JPH0433964B2 - - Google Patents

Info

Publication number
JPH0433964B2
JPH0433964B2 JP7649482A JP7649482A JPH0433964B2 JP H0433964 B2 JPH0433964 B2 JP H0433964B2 JP 7649482 A JP7649482 A JP 7649482A JP 7649482 A JP7649482 A JP 7649482A JP H0433964 B2 JPH0433964 B2 JP H0433964B2
Authority
JP
Japan
Prior art keywords
exhaust
filter
engine
regeneration
throttle valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP7649482A
Other languages
Japanese (ja)
Other versions
JPS58195008A (en
Inventor
Taiichi Mori
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP57076494A priority Critical patent/JPS58195008A/en
Publication of JPS58195008A publication Critical patent/JPS58195008A/en
Publication of JPH0433964B2 publication Critical patent/JPH0433964B2/ja
Granted legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021Exhaust 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
    • F01N3/031Exhaust 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 having means for by-passing filters, e.g. when clogged or during cold engine start
    • F01N3/032Exhaust 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 having means for by-passing filters, e.g. when clogged or during cold engine start during filter regeneration only
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • F01N13/017Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel the purifying devices are arranged in a single housing
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021Exhaust 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
    • F01N3/023Exhaust 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
    • F01N3/027Exhaust 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 electric or magnetic heating means

Description

【発明の詳細な説明】 本発明はデイーゼルエンジン(圧縮着火機関)
の排気ガス処理装置に関し、更に詳しくは、排気
ガス中に含まれるカーボン粒子及びそれと同様な
粒状物(以下、排気微粒子又はパテイキユレート
という)を物理的方法によつて適切なフイルタに
捕集し、捕集された排気微粒子を周期的に焼却
し、フイルタを再生するに適した排気微粒子除去
装置に関する。
[Detailed Description of the Invention] The present invention is a diesel engine (compression ignition engine)
More specifically, regarding the exhaust gas treatment device of The present invention relates to an exhaust particulate removal device suitable for periodically incinerating collected exhaust particulates and regenerating a filter.

この種の排気微粒子はカーボン粒子のように可
燃性のものがほとんどで、このような可燃性の微
粒子をフイルタに捕集し、捕集された微粒子を焼
却してフイルタを再生するには、エンジンを高
速、高負荷で運転し、排気温度をパテイキユレー
トの自然温度(自然発火燃焼する温度)以上に上
げてパテイキユレートを一気に焼却するか、エン
ジンをアイドル状態にして、排気流速を最低に
し、電気ヒータ等でパテイキユレートに着火し、
火床の伝播により徐々にパテイキユレートを焼却
する方法が考えられている。車輛用デイーゼルエ
ンジンの場合、前者の方法では運転者は定期的に
ギヤを落してエンジンの回転数を上げて走つた
り、高速道路を走つたりしなくてはならなく、後
者の方法では運転者はしばらくの間(数分間)車
両をアイドリング状態で放置しておかなくてはい
けない。両者とも運転者は定期的に車両を自分の
目的とは違つた使い方をしなくてはならなく大変
不便であり、手間がかかる。また、運転状態に関
係なく電気ヒータ等でパテイキユレートを着火、
燃焼させようとすれば、着火ミスや着火後の吹き
消えが起る可能性がある。パテイキユレートの着
火後、燃焼が途中で吹き消えると着火装置のまわ
りのパテイキユレートだけは焼却されてしまつて
いるので、再着火は不可能となる。
Most of these types of exhaust particulates are flammable, such as carbon particles, and in order to collect these flammable particulates in a filter, incinerate the collected particulates, and regenerate the filter, the engine Either operate the engine at high speed and high load to raise the exhaust temperature above the natural temperature of the particulate (the temperature at which it spontaneously ignites and burns) to incinerate the particulate all at once, or run the engine at idle, reduce the exhaust flow velocity to the minimum, and use an electric heater, etc. ignite the patty cube,
A method of gradually incinerating particulate by propagation of the fire bed has been considered. In the case of vehicle diesel engines, the former method requires the driver to periodically lower the gear and increase the engine speed to drive or drive on a highway, while the latter method The person must leave the vehicle idling for a period of time (several minutes). In both cases, the driver must periodically use the vehicle in a manner other than its intended purpose, which is extremely inconvenient and time-consuming. In addition, regardless of the operating condition, the particulate can be ignited using an electric heater, etc.
If you try to burn it, there is a possibility that it will ignite incorrectly or blow out after ignition. After the particulate ylate is ignited, if the combustion is blown out midway through, only the particulate ylate around the ignition device has been incinerated, making it impossible to re-ignite it.

本発明の目的は、フイルタに捕集したパテイキ
ユレートを焼却する際、エンジンの運転状態の如
何にかかわらず、フイルタを含む排気通路の排気
流速をパテイキユレートの着火及び燃焼に最適な
値にすることである。また、パテイキユレート焼
却中にエンジンの運転状態が変化しても、それに
対応して最適な排気流速を得られるようにし、捕
集したパテイキユレートを確実に焼却することで
ある。
An object of the present invention is to set the exhaust flow velocity in the exhaust passage including the filter to an optimum value for ignition and combustion of the particulate matter, regardless of the operating state of the engine, when incinerating the particulate matter collected in the filter. . Furthermore, even if the operating state of the engine changes during particulate matter incineration, the optimum exhaust flow velocity can be obtained in response to the change, and the collected particulate matter can be reliably incinerated.

このような目的を実現するために、本発明によ
ると、デイーゼルエンジンの排気通路を少なくと
も2つに分割し、該排気通路の少なくとも1つの
排気通路に排気微粒子を捕集可能なフイルタを設
けると共に、該フイルタにフイルタを再生する再
生着火手段を設け、前記フイルタの再生が行われ
る際は、該フイルタに対応する排気通路側の排気
流速を特定の範囲内に収めるように、エンジンの
排気ガス流量に応じて段階的に絞られる排気絞り
弁を設けて成るデイーゼルエンジンの排気微粒子
除去装置が提案される。
In order to achieve such an object, according to the present invention, the exhaust passage of a diesel engine is divided into at least two parts, and at least one of the exhaust passages is provided with a filter capable of collecting exhaust particulates. The filter is provided with a regeneration ignition means for regenerating the filter, and when the filter is regenerated, the exhaust gas flow rate of the engine is adjusted so that the exhaust flow velocity on the exhaust passage side corresponding to the filter is kept within a specific range. An exhaust particulate removal device for a diesel engine is proposed which is provided with an exhaust throttle valve that is throttled in stages accordingly.

本発明によれば、フイルタの再生が行われる際
は、当該フイルタに対応する排気通路側の排気流
速が特定の範囲内に収まるように、エンジンの排
気ガス流量に応じて当該フイルタ側の排気絞り弁
が段階的に制御される。したがつて、フイルタを
通過する排気ガス流速はエンジンの運転条件に関
係なく再生が最適に行われるような条件に設定さ
れる。したがつて、電気ヒータによつて排気微粒
子を加熱し着火する再生作用がエンジンの運転条
件により左右されず、安定した再生作用が行わ
れ、あらかじめ予定された所定の時間にて再生を
終了することができる。
According to the present invention, when a filter is regenerated, the exhaust throttle on the filter side is adjusted according to the exhaust gas flow rate of the engine so that the exhaust flow velocity on the exhaust passage side corresponding to the filter falls within a specific range. The valves are controlled in stages. Therefore, the flow rate of the exhaust gas passing through the filter is set to such a condition that regeneration is optimally performed regardless of the operating conditions of the engine. Therefore, the regeneration action of heating and igniting exhaust particulates by the electric heater is not affected by engine operating conditions, and stable regeneration action is performed, and regeneration is completed at a predetermined time scheduled in advance. I can do it.

以下、添付図面を参照し本発明の実施例につい
て詳細に説明する。
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

第1図及び第2図において、デイーゼルエンジ
ンの排気マニホルドの直後に本発明の排気微粒子
(パテイキユレート)除去装置を取り付けた実施
例を示している。本発明の装置は排気マニホルド
1と排気管2との間に設置され、ケーシング10
の内部には電気ヒータ部11、フイルタ部12、
排気調節部13が設けられ、これらを含むケーシ
ング10の内部は隔壁3によつて排気通路14を
2つに分割している。
1 and 2 show an embodiment in which the exhaust particulate removal device of the present invention is installed immediately after the exhaust manifold of a diesel engine. The device of the present invention is installed between the exhaust manifold 1 and the exhaust pipe 2, and the casing 10
Inside there are an electric heater section 11, a filter section 12,
An exhaust gas adjustment section 13 is provided, and the interior of the casing 10 including these is divided into two exhaust passages 14 by a partition wall 3 .

ケーシング10の2つの排気通路14a,14
bにはそれぞれフオームフイルタ12a,12b
が圧入されている。これらのフオームフイルタ1
2a,12bは公知の三次元の網目構造体で、そ
の内部を排気ガスが流通可能でありかつ排気ガス
中に含まれている排気微粒子をその網目間に捕集
することができるようになつている。電気ヒータ
部11は、各フオームフイルタ12a,12bの
上流側でそれらに密着するように配線された電気
ヒータ線11a,11bから成る。各電気ヒータ
線11a,11bはそれらの一端が線16a,1
6bを介して電子コントローラ20に接続されて
おり、それらの他端はアースされている。排気調
節部13はフイルタ部12の下流にあり、各排気
通路14a,14bを別個にほとんど閉じてしま
うことのできる排気絞り弁13a,13bから成
る。各排気絞り弁13a,13bはバキユームア
クチユエータ17a,17bによつてそれぞれ開
閉動作が行なわれ、各バキユームアクチユエータ
17a,17bにはバキユームポンプ4からの負
圧が負圧切換弁(VSV)18a,18bを介し
てそれぞれ伝えられるようになつている。VSV
18a,18bは後述する如く電子コントローラ
からのデユーテイ比電流により作動し、VSV1
8a,18bの大気絞り19a,19bを通して
加わる大気圧とバキユームポンプ4から伝えられ
る負圧とから所定の負圧を生じ、その所定負圧を
バキユームアクチユエータ17a,17bに伝え
て、排気絞り弁13a,13bを所定の開度まで
閉じることができる。
Two exhaust passages 14a, 14 of casing 10
form filters 12a and 12b, respectively.
is press-fitted. These form filters 1
Reference numerals 2a and 12b are known three-dimensional mesh structures, through which exhaust gas can flow and exhaust particles contained in the exhaust gas can be collected between the meshes. There is. The electric heater section 11 consists of electric heater wires 11a and 11b that are wired upstream of each of the foam filters 12a and 12b so as to be in close contact with them. Each electric heater wire 11a, 11b has one end connected to the wire 16a, 1
6b to the electronic controller 20, and their other ends are grounded. The exhaust regulating section 13 is located downstream of the filter section 12 and consists of exhaust throttle valves 13a, 13b which can substantially close each exhaust passage 14a, 14b separately. Each exhaust throttle valve 13a, 13b is opened and closed by a vacuum actuator 17a, 17b, and each vacuum actuator 17a, 17b receives negative pressure from the vacuum pump 4 through a negative pressure switching valve. (VSV) 18a and 18b, respectively. VSV
18a and 18b are operated by the duty ratio current from the electronic controller as described later, and VSV1
A predetermined negative pressure is generated from the atmospheric pressure applied through the atmospheric throttles 19a, 19b of 8a, 18b and the negative pressure transmitted from the vacuum pump 4, and the predetermined negative pressure is transmitted to the vacuum actuators 17a, 17b to exhaust air. The throttle valves 13a and 13b can be closed to a predetermined opening degree.

第3図は排気絞り弁13a,13bの開閉とフ
オームフイルタ12a,12bの再生との関係を
示した図である。通常は両方の排気絞り弁13
a,13bはともに全開の状態になつている。こ
の場合排気ガスが両方のフイルタ12a,12b
を通過し、この間に排気微粒子がフイルタ12
a,12bに捕集される。フイルタ再生時期は例
えばエンジン積算回転数あるいは車輛の走行距離
に基づいて定めることができ、これらの値がある
一定値を越えた時再生を開始する。このためにフ
イルタ再生開始及び終了信号が電子コントローラ
20に入力される(第2図)。フイルタ再生時期
になると、先ず排気絞り弁13aが閉じて排気通
路14aが閉じられる。これによつてフイルタ1
2aを通過する排気流量が落ちる。排気絞り弁1
3aが閉じると同時にフイルタ12aの前面に配
線された電気ヒータ11aに通電され、フイルタ
12aの前面に捕集されていた排気微粒子が着火
され、排気の流れに吹かれて排気微粒子の燃焼は
フイルタ12aの内部及び後部全域へと伝播して
いく。電気ヒータ11aは電子コントローラ20
タイマ(図示せず)により排気微粒子が確実に着
火できる時間通電された後電源が切られる。排気
絞り弁13aはフイルタ12aがほぼ確実に再生
される時間が経過した後(例えば3分後)全開に
戻る。排気絞り弁13aが閉じている間、排気ガ
スは主としてもう一方の排気通路14bを流れ、
フイルタ12bにより排気微粒子の捕集が行なわ
れる。
FIG. 3 is a diagram showing the relationship between opening and closing of the exhaust throttle valves 13a and 13b and regeneration of the foam filters 12a and 12b. Normally both exhaust throttle valves 13
a and 13b are both fully open. In this case, the exhaust gas passes through both filters 12a and 12b.
During this period, the exhaust particles pass through the filter 12.
a, 12b. The filter regeneration timing can be determined based on, for example, the cumulative number of engine revolutions or the distance traveled by the vehicle, and regeneration is started when these values exceed a certain value. For this purpose, filter regeneration start and end signals are input to the electronic controller 20 (FIG. 2). When it is time to regenerate the filter, first the exhaust throttle valve 13a is closed and the exhaust passage 14a is closed. This allows filter 1
The exhaust flow rate passing through 2a decreases. Exhaust throttle valve 1
3a closes, the electric heater 11a wired to the front of the filter 12a is energized, and the exhaust particulates collected on the front side of the filter 12a are ignited, and the exhaust particulates are blown by the exhaust flow and burned by the filter 12a. It spreads to the entire interior and rear area of the vehicle. The electric heater 11a is controlled by an electronic controller 20
A timer (not shown) keeps the power on for a period of time to ensure that exhaust particulates can be ignited, and then the power is turned off. The exhaust throttle valve 13a returns to its full open state after a period of time (for example, after 3 minutes) during which the filter 12a is almost certainly regenerated. While the exhaust throttle valve 13a is closed, the exhaust gas mainly flows through the other exhaust passage 14b,
Exhaust particulates are collected by the filter 12b.

次に排気絞り弁13bが閉じかつ電気ヒータ1
1bに通電されてフイルタ12bが、前述のフイ
ルタ12aと同様に、再生される。フイルタ12
a及び12bとも再生が終了すると、次のフイル
タ再生時期まで排気絞り弁13a,13bはとも
に全開のままでありフイルタ12a及び12bに
より排気微粒子の捕集が行なわれる。
Next, the exhaust throttle valve 13b is closed and the electric heater 1
1b is energized and the filter 12b is regenerated in the same manner as the filter 12a described above. Filter 12
When regeneration of both a and 12b is completed, exhaust throttle valves 13a and 13b both remain fully open until the next filter regeneration time, and exhaust particulates are collected by filters 12a and 12b.

第4図はフイルタ再生中の排気絞り弁13a,
13bの作動制御説明図である。デイーゼルエン
ジンの排気ガス量はエンジン回転数と密接に関係
することから、エンジン回転数をパラメータとし
て排気絞り弁13a,13bによる排気流速制御
をするのが簡単でかつ制御性が良いと考えられ
る。フイルタ再生に適した排気流速には、ある許
容範囲(第4図上部の斜線で示す範囲)があり排
気絞り弁13a,13bをある開度に閉じたと
き、エンジン回転数が変化しても排気流速が許容
範囲内に収まる限りは、弁開度は一定で良いの
で、第4図のごとく、弁開度はエンジン回転数の
上昇につれて段階的に小さくなつて行くようにす
る。このように弁開度を段階的に変えて行くに
は、排気絞り弁13a,13bを駆動させるバキ
ユームアクチユエータ17a,17bに加える負
圧を段階的に上げて行けば良く、この負圧は
VSV18a,18bをDuty比制御することによ
り得られる。
Figure 4 shows the exhaust throttle valve 13a during filter regeneration.
It is an explanatory diagram of operation control of 13b. Since the amount of exhaust gas in a diesel engine is closely related to the engine speed, it is thought that controlling the exhaust flow rate using the exhaust throttle valves 13a and 13b using the engine speed as a parameter is simple and provides good controllability. There is a certain permissible range (range indicated by diagonal lines at the top of Figure 4) for the exhaust flow velocity suitable for filter regeneration. As long as the flow velocity is within the allowable range, the valve opening may be kept constant, so as shown in FIG. 4, the valve opening is made smaller in stages as the engine speed increases. In order to change the valve opening in stages in this way, the negative pressure applied to the vacuum actuators 17a and 17b that drive the exhaust throttle valves 13a and 13b can be increased in stages, and this negative pressure teeth
This is obtained by controlling the duty ratio of the VSVs 18a and 18b.

なお、上述の実施例ではフイルタ12a,12
bの下流側にバタフライ式の排気絞絞り弁13
a,13bを設け、バキユームポンプ4により負
圧を発生させ、その負圧でバキユームアクチユエ
ータ17a,17bを作動し、排気絞り弁13
a,13bを動かすようにしたものである。この
ような排気絞り弁13a,13bの作動方式に代
えて、パルスモータ等を用いて前述と同様に排気
絞り弁13a,13bを動かすこともできる。ま
た、上述の実施例では、排気絞り弁13a,13
bをフイルタ12a,12bの下流側に設けた
が、これらをその上流側の各排気通路14a,1
4bに設けても同様の効果が得られる。
In addition, in the above-mentioned embodiment, the filters 12a, 12
A butterfly type exhaust throttle valve 13 is installed on the downstream side of b.
a, 13b, the vacuum pump 4 generates negative pressure, the negative pressure operates the vacuum actuators 17a, 17b, and the exhaust throttle valve 13
A and 13b are moved. Instead of this method of operating the exhaust throttle valves 13a, 13b, the exhaust throttle valves 13a, 13b may be moved in the same manner as described above using a pulse motor or the like. Further, in the above-described embodiment, the exhaust throttle valves 13a, 13
b is provided on the downstream side of the filters 12a, 12b, but these are provided on the upstream side of each exhaust passage 14a, 1
A similar effect can be obtained even if it is provided at 4b.

【図面の簡単な説明】[Brief explanation of drawings]

第1図は本発明の排気微粒子除去装置を備えた
デイーゼルエンジンの排気系の概略斜視図、第2
図は本発明の排気微粒子除去装置の断面図、第3
図は排気絞り弁の開閉とフイルタの再生との関係
を示した図、第4図はフイルタ再生中の排気絞り
弁の作動制御説明図である。 10……ケーシング、11a,11b……電気
ヒータ、12a,12b……フイルタ、13a,
13b……排気絞り弁、14a,14b……排気
通路、20……電子コントローラ。
FIG. 1 is a schematic perspective view of the exhaust system of a diesel engine equipped with the exhaust particulate removal device of the present invention, and FIG.
The figure is a cross-sectional view of the exhaust particulate removal device of the present invention.
The figure shows the relationship between opening and closing of the exhaust throttle valve and filter regeneration, and FIG. 4 is an explanatory diagram of the operation control of the exhaust throttle valve during filter regeneration. 10...Casing, 11a, 11b...Electric heater, 12a, 12b...Filter, 13a,
13b...exhaust throttle valve, 14a, 14b...exhaust passage, 20...electronic controller.

Claims (1)

【特許請求の範囲】[Claims] 1 デイーゼルエンジンの排気通路を少なくとも
2つに分割し、該排気通路の少なくとも1つの排
気通路に排気微粒子を捕集可能なフイルタを設け
ると共に、該フイルタにフイルタを再生する再生
着火手段を設け、前記フイルタの再生が行われる
際は、該フイルタに対応する排気通路側の排気流
速を特定の範囲内に収めるように、エンジンの排
気ガス流量に応じて段階的に絞られる排気絞り弁
を設けて成るデイーゼルエンジンの排気微粒子除
去装置。
1. The exhaust passage of a diesel engine is divided into at least two parts, and at least one of the exhaust passages is provided with a filter capable of collecting exhaust particulates, and the filter is provided with a regeneration ignition means for regenerating the filter, and When the filter is regenerated, an exhaust throttle valve is provided that is throttled in stages according to the engine exhaust gas flow rate so that the exhaust flow velocity on the exhaust passage side corresponding to the filter is kept within a specific range. Diesel engine exhaust particulate removal device.
JP57076494A 1982-05-10 1982-05-10 Exhaust particle eliminating device for diesel engine Granted JPS58195008A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP57076494A JPS58195008A (en) 1982-05-10 1982-05-10 Exhaust particle eliminating device for diesel engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP57076494A JPS58195008A (en) 1982-05-10 1982-05-10 Exhaust particle eliminating device for diesel engine

Publications (2)

Publication Number Publication Date
JPS58195008A JPS58195008A (en) 1983-11-14
JPH0433964B2 true JPH0433964B2 (en) 1992-06-04

Family

ID=13606767

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57076494A Granted JPS58195008A (en) 1982-05-10 1982-05-10 Exhaust particle eliminating device for diesel engine

Country Status (1)

Country Link
JP (1) JPS58195008A (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4851015A (en) * 1987-08-21 1989-07-25 Donaldson Company, Inc. Muffler apparatus with filter trap and method of use

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5037919A (en) * 1973-08-09 1975-04-09
JPS5692318A (en) * 1979-12-25 1981-07-27 Toyota Motor Corp Apparatus for capturing fine particles contained in exhaust gas of internal combustion engine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6032334Y2 (en) * 1979-12-21 1985-09-27 トヨタ自動車株式会社 Device for collecting particulates in exhaust gas from internal combustion engines

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5037919A (en) * 1973-08-09 1975-04-09
JPS5692318A (en) * 1979-12-25 1981-07-27 Toyota Motor Corp Apparatus for capturing fine particles contained in exhaust gas of internal combustion engine

Also Published As

Publication number Publication date
JPS58195008A (en) 1983-11-14

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