduction solenoid 12a, exhaust pressure sensor solenoid 11a, fuel injection timing control means 18,
Intake throttle valve open control solenoid 27a, intake throttle valve close control solenoid 28a, EGR valve close control solenoid 35a, EGR valve open control solenoid 36a, intake pressure sensor solenoid 37a, idle up actuator control solenoid 4
7a and a warning lamp 62, respectively.

The ECU 9 is configured with a CPU, an input/output interface, or a memory (including a map) such as RAM or ROM, and is a regeneration control means for controlling the operation of the fuel injection timing control means 18.
RM, the EGR amount control means EM that controls the operation of the EGR valve 30, the intake throttle amount control means IM that controls the operation of the intake throttle valve 21, and the first detection means D1. A first control means M that outputs a signal to cause the warning lamp 62 to display a message indicating that the DPO5 should be regenerated when the collected amount exceeds a predetermined value (for example, 80 g).
1. In response to the signals from the first and second detection means D1 and D2, the amount collected by the DPO 5 is equal to or greater than a predetermined value (e.g. 80 g), and the diesel engine E is in a required operating state (e.g. (idling operation state), outputs a fuel injection timing retard signal to the fuel injection timing control means (retard device) 18, outputs a high-speed idle signal to the idle up actuator control solenoid 47a,
EGR to EGR valve control solenoid 35a, 36a
It has the function of a second control means M2 that outputs a signal for driving the valve 30 to the open side and outputs a signal for driving the intake throttle valve 21 to the closing side to the intake throttle valve control solenoids 27a and 28a. are doing.

The basis for determining whether a predetermined amount or more of particulate matter has been collected in DPO5 is as follows:
In addition to using information on the pressure drop between the upstream and downstream of the DPO and the pressure drop between the upstream and downstream of the muffler, information on the integrated value of the engine speed or information on the product of the engine speed and the lever opening degree may be used.

The processing flow of this apparatus will be explained below using FIG. 7. First, in step a1, it is determined whether forced regeneration is necessary.

If YES in step a1, it is determined in step a2 whether the cooling water temperature is above a predetermined value (for example, 55° C.), and if YES in step a2, the warning lamp 62 is turned on.
Such processing is mainly performed by the first control means M1 described above.

By lighting the warning lamp 62 in this manner, the occupant knows that forced regeneration is necessary. When regenerating DPO5, it is necessary to put the diesel engine E into idle operation, so if the passenger follows this and stops the vehicle and puts the diesel engine E into idle operation, the YES route will be taken in step a4. .

Note that when the engine is not in an idling state [when the clutch is on or in a connected state (specifically, the clutch switch 52 is on) or when the transmission is not in neutral (specifically, the neutral switch 53 is off) Also included. ] repeats the process of step a4.

As mentioned above, if step a4 is YES,
At steps a5, a6, a7, and a8, the idle up actuator is turned on, the engine speed is increased to, for example, 3000 rpm, and the engine is in a high idle state, the injection timing is retarded by 16°A, and the EGR valve 3 is turned on.
0 is driven to the open side to increase the EGR amount, and the intake throttle valve 21 is driven to the closed side. Such control is mainly performed by the second control means M2 mentioned above.

As a result, the particulate that was normally collected in DPO5 starts to burn, and the DPO inlet temperature Tin,
Since the DPO internal temperature Tf and the DPO outlet temperature To rise as shown in Figure 5, in the next step a9
Detect DPO temperature Tin；To；Tf, step a10
It is determined whether this DPO temperature is higher than a predetermined value (for example, 600°C).

If the DPO temperature is over 600℃, the DPO5
Since there is a risk of melting or cracking, the regeneration stop mode is entered in step a11.

However, if the DPO temperature is not above 600℃,
At step a12, it is determined again whether it is in the idling state, and if it is YES at step a11,
At step a14, counter addition is started, and at step a15, it is determined whether a predetermined time (for example, around 2 minutes) has elapsed. As long as the predetermined time has not elapsed, steps a12 and a14 are repeated.
At this time, if the idling state is no longer maintained (including when operating the clutch pedal or changing the shift), proceed to step a13.
immediately enters playback stop mode.

When the predetermined time has passed, steps a16, a17,
At a18 and a19, cancel the injection timing retard, turn off the idle up actuator, return the EGR amount to the normal level, open the intake throttle valve 21,
Cancel DPO playback operation.

After that, in step a20, the warning lamp 62 is turned off, and in step a21,
Reset the counter.

In addition, if forced regeneration is not required, the cooling water temperature is 55℃.
If not, return. That is, in this case, forced regeneration of DPO5 is not performed.

In this way, the regeneration of DPO5 is automatically performed under predetermined conditions, so it is possible to avoid overloading of the particulate, and it is possible to sufficiently prevent deterioration of engine performance and damage to DPO. It is.

8 to 10 show a regeneration device for a diesel particulate collection member as a second embodiment of the present invention, in which FIG. 8 is an overall configuration diagram thereof, FIG. 9 is a block diagram thereof, and FIG. is a flowchart showing the control procedure;
The same reference numerals as in FIG. 7 indicate almost the same parts.

In this second embodiment, when the DPO 5 is clogged, a message to that effect is displayed to the occupant, and if the occupant wishes to regenerate the DPO 5 according to this display, the system is operated under predetermined engine operating conditions. This allows the DPO to be forcibly regenerated.
While some of the embodiments were of fully automatic type, this second embodiment is of semi-automatic type.

For this purpose, a manual forced regeneration switch 65 (see FIG. 9) is provided in the vehicle interior, which outputs a DPO regeneration request signal when the passenger closes the switch.

Then, to the ECP9, each sensor 10, 14 ~
Detection signals from switches 16, 19, 20, 38, 39, 42, and 44, switches 63 and 64, and signals from a clock 43 that keeps time are input, as well as a signal from a forced regeneration switch 65. Upon receiving these signals, the ECU 9 performs the processes described below, and sends control signals suitable for each process to the exhaust introduction solenoid 12a, the exhaust pressure sensor solenoid 11a, the fuel injection timing control means 18, and the intake throttle. Valve open control solenoid 27a, intake throttle valve close control solenoid 28a, EGR valve close control solenoid 35a, EGR valve open control solenoid 3
6a, intake pressure sensor solenoid 37a, first and second idle up actuator control
The signals are output to solenoids 66a and 70a (described later) and a warning lamp 62, respectively.

Further, the ECU 9 according to this embodiment is configured with a CPU, an input/output interface, or a memory (including a map) such as a RAM or ROM, and has a regeneration control means for controlling the operation of the fuel injection timing control means 18. RM, the EGR amount control means EM that controls the operation of the EGR valve 30, the intake throttle amount control means IM that controls the operation of the intake throttle valve 21, and the first detection means D1. A first control means M1, a second detection means D2 and Upon receiving the signal from the forced regeneration switch 65, the diesel engine E is in a required operating state (for example, an idling operating state), and the forced regeneration switch 65 is activated.
When the DPO playback desired signal is input from 5,
A fuel injection timing retard signal is output to the retard device (fuel injection timing control means) 18, a high-speed idle signal is output to the idle up actuator control solenoids 66a, 70a, and the EGR valve control solenoids 35a, 36a. A second control means M that outputs a signal for driving the EGR valve 30 to the open side and outputs a signal for driving the intake throttle valve 21 to the closing side to the intake throttle valve control solenoids 27a and 28a.
It has two functions.

Note that the diaphragm 4 of this pressure response device 46
In the pressure chamber 46c partitioned by 6b, there is an atmospheric passage 63 that introduces atmospheric pressure Vat through an air filter 67.
and the vacuum pressure from the vacuum pump 25.
A vacuum passage 69 that guides Vvac is connected to these passages 68 and 69, respectively. A solenoid valve 70 (also referred to as an "electromagnetic valve") is interposed therein.

Then, when a control signal by duty control is supplied from the ECU 9 to the first and second solenoids 66a and 70a for controlling the idle up actuator of each solenoid valve 66 and 70, each valve body 66b,
70b is controlled by suction, and thereby the pressure (negative pressure) supplied to the pressure chamber 46c of the pressure response device 46 is adjusted, and the rod 46a is appropriately retracted, resulting in an idle-up state (high-speed idle). state) is controlled.

The processing flow of this apparatus will be explained below using FIG. 10. First, in step A1, it is determined whether forced regeneration is necessary.

If YES in step A1, it is determined in step A2 whether the cooling water temperature is above a predetermined value (for example, 55° C.), and if YES in step A2, the warning lamp 62 is turned on.
Such processing is mainly performed by the first control means M1 described above.

By lighting the warning lamp 62 in this manner, the occupant knows that forced regeneration is necessary. When regenerating DPO5, it is necessary to bring the diesel engine E to idle operation, so if the occupants follow this instruction and stop the vehicle, the diesel engine E must be brought to idle operation.
When you turn on the forced regeneration switch 65 inside the vehicle,
This forced regeneration switch 65 outputs a DPO regeneration desired signal. This will take you to the next step A4.
Take the YES route.

In step A5, it is determined whether the clutch is on or in contact (specifically, clutch switch 52 is on), and in step A6, the transmission is in neutral (specifically, neutral switch 53 is on). It is determined whether And in both steps A5 and A6
If YES, steps A7, A8, A9, A10
Then, turn on the idle up actuator to raise the engine speed to, for example, 3000 rpm to create a high-speed idle state, retard the injection timing by 16°A, and drive the EGR valve 30 to the open side to activate the EGR.
The amount is increased to drive the intake throttle valve 21 toward the closing side. Such control is mainly performed by the second control means M2 mentioned above.

As a result, the particulate that was normally collected in DPO5 starts to burn, and the DPO inlet temperature Tin,
As in the previous embodiment, the DPO internal temperature Tf and the DPO outlet temperature To rise as shown in FIG. 5, so the DPO temperature is detected in the next step A11.
In step A12, this DPO temperature is set to a predetermined value (e.g.
600℃) or higher.

If the DPO temperature is over 600℃, the DPO5
Since there is a risk of melting and damage or cracking, the regeneration stop mode is entered in step A13.

However, if the DPO temperature is not above 600℃,
At steps A14 and A15, it is determined again whether the clutch is on and whether the transmission is in neutral, and whether or not the clutch is on is determined again.
If YES in step A16, counter addition is started, and in step A17 it is determined whether a predetermined time (for example, around 2 minutes) has elapsed. The step will not work until the specified time has elapsed.
Repeat steps A14, A15, A16, and A17. At this time, if you operate the clutch pedal or change the shift, proceed to step A18.
Press A19 to immediately enter playback stop mode.

When the predetermined time has passed, steps A20, A21,
At A22 and A23, the injection timing retard is canceled, the idle up actuator is turned off, the EGR amount is returned to normal, and the intake throttle valve 21 is opened.
Cancel DPO playback operation.

Thereafter, in step A24, the warning lamp 62 is turned off, and in step A25,
Reset the counter.

In addition, if forced regeneration is not required, the cooling water temperature is 55℃.
If this is not the case, and if the occupant does not desire forced regeneration, the process returns. That is, in this case, forced regeneration of DPO5 is not performed.

In this way, by setting conditions that ensure the regeneration of DPO5 and respecting the will of the occupants, it is possible to avoid overloading of the particulate, which can reduce engine performance and reduce DPO. Damage etc. can be sufficiently prevented.

Note that numerals 49 and 49' in FIGS. 1 and 8 indicate water traps (steam/water separators).

Further, as the display means, in addition to an indicator lamp, a text display or an audio display may be used.

Furthermore, as the clock 43, a built-in clock in the ECU 9 may be used.

The present device can also be applied to regenerating a diesel particulate collection member that does not have a catalyst (usually referred to as a diesel particulate filter or DPF).

As described in detail above, according to the diesel particulate collection member regeneration device of the present invention, in a diesel engine having a fuel injection pump with a retard device and an idle-up actuator, the exhaust passage of the diesel engine is A diesel particulate collection member disposed to collect particulate matter from the combustion chamber, and an exhaust gas recirculation amount control valve that opens and closes an exhaust gas recirculation passage interposed between the exhaust passage and the intake passage. a first detection means for detecting the amount of particulate matter collected in the diesel particulate collection member; a second detection means for detecting the operating state of the diesel engine; and display means for instructing regeneration of the rate collection member, and in response to the signal from the first detection means, the amount of collection collected by the diesel particulate collection member is set to a predetermined value. a first control means for outputting a signal for causing the display means to display a message indicating that the diesel particulate collection member should be regenerated when the In response to a signal from the detection means, when the amount of diesel particulate collected by the diesel particulate collection member is equal to or greater than a predetermined value and the diesel engine is in an idling operating state, the retardation device is activated. The invention is simple in that a second control means is provided which outputs a fuel injection timing retard signal, outputs a high-speed idle signal to the actuator, and outputs a signal to the exhaust gas recirculation amount control valve to drive it to the open side. With this configuration, if the diesel particulate collection member becomes clogged, this fact is displayed to the occupants, and the diesel particulate collection member can be automatically forcibly regenerated under idling operating conditions. ,
This has the advantage of reliably preventing a reduction in engine output and damage to the diesel particulate collection member.

Further, according to the regeneration device for a diesel particulate collection member of the present invention, in a diesel engine having a fuel injection pump with a retard device and an idle-up actuator, particulate matter from the combustion chamber of the diesel engine is disposed in the exhaust passage. and an exhaust gas recirculation amount control valve for opening and closing an exhaust gas recirculation passage interposed between the exhaust passage and the intake passage. a first detection means for detecting the amount of particulate matter collected on the diesel particulate collection member; a second detection means for detecting the operating state of the diesel engine; A display means for instructing regeneration, and a manual switch for outputting a signal for regenerating the diesel particulate collection member are provided, and upon receiving the signal from the first detection means, the diesel particulate collection member is activated. a first control means for outputting a signal for causing the display means to display a message indicating that the diesel particulate collecting member should be recycled when the amount collected by the member exceeds a predetermined value; is provided, and in response to the signals from the second detection means and the manual switch, it is determined that the diesel engine is in an idling operating state and that the diesel particulate collection member regeneration request signal has been input. At times, the control unit outputs a fuel injection timing retard signal to the retard device, outputs a high-speed idle signal to the actuator, and outputs a signal to the exhaust gas recirculation amount control valve to drive it to the open side. It has a simple configuration in which two control means are provided, and when the diesel particulate collection member becomes clogged, a message to that effect is displayed to the passenger, and the passenger can also remove the diesel particulate by following the display. If you wish to regenerate the diesel particulate collection member, it is possible to forcibly regenerate the diesel particulate collection member under idling operating conditions, which will prevent engine output from decreasing or damage to the diesel particulate collection member. It has the advantage of being preventable.

[Brief explanation of drawings]

1 to 7 show a regeneration device for a diesel particulate collection member as a first embodiment of the present invention, in which FIG. 1 is an overall configuration diagram thereof, FIG. 2 is a block diagram thereof, and FIG. Figure 4 is a diagram showing the arrangement of the idle-up actuator, Figure 4 is a hydraulic system diagram for the retardation device, Figures 5 and 6 are graphs explaining their functions, and Figure 7 is their diagram. This is a flowchart showing the control procedure, and the eighth
Figures 1 to 10 show a regeneration device for a diesel particulate collection member as a second embodiment of the present invention. Figure 8 is its overall configuration, Figure 9 is its block diagram, and Figure 10 is its diagram. This is a flowchart showing the control procedure. 1... Cylinder block, 2... Cylinder head, 3... Intake passage, 4... Exhaust passage, 5... Diesel particulate collection member (DPO), 6
...Muffler, 7...Turbo charger, 8...
Heat retention tube, 9...Electronic control unit (ECU), 10...
Pressure sensor, 11, 12...Solenoid three-way switching valve,
11a, 12a...Solenoid, 13...Air filter, 14-16...Temperature sensor, 17...Injection pump, 18...Fuel injection timing control means (retard device) constituting the regeneration mechanism, 18a...Timer piston , 18b... solenoid valve, 18c...
...Retard valve, 19...Injection pump lever opening sensor, 20...Engine speed sensor, 21
...Intake throttle valve, 22...Pressure response device, 22a
...Rod, 22b...Diaphragm, 22c...
...Pressure chamber, 23... Air filter, 24... Atmospheric passage, 25... Vacuum pump, 26... Vacuum passage, 27, 28... Solenoid valve, 27a, 2
8a... Solenoid, 27b, 28b... Valve body,
29...EGR passage, 30...EGR valve, 31...
Pressure response device, 31a... Rod, 31b... Diaphragm, 31c... Pressure chamber, 32... Air filter, 33... Atmospheric passage, 34... Vacuum passage, 35-37... Solenoid valve, 35a, 36a,
37a...Solenoid, 35b, 36b, 37b
... Valve body, 38 ... Pressure sensor, 39 ... Position sensor, 40 ... Passage, 41 ... Air filter, 42 ... Vehicle speed sensor, 43 ... Clock, 4
4... Water temperature sensor, 45... Potentiometer,
46... Pressure response device as an actuator for idle up, 46a... Rod, 46b...
Diaphragm, 46c...Pressure chamber, 46d...Injection pump lever opening increasing arm, 47...Solenoid valve, 47a...Solenoid, 47b...Valve body, 4
8... Air filter, 49, 49'... Water trap, 50, 51... Oil path, 52-54...
Orifice, 55...Check valve, 56...
Regulating valve, 57...Feed pump, 58...Pump chamber, 59...Plunger,
60...Delivery valve, 61...Nozzle, 62
...warning lamp as a display means, 63
...Clutch switch, 64...Neutral switch, 65...Forced regeneration switch as a manual switch, 66...Solenoid valve, 66a...Solenoid, 66b...Valve body, 67...Air filter, 68...Atmospheric passage , 69... Vacuum passage, 70... Solenoid valve, 70a... Solenoid, 7
0b... Valve body, D1... First detection means, D2...
Second detection means, E...diesel engine, EM
...EGR amount control means, IM...Intake throttle amount control means, M1...First control means, M2...Second control means, RM...Regeneration control means.

Claims (1)

[Scope of Claims] 1. In a diesel engine having a fuel injection pump with a retard device and an idle-up actuator, a diesel particulate filter is provided in an exhaust passage of the diesel engine to collect particulate matter from a combustion chamber of the diesel engine. A rate collection member and an exhaust gas recirculation amount control valve for opening and closing an exhaust gas recirculation passage interposed between the exhaust passage and the intake passage are provided, and the diesel particulate matter collected by the diesel particulate collection member is provided. A first detection means for detecting the amount of collected particulate matter, a second detection means for detecting the operating state of the diesel engine, and a display means for instructing regeneration of the diesel particulate collection member are provided. In response to a signal from the first detection means, when the amount of diesel particulate collected by the diesel particulate collection member exceeds a predetermined value, the display means displays the diesel particulate collected by the diesel particulate collection member. A first control means is provided for outputting a signal to indicate that the component should be recycled, and the first and second control means are provided.
In response to a signal from the detection means, when the amount of diesel particulate collected by the diesel particulate collection member is equal to or greater than a predetermined value and the diesel engine is in an idling operating state, the retardation device is activated. A second control means is provided for outputting a fuel injection timing retard signal, outputting a high-speed idle signal to the actuator, and outputting a signal to the exhaust gas recirculation amount control valve for driving it to the open side. A regeneration device for a diesel particulate collection member, characterized by: 2. In a diesel engine having a fuel injection pump with a retard device and an idle-up actuator, a diesel particulate collection member disposed in the exhaust passage to collect particulate from the combustion chamber of the diesel engine; An exhaust gas recirculation amount control valve for opening and closing an exhaust gas recirculation passage interposed between the exhaust passage and the intake passage is provided to control the amount of particulate matter collected in the diesel particulate collection member. a first detection means for detecting, a second detection means for detecting the operating state of the diesel engine, a display means for instructing regeneration of the diesel particulate collection member, and a display means for instructing regeneration of the diesel particulate collection member. A manual switch is provided for outputting a desired signal, and upon receiving the signal from the first detection means, when the amount of collected diesel particulate collected by the diesel particulate collection member exceeds a predetermined value, A first control means is provided for outputting a signal to the display means to indicate that the diesel particulate collecting member should be regenerated, and a first control means for outputting a signal from the second detection means and the manual switch. Accordingly, the diesel engine is under idle operation, and
When the diesel particulate collection member regeneration request signal is input, a fuel injection timing retard signal is output to the retard device, a high-speed idle signal is output to the actuator, and the exhaust recirculation control valve is outputted to the actuator. A regeneration device for a diesel particulate collection member, characterized in that a second control means is provided for outputting a signal for driving the heel to the open side.