KR890003592B1 - Regeneration system for diesel particulate oxidizer - Google Patents

Abstract

The regeneration timing controller has a pressure detector sensing pressure loss of the diesel particulate oxidizer. The detector includes an exhaust detecting pipe to conduct the pressure of the exhaust system of the diesel engine to a pressure sensor. A casing holds gas filter to collect particles in the exhaust gas and a water- trapping wie mesh disposed close to the exhaust passage than the filter. This system is used for detectin the quantity of unburnt fuel particles deposited in the diesel oxidizer and for controlling negeneration timing.

Description

Regeneration System of Diesel Particle Oxidizer

1 to 28 are diagrams showing a regeneration system of Dpo (diesel particulate oxidizing apparatus) according to the first embodiment of the present invention.

1 is an overall configuration diagram.

2 is a block diagram showing a regeneration time detecting means to which the discharge mechanism is attached.

3 (a) and 3 (b) are cross-sectional views and schematic diagrams each showing a filter device.

4 is the hydraulic system.

5 is a sectional view of principal parts of a check valve-built solenoid timer constituting a fuel injection retardation means as a regeneration means thereof.

6 (a) and 6 (b) are graphs for explaining required perceptual characteristics (required fuel injection timing characteristics).

7 is a sectional view showing the servovalve type timer piston.

8 and 9 are each a schematic configuration diagram of the fuel increasing mechanism and a configuration diagram of main parts thereof.

10 is a cross-sectional view taken along line X-X of FIG.

11 is a plan view before assembling the DPO.

12 is a cross-sectional view taken along the line XII-XII of FIG.

13 is a cross-sectional view taken along the line XIII-XIII of FIG.

Fig. 14 is a block diagram showing a sensor and an actuator connected to an electronic control device which also functions as fuel control means, regeneration timing control means, regeneration termination control means, and perception inhibiting means.

Fig. 15 is a flowchart showing control overall of the system.

Fig. 16 is a flowchart of the detection process at the reproduction time.

FIG. 17 is a graph showing the relationship between the amount of fine particles deposited on the DPO, main muffler pressure loss (pressure loss), and DPO pressure loss.

18 is a flowchart illustrating the reproduction end detection method.

19 is a graph showing the temperature characteristics of the DPO.

FIG. 20 is a flowchart illustrating the control device of the fuel injection pump.

21 (a) and 21 (b) are graphs showing duty control and fuel injection timing of the tectonic valves, respectively.

22 is a graph for explaining the correspondence between the operation area of the diesel engine and the operation of the regeneration assist mechanism.

Fig. 23 is a flowchart showing the control method of the EGR (exhaust circulator) valve.

Fig. 24 is a flowchart showing the control instructions of the intake throttle valve.

Fig. 25 is a flowchart illustrating the forced regeneration control.

Fig. 26 is a graph showing the relationship between the DPO upstream exhaust temperature and the addition coefficient.

27 is a graph showing the relationship between the elapsed time and the exhaust temperature upstream of the DPO.

28 (a) and 28 (b) are graphs showing the required perceptual characteristics.

29 to 31 show the playback time detection control of the DPO regeneration system according to the second embodiment of the present invention, and FIG. 29 is a flowchart art for detecting the exhaust gas temperature of the DPO inlet.

30 is a flowchart for detecting the temperature in the DPO.

31 is a flowchart for detecting the entry exhaust gas temperature of the DPO and the temperature in the DPO or the exit exhaust gas temperature of the DPO.

32 and 33 are cross-sectional views schematically showing a timer device of a DPO reproducing system as a third embodiment of the present invention, and a sectional view of principal parts thereof.

34 to 39 show a timer device of a DPO regeneration system according to a fourth embodiment of the present invention, and FIG. 34 is a sectional view showing an injection timing electronically controlled VE pump.

Fig. 35 is a flowchart illustrating the control method.

36 to 39 are graphs for explaining the action of the VE pump.

40 and 41 are block diagrams showing control diagrams and control procedures showing a fully automatic type forced playback apparatus in a DPO playback system according to a fifth embodiment of the present invention.

42 to 44 are flowcharts showing a block diagram of the semi-automatic type forced regeneration device of the DPO regeneration system as the sixth embodiment of the present invention, and control instructions.

45 to 47 are main structural diagrams, block diagrams, and partial flow charts showing an exhaust passage with a rare metal oxidation catalyst in the DPO regeneration system according to the seventh embodiment of the present invention.

48 to 50 are flow chart art showing the principal longitudinal sectional view, partial flow chart art, and control method of the exhaust system fuel supply mechanism in the DPO regeneration system according to the eighth embodiment of the present invention, respectively.

51 and 52 are diagrams showing the configuration of the exhaust system fuel supply mechanism in the DPO regeneration system according to the eighth embodiment of the present invention.

53 and 54 are structural and main part explanatory diagrams each showing the regeneration time detection means with a discharge mechanism in the regeneration system of the DPO according to the ninth embodiment of the present invention.

55 and 56 are structural views showing the regeneration time detection means with a discharge mechanism in the regeneration system of the DPO according to the tenth embodiment of the present invention, respectively, and a longitudinal sectional view of the filter device.

57 to 60 show DPOs in the DPO regeneration system according to the eleventh embodiment of the present invention, and FIG. 57 is an exploded perspective view thereof.

58 is a cross sectional view thereof.

Fig. 59 is a sectional view taken along the 58th line LIX-LIX.

60 (a) and 60 (b) are front views showing a modification of the guide member.

61 to 63 show a modified example of the DPO in the regeneration system of the DPO according to the eleventh embodiment of the present invention, and FIG. 61 is an exploded perspective view of the main portion thereof.

62 is a cross sectional view thereof.

63 is a sectional view taken along the line LXII-LXII of FIG. 62;

* Explanation of symbols for main parts of the drawings

1 cylinder block 2 cylinder head

3: intake passage 4: exhaust passage

5: diesel particulate oxidizer (DPO) 6: muffler

7: turbocharger 8: heat insulation tube

9: Regeneration control unit (ECU) 10: Exhaust pressure sensor

14, 15, 16: temperature sensor 17: fuel injection pump

18: fuel injection timing control means 19: injection pump lever opening sensor

20: engine speed sensor 21: intake throttle valve

22: pressure regulator 22a: rod

22b: diaphragm 22c: pressure chamber

23: air filter 24, 33: atmospheric passage

25: vacuum pump 26: vacuum passage

27, 28: solenoid valve (electronic control valve) 27a, 28a: solenoid

27b, 27b: valve body 29: EGR passage

30: EGR valve 38: pressure sensor

39: EGR valve position sensor 40: passage

42: vehicle speed sensor 43: clock

44: water temperature sensor (cooling water temperature sensor) 45: intake throttle valve opening sensor

49: casing 49 ': drain trap

50: regulating valve 51: pump chamber

52: timer piston 53: pump housing

54: pump drive shaft 55a, 55b: timer spring

56: slide pin 57: roller ring

58: feed pump 59: port for characteristic switching

60: check valve 61: overflow orifice

62: oil tank 63: flanger

64: distribution valve 65: fuel injection nozzle

66: Orifice 68: Retainer

69: load 70: spring sheet

71: Stove 76, 77, 78, 79: electromagnetic valve (electronic control valve)

80: air filter 82: compressed air supply means

83: damping volume 84: wire mesh

85: filter of the first stage 86: filter of the second stage

87: spacer 90, 91: volume

94, 94 ': Exhaust pressure detecting piping 96: Check valve

100: playback time detection means 102: control lever

103: control lever shaft 104: sackle

105: jaw source spring 106: tension lever

109: feed pump 110: control valve

111: flyweight 112: idling spring

113: Load adjustment screw 114: Calibration lever

115: sensing gear plate 116: drive disk

118: cam disk 119: control sleeve

120: flanger 121: magnet valve

122: discharge valve 123: hydraulic passage

124: high pressure chamber 125: low pressure chamber

126: valve portion 126a: solenoid

174: servo valve type timer 175: pump housing

176: timer piston 177: timer piston high pressure chamber

178: timer piston low pressure chamber 179: servo valve

179a, 179b: land portion 179c: first spring bearing portion

179d: second spring support 179e: guide

180, 181, 183, 186: passage 182: access passage

184, 187, 188 Tightening 185 Solenoid valve

192: cover 193: spring sheet

194: stopper member 194a: spring support

195: first spring 196: ring member

197: spring support member 198: second spring

201: Axle pedal 202: Fuel injection amount control lever (pump lever)

203: wire 204: liter spring

205: intermediate lever 206: swinging axis

207: long hole 208: stopper ring

209: vacuum motor 210: pin

211: three-way solenoid valve 212: vacuum tank

231: crampal casing 231a: recessed portion

233: radial support member 234: axial support member

235: ceramic foam (trap carrier) 236: suspension member

237 metal end member 250 clutch switch

251: neutral switch 252: forced playback switch

253, 254: solenoid valve (electronic control valve) 257: warm-up catalyst converter

258: injector 259: electric heater

260: battery 335: intake valve

336: exhaust valve 337: main combustion chamber

339: injection pipe 340: supercharged air supply passage

341: electronic injector 342: fuel pump

343: fuel tank 345: on-off valve

401: casing 403, 405: guide member

406: ceramic fiber (heat-expandable heating member) 407: slits

E: Diesel engine ST: Solenoid timer

RV: Crust Valve RM: Outlet

RM: Regeneration control means EM: EGR amount control means

M ₁ : first control means m ₂ : second control means

The present invention relates to a regeneration system for diesel particulate oxidizer disposed in a diesel engine exhaust system. In the exhaust of the diesel engine, the carbon compound fine particles, which are combustible fine particles, are contained, which is the main cause of graphitizing the exhaust gas. Herein, the fine particles refer to combustible fine particles composed mainly of carbon and hydrocarbons, and the average diameter thereof is about 0.3 µm, and ignites and burns itself at about 500 ° C or more (350 ° C or more in the presence of an oxidation catalyst). [Hereinafter, self-ignition and combustion are called self-combustion.]

In other words, the particulates are burned by the high-speed load of the vehicle at which the exhaust gas temperature is 500 ° C or higher, but during normal driving or idle start (not less than 90% when driving the vehicle) that do not reach 500 ° C, they are kept in the atmosphere. Is released. However, since the fine particles may cause harm to the human body, recent studies have been conducted on the request for diesel and fine particle oxidizers for collecting fine particles in the exhaust passage of a vehicle diesel engine. As a trap carrier of this diesel particulate oxidizing apparatus, a deep trapping heat-resistant ceramic foam having a catalyst containing platinum, filadium or rhodium therein [this is a flat plate shape of two sheets and its cross-sectional shape is Oval or rectangular shape] is used. Hereinafter, this diesel particulate oxidizing apparatus, that is, diesel particulate collecting member is abbreviated as DPO.

However, since the use of this DPO tends to trap and accumulate fine particles, clogging the exhaust passage, research into a regeneration assisting mechanism for promoting reburning of fine particles for regeneration of the DPO is also underway.

As such regeneration aids, for example, the fuel injection machine timing is delayed, the intake air is throttled, and the exhaust recirculation amount is increased. However, depending on the state of the engine, It is preferable.

In other words, if the DPO is regenerated at high load of the engine (nearly open axle), the acceleration performance of the engine (acceleration performance of the engine-mounted vehicle) is deteriorated. When regeneration is performed, there is a problem in that the driverability (driveability) is not secured in a vehicle equipped with this engine, and even if the regeneration assist mechanism is perceived in a low speed low load region, particulates cannot be self-burned and unnecessary control is performed. Will be done.

In addition, when the DPO is promoted to be regenerated while the engine is in a cooled state, there is a problem in that the exhaust gas temperature does not rise sufficiently, resulting in blue smoke or a regeneration state with a very poor regeneration efficiency.

In the conventional DPO regeneration system, it is conceivable that the pressure sensor detects the exhaust pressure in the upstream exhaust passage of the DPO by starting or stopping the operation of the regeneration means.

Gran, this by the exhaust pressure detecting means of the diesel engine as is to the exhaust pressure detected accumulation for the pipe or the pipe and the exhaust pressure detected chakseol a pipe drain trap or the like for water vapor, that eureum, SO _X such as present in the exhaust, In a cold district, there is a problem such as freezing of water, and the problem of soot blocking the exhaust passage. Therefore, exhaust pressure cannot be detected or cannot be detected accurately, resulting in a delay in delivery and deterioration of pressure sensor performance. There is a problem that causes a problem or a decrease in durability.

As the regeneration means, for example, it is proposed to delay the fuel injection timing, to throttle the intake air, and to increase the exhaust recirculation amount. However, since there is an engine operating region in which the exhaust temperature does not sufficiently increase, it is collected in the DPO. There is a problem that the fine particles are not always burned and become overly sedimentary, and thus the hole of the DPO is blocked, resulting in a decrease in output.

In addition, even if a large amount of fine particles are forcibly combusted, there is also a problem that DPO melts and breaks because the fine particles are burned in a large amount at this time.

In addition, in the conventional DPO regeneration system, when trying to regenerate the DPO under certain specific operating conditions (for example, without leaving the engine running for several days), the exhaust temperature from the engine does not sufficiently increase. Therefore, the diesel particulates attached to the DPO are not incinerated, so there is a fear that the holes of the DPO are blocked.

For this reason, in the conventional DPO regeneration system, it is also possible to consider installing a diesel particulate incinerator for forcibly turning the engine into a high idle state (high idle state, for example, 3000 rpm) at the time of stopping, but maintaining such a high idle state. There is a concern that the sound of the engine may be high when the engine sounds high, and when it is late, there is a problem in terms of merchandise, such as aldehydes generated in the exhaust temporarily, resulting in odor.

An object of the present invention is to provide a regeneration system of the DPO, which can prohibit the regeneration promotion of the DPO according to the engine condition.

In addition, the present invention provides a regeneration system of a DPO having an exhaust deposit discharge device (pairing device) for discharging the exhaust deposit deposited on the exhaust pressure detecting pipe connecting the exhaust passage and the exhaust pressure detection sensor to the exhaust passage. It aims to provide.

In addition, the purpose of the present invention is to display the effect to the crew when the hole of the DPO is clogged, and when the crew desires to regenerate the DPO automatically or according to the display under the prescribed engine operating conditions, The present invention provides a reproducing system of DPO that allows forcible regeneration.

In addition, an object of the present invention is to provide a regeneration system of a DPO, which is capable of regenerating the DPO in accordance with an optically operated state of the engine by raising the exhaust temperature supplied to the DPO.

In order to achieve the above object of the present invention, a diesel engine having a fuel injection pump and fuel control means for controlling the injection amount or the injection timing of the fuel injection pump, the diesel engine in the exhaust gas of the exhaust system of the diesel engine In the diesel particulate oxidizing apparatus having a trap carrier for collecting combustion particulates, the oxidation catalyst is carried on the trap dam, a regeneration means for burning the unburned particulates collected by the diesel particulate oxidizing apparatus, and the diesel particulate oxidizing apparatus. A regeneration time control means for detecting a deposition amount of unburned fine particles of the regeneration means and outputting a signal for operating the regeneration means to the regeneration means when the detected value is equal to or more than a predetermined value; Burns and detects that the amount of unburned fine particles has fallen below a predetermined value, By being a playback end control means for outputting a signal for stopping the stage it is characterized.

The first embodiment of the present invention will be described below with reference to FIGS.

In the present embodiment, as shown in the overall system diagram of FIG. 1, the intake passage 3 is connected to the diesel engine E and the exhaust passage 4 is connected to the exhaust passage 4. The DPO 5 which collects the microparticles | fine-particles of this is installed.

The DPO 5 communicates with the atmosphere via the muffler 6, and always exhausts the exhaust from the engine E through the turbocharger 7 and the heat insulating tube 8. In addition, a temperature sensor (thermocouple) 14 for detecting the DPO inlet exhaust gas temperature Tin is installed in the exhaust passage 4 adjacent to the inlet portion (upstream) of the DPO 5. The detection signal from is input to the entire reproduction control apparatus (hereinafter referred to as ECU) 9 of the present system.

Further, inside the DPO 5, a temperature sensor (thermocouple) 15 for detecting the internal temperature Tf (especially the filter bed temperature) of the DPO 5 is installed, and at the same time, the outlet (downstream) of (5). A temperature sensor (thermocouple) 16 for detecting the DPO outlet exhaust gas temperature To is installed in the exhaust passage 4 adjacent to the exhaust path 4, and the detection signal ECU 9 is detected from each of these temperature sensors 15 and 16. ) Is entered. The fuel injection pump 17 attached to the engine E constitutes a regeneration assisting means of the DPO 5, and adjusts the fuel injection timing by the fuel injector control means 18 in response to a control signal from the ECU 9. By delaying the injection timing, the temperature of the exhaust gas is raised to burn off the particulates collected in the DPO 5. An injection pump lever opening sensor 19 serving as a load sensor is attached to the fuel injection pump 17 so as to detect the opening degree of the injection pump lever and output it to the ECU 9. Moreover, the engine speed sensor 20 as an engine state sensor which detects rotation speed Ne of engine E is installed.

In the intake passage 3 formed by the intake manifold fixed to the engine E and an intake pipe connected thereto, the compressor and the intake air of the air cleaner and the turbocharger 7 sequentially from the upstream side (atmospheric side). An intake throttle valve 21 as negative pressure changing means is disposed.

The intake throttle 21 is opened and closed by the diaphragm-colored pressure response politics 22. The pressure regulator 22 supplies atmospheric pressure (Vat) to the pressure chamber (22c) partitioned by the diaphragm (22b) connected to the rod (22a) for driving the intake throttle valve (21) through the air filter (23). The atmospheric passage 24 and the vacuum passage 26 for supplying the vacuum pressure Vvac from the vacuum pump 25 are connected to each other, and each of the passages 24 and 26 opens the intake throttle valve. The solenoid valves 27 and 28 for closing control are installed. When the control signal according to the duty control is supplied from the ECU 9 to the solenoids 27a and 28a for opening / closing control of each intake throttle valve, the respective valve bodies 27b and 28b are subjected to suction control. Therefore, the negative pressure supplied to the pressure chamber 22c of the pressure regulator 22 is adjusted, and the rod 22a is attracted appropriately, and the amount of throttling of the intake throttle valve 21 is controlled. Here, the solenoid valve means an electromagnetic switching valve. Further, one end of the passage 29 for exhaust recirculation (hereinafter referred to as EGR mark) is opened in the intake passage 3 downstream of the intake throttle valve 21. The other end of the EGR passage 29 is opened downstream of the exhaust manifold of the exhaust passage 4.

In the opening of the intake passage side of the EGR passage 29, an EGR valve 30 constituting the exhaust recirculation amount changing means is installed, and the EGR valve 30 is controlled to be opened and closed by a diaphragm-type pressure regulator 31. It is. The pressure regulator 31 supplies atmospheric pressure Vat through the filter 32 following the pressure chamber 31c partitioned by the diaphragm 31b connected to the rod 31a for driving the EGR valve 30. A passage 33 and a vacuum passage 34 for supplying a vacuum pressure Vvac from the vacuum pump 25 are connected to each other, and each of the passages 33 and 34 has an EGR valve closing opening control solenoid valve. 35 and 36 are installed.

Then, when the control signal by the duty control is supplied from the ECU 9 to the closing / opening control solenoids 35a and 36b of each of the EGR valve closing and opening control solenoid valves 35 and 36, the respective valve bodies 35b. 36b is suction controlled, the negative pressure supplied to the pressure chamber 31c of the pressure regulator 31 is adjusted so that the rod 31a is appropriately attracted and the opening degree of the EGR valve 30 (opening degree) ) Is controlled.

The opening degree of the intake throttle valve 21 is detected by a feedback signal from the intake throttle valve opening sensor 45 attached to the rod 22a to the ECU 9. In addition, the opening degree of the EGR valve 30 is detected by the feed back signal from the position sensor 39 to the ECU 9 which detects the operation of the rod 31a of the pressure regulator 31.

When the control signal is input from the ECU 9 to the intake pressure sensor solenoid 37a of the solenoid valve 37 for intake pressure sensor, the valve body 37b is suction-controlled, so that the passage 40 and the drain The intake air pressure downstream of the intake throttle valve 21 is supplied to the pressure sensor 38 via the trap 49 ', and when the valve body 37b of the solenoid valve 37 protrudes, Atmospheric pressure is supplied to the pressure sensor 38.

In addition, the injection pump 17 is provided with a diaphragm-type pressure regulator 46 as an actuator for an idle-up which constitutes an idle-up mechanism. The pressure regulator 46 has a diaphragm 46b connected to a rod 46a for driving an idle-up control unit in the fuel injection pump 17, but the pressure chamber 46c partitioned with the diaphragm 46b has an electron. The valve 47 is connected. The solenoid valve 47 properly connects the pressure chamber 46c and the vacuum pump 25 to the air filter 48. The air filter 48 and the pressure chamber are normally connected. 46c is in communication.

When the control signal according to the duty control is input from the ECU 9 to the idle-up actuator control solenoid 47a of the solenoid valve 47, the valve body 47b is suction-controlled, so that the pressure regulator 46 The pressure supplied to the pressure chamber 46c (negative pressure) is adjusted so that the rod 46a is appropriately drawn to control the idle-up state (high-speed idle state).

The regenerator detection means (100) provided in the outflow side exhaust passage (4) of the DPO (5) detects the exhaust pressure at that position as shown in FIG. An exhaust pressure sensor 10 for outputting a detection signal is attached via the solenoid valves 78 and 79 for exhaust introduction control.

Each of the solenoid valves 78 and 79 is an electronic control apparatus which is a regenerative auxiliary mechanism control means composed of a computer or the like, an on / off valve control means, an operation unit, an operation end detection unit and an exhaust mechanism control unit, that is, a control signal from the ECU 9 Is received by each of the exhaust introduction control solenoids 78a and 79a, and the valve bodies 78b and 79b are suction-controlled, thereby attracting (opening) the valve body 79b and protruding the valve body 78b. In the (closed) state, the exhaust gas pressure P2 downstream of the DPO 5 (outlet) is detected, and in the suction (open) state of the valve body 78b and in the protruding (closed) state of the valve body 79b, the DPO is detected. (5) The exhaust gas pressure P1 upstream (inlet) is detected.

In addition, the solenoid valve 77 is installed, and the solenoid 77a receives the control signal from the ECU 9, and in the suction (opening) state of the valve body 77b, the atmospheric pressure [ That is, the pressure equivalent to the downstream pressure Po of the muffler 6] is detected.

Further, the downstream (outlet) exhaust gas to the upstream (inlet) exhaust gas are exhausted through the exhaust pressure detection sensor filter devices 49a and 49b installed in the exhaust pressure detection pipes 94 and 94 '. The control solenoid valves 78 and 79 are supplied. As shown in the third (a) and the third (b) diagrams, the filter devices 49a and 49b respectively have an inlet for exhaust passage in the casing 49 which is composed of two housings 92 and 93. Exhaust pulsation damping volume 83, a first stage filter 85, spacer 87, and a second, which incorporates a wire mesh 84 from 49c to an outlet pressure sensor side outlet 49d. It arrange | positions in the order of the filter 86 of a stage.

Since the wire mesh 84 is disposed away from the exhaust passage 4, that is, in the casing 49, it is for cooling and condensing water vapor in the exhaust to prevent the ingress of moisture into the sensor diaphragm portion of the exhaust pressure sensor 10. Functions as a drain trap (gas moisture separator).

The wire mesh 84 is disposed in a space in the casing 49 forming the damp pill volume 83 for reducing the exhaust pulsation, and the damping volume 83 supplies the exhaust gas having reduced exhaust pulsation to the filters 85 and 86. do.

The filters 85 and 86 each consist of two PVF filter sections 85a and 86a and an AC-26 filter section 85b and 86b. The first stage filter 85 is made of SUS. It is installed between the plate 89, the FRM rings 88 and 88 ', and the PBTB spacer 87. A hole 87a is opened in the center portion of the spacer 87. In addition, the volumes 90 and 91 in the filters 85 and 86 communicate with the exhaust pressure sensor 10 through the exhaust pressure detecting pipes 94 and 94 '.

The reason why the volume 90, 91 in each filter 85, 86 is set small is as follows.

The amount of gas flowing through the filters 85 and 86 causes exhaust pulsation, and the exhaust pressure supplied to the filters 85 and 86 is reduced from (P-ΔP / 2) to (P + ΔP / 2). ), The gas mass ΔG passing through the filters 85 and 86 is expressed as follows.

ΔG = (ΔP · V) / RT

The volume (ΔV) at this time is as follows.

ΔV = △ GRT / P = (△ PV) / P

(Where P is the pressure and T is the gas temperature)

Therefore, the flow rate of the gas generating the exhaust pulsation includes the amplitude (ΔP) of the pulsation and the filter upstream volume (volume from the filter 85, 86 to the sensor diaphragm portion) (V) (ignoring the dead volume of the sensor). Is proportional to the product of

Further, in the regenerator detection means 100, as shown in FIG. 2, a discharge mechanism PM is installed, and this discharge mechanism PM is provided by the compressed air supply means (here, the turbocharger 7). Compressor] is controlled to be controlled by the solenoid valve 76 as the compressed air supply control means (MP) supplied through the check valve 96 through the compressed air supply pipe (95). The solenoid 76a receives a control signal from the ECU 9 to control the opening and closing of the valve body 76b, and the solenoid valves 76 and 78 are operated during the operation of the discharge mechanism PM. Is opened, soot and moisture are discharged to the exhaust passage 4 from the filter 85 and the wire mesh 84 of the filter device 49a. In operation of the discharge mechanism PM, the solenoid valves 76 and 79 are opened to discharge soot and moisture from the filter 85 and the wire mesh 84 of the filter device 49b to the exhaust passage 4. .

In addition, fuel is provided as a regeneration assisting means for regenerating the DPO 5 by burning particulates collected in the DPO 5 by supplying the DPO 5 with a high-temperature gas for particulate combustion containing oxygen gas from the diesel engine E. The fuel injection timing of the injection pump 17 is adjusted by the fuel injection timing control means 18.

In this case, since the fuel injection pump 17 is constituted by a distribution type injection pump, the fuel injection timing control means 18 drives the timer piston by hydraulic pressure (fuel pressure) from the hydraulic pump, so that the cam plate and the roller A hydraulic automatic timer (internal timer) is used to move the relative position of the.

As shown in Figs. 4 to 7, the hydraulic automatic timer constitutes a VE type timer having a load sensing timer mechanism.

The hydraulic automatic timer is a hydraulic timer operated by the fuel pressure of the pump chamber 51 controlled by the control valve 50 as shown in FIG. 4, and the timer piston 52 is placed in the timer housing 53. It is coupled so as to be perpendicular to the pump drive shaft 54 so as to slide the inside of the timer housing 53 by the balance between the change in the oil pressure and the spring force of the timer springs 55a and 55b, so that the timer piston 52 The operation is such that the cylindrical roller ring 57 can be turned into a rotary motion via the slide pin 56.

The timer springs 55a and 55b are pressed in the direction of delaying the injection of the timer piston 52. When the engine speed increases, the fuel pressure of the pump chamber 51 rises by the action of the feed pump 58. The timer piston 52 is pressed in the direction of compressing the spring against the timer spring force, and therefore, the roller ring 57 is rotated in the opposite direction to the drive shaft rotation direction by the operation of the other arm piston 52, thereby speeding up the injection timing. It is possible to control.

The fuel supplied from the pump chamber 51 becomes a high pressure in the flanger 63 and is supplied to the fuel injection nozzle 65 via the distribution valve 64. In addition, as shown in FIG. 4, in the timer housing 53, hydraulic passages 67a and 67b for communicating the high pressure chamber 124 and the low pressure chamber 125 of the timer piston 52 are formed. have. The hydraulic passage 67a includes a port 59 for switching high advance characteristics / middle advance characteristics (high speed switching characteristics / intermediate speed opening and closing characteristics) of the solenoid timer (opening and closing valve) ST, and hydraulic pressure at engine start-up. A check valve 60 is installed to improve the lift. The hydraulic passage 67a between the check valve 60 and the switching port 59 is connected to the oil tank 62 via the overflow orifice 61. In communication with In addition, fuel is supplied by the feed pump 58 between the oil tank 62 and the pump chamber 51.

As illustrated in FIG. 5, the check valve 60 and the overflow orifice 61 are coupled to the main body of the solenoid timer ST, and are supplied from the high pressure chamber 124 of the timer piston 52. The hydraulic pressure is supplied to the switching port 59 by opening the valve body 60a against the bias force of the spring 60b by supplying the valve body 60a of the check valve 60 with the high pressure chamber of the timer piston 52. 124 and the low pressure chamber 125 is in communication.

When the control signal is not supplied to the solenoid 59a of the solenoid timer ST (when it is off), the switching port 59 is open as shown in FIG. 5 and the high pressure chamber 124 is provided. The pressure difference between the high pressure chamber 124 and the low pressure chamber 125 decreases as a result of the pressure acting on the low pressure chamber 125, so that the injection timing is delayed as a whole, as shown in FIG. 6 (a). It becomes the middle advance (M) characteristic of partial time (partial perception time).

When the control signal is input to the solenoid 59a (when it is on), the valve body 59b moves to the right in FIG. 5, and the switching port 59 is closed, so that the timer piston 52 Since the high pressure chamber 124 and the low pressure chamber 125 are completely blocked, the injection timing is generally faster than when the solenoid timer ST is turned off, and as shown in FIG. (H) characteristic.

Moreover, the overflow orifice 61 is connected to the ring-shaped flow path 61a.

An orifice 66 and a tectonic valve RV as an on / off valve are installed in the hydraulic trough 67b, which receives the control signal from the ECU 9 to open and close the hydraulic trough 67b. . Therefore, when the tectonic valve RV is off (open state), the pressure difference between the high pressure chamber 124 and the low pressure chamber 125 of the timer piston 52 is almost eliminated. Moving to the right in Fig. 4, the injection timing is in the state of the latest crust (lowest angle) L, as shown in Fig. 6 (b).

In addition, since the hydraulic passage 67b is completely shut off when the tectonic valve RV is on (closed state), a special feature generated by the solenoid timer ST disposed in the hydraulic passage 67a (figure 6 (a) is also shown). ]

In addition, as shown in FIG. 7, the timer piston 52 receives hydraulic pressure from the pump chamber 51 from the high pressure chamber 124 via the flow path 52a, and the hydraulic pressure and the low pressure chamber 125 side. Since the position of the tire piston 52 is adjusted by the spring force by the two timer springs 55a and 55b, it rotates to the roller ring 57 and thereby adjusts the fuel injection timing.

That is, the flexible second timer spring 55b is installed between the stopper 71 and the retainer 68 fixed to the timer piston 52, so that the inflow that has risen by starting the engine E is the high pressure chamber 124. ), It moves to the timer piston 52 until the stopper 71 and the retainer 68 are in contact with each other. As shown in FIG. 6 (b), the fuel injection timing is 5 ° ATDC ( 5 ° after point).

The first timer spring 55a is compressed to move the timer piston 52 to the left in the seventh degree as the oil pressure rises properly by the load sensing timer mechanism in accordance with the rotational speed of the engine E. As shown in FIG. That is, the retainer 68 is slidably fitted to the rod 69, and the first timer spring 55a is sandwiched between the retainer 68 and the spring seat 70 connected by the snap ring 69a in a compressed state in advance. Therefore, as indicated by ct in FIG. 6 (b), a constant injection timing characteristic can be obtained at engine speeds from N1 to N2 (> N1).

Therefore, as shown in FIG. 6 (b), by the action of the solenoid timer ST valve RV and the timer piston 52, as shown in FIG. The low advance characteristic L can be switched.

By the way, when the fuel injection timing is delayed, the fuel corresponding to the increase (ΔQ) of the fuel injection amount per stroke of the fuel injection pump 17 for obtaining the same output is set by the engine ( The thermal efficiency of E) is drastically lowered, and thus the heat loss is discharged without appearing as an increase in the average effective pressure as an effective work of the engine E.

In other words, the heat amount corresponding to the total fuel amount (a) per stroke is the sum of the work amount and the heat loss, but here, the fuel equivalent to the fuel increase amount (ΔQ) is the fuel heat loss by setting the crust amount (a). The heat emission rate is reduced, and the increase and decrease of the calorie itself is suppressed. However, the increase in the exhaust gas temperature caused by such heat loss and the heat of combustion generated by oxidation of the incomplete combustion product by the catalyst on the DPO 5 raise the exhaust gas temperature. .

Therefore, by delaying (perceiving) the injection timing as described above, the exhaust gas temperature at the same output operation point becomes high, and the fine particles on the DPO 5 can be burned, so that the DPO 5 can be regenerated. When the reproduction of the DPO 5 is finished, a signal for closing the solenoid timer ST is output from the ECU 9. At this time, a signal for opening the intake throttle valve 21 from the ECU 9 to a predetermined opening degree is also output.

As described above, when the injection timing is retarded for the regeneration of the DPO 5, the output decreases even if the axle opening degree is constant. Thus, the DPO 5 has a mechanism for increasing the fuel injection amount and preventing the output decrease. Degradation of the driver's ability due to regeneration). Next, the structure of this mechanism is demonstrated.

As shown in FIG. 8, the axle pedal 201 and the fuel injection control lever (hereinafter abbreviated as pump lever) 202 of the fuel injection pump are connected by a wire 203 to form a link mechanism. . The pump lever 202 is provided with a return spring 204 for biasing it toward the fuel reduction. The wire 203 connecting the axle pedal 201 and the pump lever 202 is coupled via an intermediate lever 205 in the middle. As shown in FIGS. 9 and 10, the intermediate lever 205 has a long hole 207 on the opposite side to the pivot center axis 206, and one end of the long hole 207 has a stopper ring 208. The pin 210 which is prevented from escaping and is rotatably mounted on the operation rod 209a of the vacuum motor 209 on the other side is slidably installed. One end of the wire 203a on the pump 202 side is coupled to the pin 210, and one end of the wire 203b on the axle pedal 201 is coupled to the protrusion 205a on the intermediate lever 205. . The vacuum motor 209 is connected to the vacuum tank 212 via the three-way solenoid valve 211 as shown in FIG. The electronic bell 211 is controlled by the ECU 9 which is a regeneration control device of the DPO regeneration system.

When the solenoid valve 211 is normally in the off state, the vacuum motor 209 is in communication with the atmosphere, and the operating rod 209a extends so that the pin 210 is the lowest end of the long hole 207 of the intermediate lever 205. It is located at location PX1. In this state, the wires 203a and 203b connecting the axle pedal 201 and the pump lever 202 extend in a straight line so that the opening of the axle pedal 201 and the opening of the pump lever 202 are approximately one to one. It is supposed to cope with.

When the ECU 9 determines the regeneration time of the DPO 5 based on signals such as the engine speed, the axle pedal degree, and the exhaust pressure upstream of the DPO 5, a perceptual signal is output from the ECU 9 to generate the injection pump. When the timing of the injection is perceived and a signal for turning on the solenoid valve 211 is output, the vacuum motor 209 is in communication with the vacuum tank 212. Due to this, the actuating rod 209a is attracted so that the pin 210 is located at the uppermost position PX2 of the long hole 207 and the distance from the pivotal central axis 206 of the intermediate lever 205 is increased. The lever ratio with respect to the pump lever 202 is increased, and the pump lever 202 swings toward the weight of the fuel by the amount, so that more fuel is injected even with the same axle opening.

Next, the attachment structure and the shape of the ceramic foam 235 forming the trap carrier of the DPO 5 will be described with reference to FIGS. 11 to 13. The clam cell type casing 231 is installed in the exhaust system of the engine E. The clam cell type casing 231 is formed by dividing up and down, and is configured to be an airtight casing by engaging the upper and lower peripheral parts thereof. have. The clam cell-type casing 231 has a ceramic foam 235 having a catalyst attached therein to collect the fine particles in the exhaust gas. That is, the ceramic foam 235 is formed in an elliptic cylinder shape, and its bottom face is opposed to the flow of exhaust gas from the upstream side A to the downstream side B as indicated by the arrows in FIG. It is arranged to be. In addition, the crampel-type casing 231 is formed with a recess 231a for accommodating the outer circumferential portion of the ceramic foam 235.

On the other hand, the ceramic foam 235 is provided with an elliptical axial support member 234 engaged with both end surfaces (both bottom surfaces) in the circumferential portion thereof, and the axial support member 234 is made of ceramic. It is disposed in both end surfaces of the foam 235. In addition, the axial support member 234 is covered with a plurality of points by the plurality of metal end members 237, the metal end member 237 is bent at the same time while covering the axial support member 234 from the outside. It extends and it is couple | bonded with the main surface of the ceramic foam 235.

The mutually opposing ones of the metal end members 237 are connected by the suspension member 236, and the axial support member 234 is connected to the ceramic foam 235 via the metal end member 237 by the suspension member 236. The ceramic foam 235 including the metal end member 237 and the axial support member 234 while being pressed at both ends and mounted so that the axial support member 234 does not fall off from the ceramic foam 235. Is inserted into the concave portion 231a of the cram cell-type casing 231.

The radial support member 233 is wound around the outer circumference of the ceramic foam 235 on which the metal end member 237 and the suspension member 236 are mounted, and the outer circumference of the radial support member 233 is a cram cell type casing. It is formed so that it may match with the bottom surface of 231. In addition, the crampel-type casing 231 corresponding to the mounting portion of the suspension member 236 is formed with an expansion portion 231b to allow expansion of the radial support member 233 by the suspension member 236. In addition, the axial support member 234 is formed of a wire mesh or the like, and the radial support member 233 is formed of a heat-expandable ceramic fiber or the like.

The ceramic foam 235, the axial support member 234, the metal end member 237, the suspension member 236 and the radial support member 233 thus formed are integrally assembled to form the assembly AS. The diesel particulate oxidizing apparatus is completed by inserting the outer circumferential portion of the assembly AS into the recess 231a of the cram cell-type casing 231.

In order to assemble the diesel particulate oxidizer according to the present embodiment, first, the axial support members 234 are disposed on both end faces of the outer peripheral portion of the ceramic foam 235, and the axial support members 234 are formed by the metal end members 237. After covering the metal end member 237 by the suspension member 236 is connected. In this connection, the distance between the outer end faces of the metal end members 237 is adjusted so that both outer sides of the metal end members 237 are matched to the recesses 231a in the cram cell type casing 231.

The radial support member 233 is wound around the outer circumference of the ceramic foam 235 on which the suspension member 236 and the metal end member 237 are mounted.

As a result, the assembly AS including the ceramic foam 235, the axial support member 234, the metal end member 237, the suspension member 236, and the radial support member 233 is completed.

The assembly AS is inserted into the concave grooves 231a on one side of the upper and lower portions of the cram cell-type casing 231, and then the other is inserted into the diesel particulate oxidizing apparatus.

In FIG. 1, reference numeral 1 denotes a cylinder block, numeral 2 denotes a cylinder head, numeral 44 denotes a water temperature sensor for detecting a coolant temperature of the engine as an engine condition sensor, and reference numeral 42 in FIG. The vehicle speed sensor 43 denotes a clock, and 127 denotes a warning lamp for warning.

Since the regeneration system of the diesel particulate oxidizing apparatus according to the first embodiment of the present invention is configured as described above, the control procedure of the entire system is as shown in FIG. The reproducing system of the first embodiment of the present invention has two systems of normal regeneration and forced regeneration.

In FIG. 15, first, when the key switch is turned on (e.g., an accessory position), the operation of the system is started, and the normal regeneration flag (normal reproducing display character) and the steel regeneration flag are read out (stem). a1), read from the memory in what condition the key is off in the above operating state.

The normal regeneration flag is configured to turn on when the amount of fine particles deposited in the DPO 5 exceeds the set value (equivalent to 70 g in the present embodiment) as described later. It is comprised so that it may turn on in the state in which the particle | grain accumulation amount exceeded the set value (equivalent to 80g in this Example) larger than a normal regeneration flag.

In the control process of the whole system, the normal regeneration flag is turned on and the forced regeneration flag is turned off (steps a2 and a3), and the normal regeneration control is performed by controlling the injection timing and the intake air throttle amount (stem a4). Whether or not normal regeneration has been completed is detected by pressure loss (pressure loss) of the DPO 5 (step a5).

When the normal regeneration flag is turned on and the steel regeneration flag is turned on, the forced regeneration control is performed by controlling the injection timing and the intake throttle amount and performing idle up (step a9). It is detected by the timer state of the timer or the depressed state of the DPO 5 (step a10).

In addition, when the normal regeneration flag is turned off, normal injector start control and EGP control are performed (step a7). Then, on the basis of the integrated value of the diesel particulates, the pressure loss of the DPO 5, etc., it is detected whether or not it is a normal regeneration time (step a8). When the end of the normal regeneration control or the forced regeneration control is detected, and after determining the normal regeneration time, it is determined whether or not the key is turned off (step a6). If the key is on, the process from step a1 is started again. On the other hand, when the key is off, the operation of the playback system is terminated.

That is, in the case of non-normal playback, the processing procedure (step a1? A2? A7? A8? A6) is executed, and the state of waiting for the normal playback flag or the forced regeneration flag to be turned on continues.

The normal playback time detection process is a process of detecting the normal playback time and turning on the normal playback flag as shown in FIG. First, by sending a control signal to the solenoid 79a in a state in which the valve bodies 76b and 77b shown in FIG. 2 are closed, the valve body 79b is opened and the valve body 78b is closed. The pressure p2 downstream of the DPO 5 is detected by the exhaust pressure sensor 10 (step b1), and the set pressure for the reference pressure loss? P2 is read (step b2). By opening the valve body 78b and closing the valve body 79b, the exhaust pressure sensor 10 detects the pressure p1 upstream of the DPO 5 (step b3) and the valve. The atmospheric pressure p0 is detected by the exhaust pressure sensor 10 by closing the sieves 78b, 79b and 76b and opening the valve body 77b. From these, the main muffler pressure loss? P2 (= p2-p0) and the DPO pressure loss? P1 (= P1-P2) are obtained (step b3). As shown in FIG. P2) and DPO stress Δp1 are determined as YES in step b4, for example, when the boundary line corresponding to the deposition amount of the fine particles 70g is transferred to the region C3 in the region C2 of FIG. 17, The normal regeneration flag is turned on (step b6), and the forced regeneration plug is turned on when the boundary line corresponding to the amount of deposition of fine particles of 80 g is shifted from the area where the amount of deposition is small to the area where it is.

In the case other than YES, the normal playback flag is turned off (step b5). However, once normal playback is started, the normal playback flag does not enter the normal playback start detection process. When there is a main muffler pressure loss and a DPO pressure loss in the illustrated area c2, the state of the normal regeneration flag is maintained in the current state (step b5). In addition, in step b4, one measurement value is used as the DPO pressure loss (ΔP1) without determining the deposition amount of the fine particles by the above map, or the average value of the multiple measurement values is obtained in order to reduce the deviation of the measurement value. Use other statistical processing.

The end detection process of the normal playback time is the same as that of steps b1 to b3 in the process of detecting the normal playback time shown in FIG. 16, as shown in FIG. 18, and the main muffler pressure loss? P2 (= P2-PO) ) and DPO pressure drop (△ P1) (= P1- P 2) to obtain (step C1~C3), is a main muffler and pressure loss DPO pressure loss, as shown in Figure 17, for example corresponding to the particulate accumulation amount 20g When the boundary line is shifted from the area C2 to the area C1, it is determined as YES in step C4, and the normal playback flag is turned off (step C5).

Then, in the case of not being determined as YES, first, the temperature detection signal of the DPO 5 from the temperature sensors 14 to 16 is received (step C6), and the DPO temperature T is equal to or higher than the normal regeneration end set value. In the case of YES (step C7), the normal playback flag is turned off (step C5).

When the DPO temperature T is less than the normal regeneration end setting value, the normal regeneration flag is turned on (step C8). If forced regeneration is required (step C9), the forced regeneration flag is turned on (step C10). In addition, step C6 and step C7 are used for normal regeneration end detection in consideration of temperature, and may be omitted. If a flag other than the normal regeneration flag is provided and the DPO temperature exceeds the predetermined temperature, the normal regeneration may be performed and a scheduled flag for self-burning may be provided. In this case, the normal regeneration scheduled flag When it is turned on, the operation of the normal regeneration assisting mechanism is prohibited.

As shown in FIG. 19 and FIG. 20, the injection timing control process includes the temperature T of the DPO 5, that is, the DPO inlet temperature Tin, the DPO internal temperature Tf, and the DPO outlet temperature To. (Step d1), if this temperature T is 650 degreeC or more, it determines with abnormal high temperature (step d2), and engine speed Ne by the abnormal high temperature demonstration map Ne and θ through YES path | route. And the injection timing determined by the pump lever opening degree [theta] (step d8).

That is, the map at the time of abnormal high temperature is set inside so that the fuel injection timing may be faster than the map at the time of normal driving.

When the temperature T is less than 650 ° C, when the forced regeneration flag is off and the normal regeneration flag angle is off (steps d3 and d4), the engine speed Ne and the engine speed Ne are set by the maps Ne and θ during normal driving. The spraying machine determined by the pump lever opening degree [theta] is set (step d6).

The holding mechanism flag is turned off and the normal flag is turned on, and the injection device determined by the engine speed Ne and the pump lever opening degree is set by the maps Ne and θ during normal playback (step d5). ). In addition, when the forced regeneration flag is on, a preset injection timing at the time of forced regeneration is set. (Step d7)

The solenoid timer ST is switched on and off so as to achieve the set fuel injection timing so as to obtain the high-advanced or middle-advanced characteristics, and the tectonic valve RV is defined in the 21st (a) and 21st ( b) As shown in the figure, by switching smoothly by the duty control, it is possible to obtain the high-advanced characteristic or the most perceptual characteristic.

That is, since the valve control of the most-delay solenoid timer ST has a change range of 11 to 28 degrees (deg) at the most delayed time, an acceleration and deceleration shock occurs when a sudden change is made. In order to alleviate the impact during this switching time, switching that takes a sufficiently long time (to seconds) (for example, 2 to 3 seconds) by the duty control of the solenoid timer ST is performed. Switching of the solenoid timer ST by this duty control can be changed as shown in Table 1 in each area | region D1-D5 shown in FIG. 22 (step d9).

10 is a cross-sectional view taken along line X-X of FIG.

TABLE 1

FIG. 20 shows the flow control of the fuel injection pump.

Here, symbol S denotes switching by duty control, symbol S (H) denotes switching by duty control with hysteresis of time, Q denotes on / off switching, and (-) denotes no switching. It is displaying.

In this way, the appropriate control is changed according to the areas D1 to D5 divided by the engine speed and the lever opening degree. For example, in D3 (perception) to D1, by switching on and off to stabilize the children. Switching is performed quickly (step d10), and in D3 (perception)-> D2, switching is performed gently by duty control in order to reduce an impact (step d11).

The switching time to due to the duty control may be a function of the engine speed. The EGR control process (control process by the exhaust recirculation change means) is performed by the temperature T of the DPO 5, that is, the DPO inlet temperature Tin and the DPO, as shown in FIG. 19 and FIG. When the internal temperature Tf to the DPO exit temperature To is detected (step e1), and this temperature T is 650 ° C or higher, it is determined to be an abnormal high temperature (step e), and the YES path is carried out at an abnormal high temperature. By the maps Ne and θ, the lift amount (corresponding to the EGR amount) of the EGR valve 30 determined by the engine speed Ne and the pump lever opening degree θ is set (step e8).

That is, when the temperature T of the DPO 5 abnormally rises during the operation of the normal regeneration assisting mechanism or during normal driving, the oxygen concentration to oxygen of the exhaust gas supplied to the DPO 5 is weighed by the EGR amount. The absolute amount is lowered to slow the combustion of the fine particles.

When the temperature T is less than 650 ° C, when the forced regeneration flag is off and the normal regeneration flag is off (steps e3 and e4), the engine speed Ne and the engine speed Ne are set by the maps Ne and θ during normal driving. The lift amount of the EGR valve 30 determined by the pump lever opening degree [theta] is set (step e6) to reduce the number of Nox during normal operation.

When the forced regeneration flag is turned off and when the normal regeneration flag is turned on and the forced regeneration flag is turned on, the EGR valve 30 is completely closed (steps e5 and e7), thereby preventing overheating of the DPO temperature and preventing normal regeneration. Minimization of driver deterioration at the time of operation of the mechanism is minimized. The drive control of the EGR valve 30 is performed so that the lift amount of the EGR valve 30 set in this way (step e9).

The intake throttle control process (control process by the intake air pressure change means) is performed by the temperature T of the DPO 5, that is, the DPO inlet temperature Tin and the inside of the DPO as shown in FIGS. 19 and 24. When the temperature Tf to the DPO exit temperature To is detected (step f1), and the temperature T is 650 ° C or higher, it is determined that the temperature is abnormal high temperature (step f2), and the map at the abnormal high temperature is passed through the YES path. The opening degree of the intake draw valve 21 determined by (Ne, θ) is determined based on the engine speed Ne and the pump lever opening degree θ (step f8).

As a result, when the DPO temperature T rises abnormally during the operation of the normal regeneration assisting mechanism, the intake throttle valve 21 is brought into a completely closed state to increase the intake throttle amount, thereby allowing the intake of new gas. It suppresses combustion of microparticles | fine-particles by blocking.

If the temperature T is less than 650 ° C., the intake throttle valve 21 is completely opened in principle when the forced regeneration flag is turned off and when the normal regeneration flag is turned off (steps f3 and f4). Is reduced (step f6), and a new gas is supplied to each cylinder of the engine E.

If the forced regeneration flag is off and the normal regeneration flag is on, the intake throttle valve 21 is determined by the engine speed Ne and the pump lever opening degree θ by the maps Ne and θ during normal regeneration. The opening degree is set (step f5).

The effects of the intake throttle include the change of the amount of oxygen present in the new gas and the cooling effect of the engine, which causes the amount of heat of the new gas to reach. The exhaust temperature is caused by throttling the intake air during the transition from the normal regeneration state to the normal regeneration state. Rises.

On the contrary, in the normal regeneration of the DPO 5, the intake throttle amount is controlled by dividing the intake throttle amount into, for example, a step other than the previous step of the normal regeneration of the DPO 5, so that the state of the intake throttle amount in the previous step is small and By the state in which the intake throttle amount is large, combustion due to a change in the amount of oxygen or the like during normal regeneration of the DPO 5 can be controlled.

If the forced regeneration flag is on, the opening degree of the intake throttle barrel 21 determined by the engine speed Ne and the pump lever opening degree θ is set by the maps Ne and θ during forced regeneration (step f7). ). In this way, the drive control is performed on the intake throat valve 21 so as to become the throttle opening degree of the set intake throttle valve 21 (step f9). In the forced regeneration control process, as shown in FIG. 25, when the forced regeneration flag is turned on (when the amount of fine particles deposited exceeds 80 g) (step g1), the warning lamp 127 blinks (step g2) If the forced regeneration switch is turned on (step g4) and the idle state is stopped (step g5), the forced regeneration process is performed (block G).

When the forced regeneration switch SW is turned on (steps g3 and g4), the processing of the block G when the idle state is entered in step g5 is started. In block G, the idle-up actuator 46 is operated by supplying a control signal from the ECU 9 to the solenoid 47a to raise the engine E idle speed. (Step g6).

Then, the fuel injection device control and the intake throttle control are performed (steps g7 and g8), and integration of the normal regeneration time is performed (step g9). Integration of the operating time is performed as shown in FIG. 26 and FIG. First, the DPO inlet temperature (DPO upstream exhaust temperature) Tin from the temperature sensor 14 is detected, and the addition coefficient K1 is obtained by the map shown in FIG.

This addition coefficient K1 is taken as the product (K1,? T) of the time DELTA t while the DPO 5 maintains the temperature Tin, and the cumulative values (ΣK1,? T) of the product, In other words, an integrated value of the operating time is obtained. If this cumulative value exceeds 30 seconds, for example, it is determined that the forced regeneration is completed (step g10), and the forced regeneration flag is turned off.

(Step g11)

Thereby, the operation of the normal regeneration assisting mechanism is stopped by the control of other processing.

Incidentally, other integration times are as shown in FIG. 27, and the cumulative value (ΣΔt) of the time when Tin = 450 ° C for 180 seconds after the DPO inlet temperature Tin exceeds 450 ° C, that is, , The integrated value of operating time is obtained. If this cumulative value exceeds 60 seconds, for example, it is determined that the forced regeneration is completed.

In calculating each said computerized value, you may calculate based on DPO internal temperature Tf from the temperature sensor 15 and DPO exit temperature To from the temperature sensor 16. FIG. Next, in Fig. 25, if the forced regeneration switch is turned off (step g4) or not in the idle state (step g5), the process proceeds to the normal regeneration control process, and the forced regeneration flag is turned off and the normal control flag is turned off. The off surface (step g12), the normal running control is performed.

The ECU 9 also functions as a normal regeneration assisting mechanism control means, a crust inhibiting means and an on / off valve control means. Thus, in the function as the crust inhibiting means, the injection pump opening degree sensor (load sensor) 19 shown below is shown. The normal regeneration assist mechanism is operated as shown in FIG. 22 according to the pump lever opening degree θ of the rotor and the engine speed Ne from the engine speed sensor 20 and the engine temperature from the water temperature sensor 44. This is forbidden.

1) In the area D1 having a low engine speed, in order to stabilize the idle, no perception is made, and the above-mentioned high advance characteristics are prevented, so that the normal regeneration assist mechanism is prohibited.

2) In the region D2 of the high load (full axle open), in order to secure the output, the perception is not performed and becomes the high advance characteristic.

3) In the area D3 near full opening other than high load (full axle open), fine particles can burn themselves even without being perceived. In addition, after the transition from the state of the most delayed most angular to the area D3, the most angular is maintained for about 10 seconds.

4) In the low speed low load area D5 of the engine, the normal regeneration reporting mechanism is not normally operated because the fine particles pct cannot self-burn even if it is late.

In addition, after the transition from the most perceptual state to this area d5, the most perceptual angle is maintained for about 10 seconds.

By the way, in FIG. 22, the area indicated by D4 is an area in which the DPO 5 can be normally reproduced by the operation of the normal regeneration assisting mechanism. In this area D4, the normal regeneration assisting mechanism of the ECU 9 is controlled. By the function, as shown in FIG. 28 (b), the low-advanced (L) characteristic can be obtained by opening (off) the perceptual valve RV. At this time, the solenoid timer ST is in a wrong (closed) state.

As a result, the normal regeneration assisting mechanism is activated, the fuel injection timing is perceived, and as shown in FIG. 19, the DPO inlet temperature Tin increases, and the normal regeneration of the DPO 5 is promoted.

In normal driving, as shown in FIG. 28A, the solenoid timer ST is controlled on and off in accordance with the state of the engine E to improve the exhaust gas in the partial region.

In the present embodiment, in the case of a long continuous continuous low-speed driving operation, the state where the exhaust gas temperature is lower than the combustion start temperature of the DPO 5 is always continued, and even if the particulates are not self-burned and the particulates are optimal, the DPO ( By measuring the pressure loss of 5), the state in which the fine particles are excessively accumulated is detected, and the normal regeneration assisting mechanism is operated to increase the exhaust temperature to control the normal regeneration easily.

That is, the amount of fine particles deposited in the DPO 5 is detected by the normal regeneration timing detecting process shown in FIG. 16, and it is determined whether the normal regeneration assisting mechanism is operated. If it is judged that the ECU 9 transmits the operation instruction for each actuator of the injection pump 17, the EGR valve 30 and the intake throttle valve 21, the injection pump 17 is shown in FIG. By the injection timing control process shown, the EGR valve 30 is controlled by the EGR control process shown in FIG. 23, and the intake throttle valve 21 is controlled by the intake throttle process shown in FIG. Will be.

As described in detail above, according to the normal regeneration system of the diesel particulate oxidizing apparatus of the present embodiment, there is an advantage that it is possible to prohibit the normal regeneration of the diesel particulate oxidizing apparatus in accordance with the state of the engine, for example, have.

1) When the engine is under rubber (near axle full opening), normal regeneration of the DPO can be prevented, high output of the engine can be ensured, and in this case, the exhaust temperature is sufficiently high, whereby the fine particles themselves. Since it burns, there is less need to operate a regeneration aid, and it can prevent inefficient operation of a regeneration aid.

2) The driver regeneration is ensured by preventing normal regeneration of the DPO in the low rotation range or the idle state of the engine, and fine particles cannot self-burn even when perceived in the low speed low load region of the engine. Can prevent inefficient operation.

3) In the cooling state of the engine, it is possible to prevent normal regeneration promotion, thereby preventing deterioration of normal regeneration efficiency due to insufficient exhaust gas temperature.

The on / off valve is turned on / off in response to a hydraulic passage communicating between the high pressure chamber and the low pressure chamber of the timer piston of the injection pump, an on / off valve installed to block the hydraulic passage, and a detection signal from the engine state sensor. It is a simple structure equipped with the opening and closing control means for selectively supplying the operation signal or the duty operation signal. The pressure difference between the timer piston high pressure chamber and the low pressure chamber of the distribution type injection pump can be controlled by adjusting the opening degree of the switching valve. It is possible to smoothly control the perception during normal regeneration assist mechanism operation.

Further, in accordance with the detection signal of the engine state sensor for detecting the state of the diesel engine, a perceptual prohibiting means for prohibiting the perceptual control signal of the normal regeneration auxiliary mechanism control means from being supplied to the fuel injection timing forming means, In order to facilitate normal regeneration of diesel particulate autooxidation apparatus, exhaust circulation amount changing means capable of refluxing the exhaust gas from the exhaust system to the intake system and changing the reflux amount of the exhaust gas, or in the intake system of the diesel engine. Is a simple configuration in which an intake underpressure changing means capable of changing the intake underpressure is provided so that a control signal from the normal regeneration assisting mechanism control means is supplied to the exhaust recirculation amount changing means or the intake underpressure changing means. In addition to controlling the fuel injection timing, the EGR amount and the intake pipe negative pressure can be controlled. It is possible to promote normal regeneration of certain DPOs.

And a reduced configuration in which an idle mechanism of the diesel engine is installed to facilitate normal regeneration of the diesel particulate oxidizing apparatus, and is connected so that a control signal from the normal regeneration assist mechanism control means is supplied to the idle mechanism. At the same time as controlling the fuel injection timing, the idle rotation speed can be increased, and the normal regeneration of the DPO can be more surely performed. In addition, the fuel injection device described in this embodiment includes a link mechanism in which the axle pedal and the fuel injection pump combine a fuel injection amount control lever, and in synchronization with the perception signal from the control unit of the normal regeneration system of the DPO. Since the lever ratio variable stage for changing the lever ratio toward the fuel weight is provided, the fuel injection amount can be cheaply weighted with a simple configuration at the time of normal regeneration of the DPO, thereby preventing the deterioration of the output and driver capability.

In addition, in the present embodiment, according to the normal regeneration system of the DPO provided with the exhaust deposit discharge device, the following effects can be obtained.

1) The drain trap wire mesh can reliably collect moisture, thereby supplying exhaust gas from which moisture is removed to the pressure sensor.

2) By reducing the exhaust pulsation reducing volume, the exhaust pulsation is reduced, the detection accuracy of the pressure sensor is improved, and the durability of the filter and the pressure sensor is improved.

3) The filter can also remove moisture that has not been removed by soot and wire mesh in the exhaust.

4) With the addition of the exhaust system, the piping freedom of the exhaust pressure detection line is increased.

5) The supercharge pressure can be used during engine rotation to clean the exhaust pressure detection line.

6) Exhaust deposits such as moisture and soot in the exhaust pressure detection pipe can be removed to the exhaust passage.

7) According to the above 1, the water trapped in the loose portion of the exhaust pressure detecting pipe in the cold region or each part of the filter devices installed on the piping freezes so that the filter device or the exhaust pressure detection sensor is broken. It can prevent and block the piping by freezing.

8) Since soot can be removed according to the above-mentioned item 1, the detection accuracy of the exhaust pressure detection sensor is improved.

9) A check valve is provided in the compressed air supply pipe to prevent backflow of the exhaust during discharge. Therefore, contamination or damage of the filter device and the solenoid valve can be suppressed, and the setting of the dischargeable area becomes unnecessary except for a part of the high load, high rotation area, so that the software in the controller can be simplified.

Moreover, according to the attachment structure of DPO shown in this Example, it has the following effects.

1) Since the preassembled assembly parts are mounted, the compression rate of each supporting member can be adjusted appropriately by adjusting the assembly parts, thereby making it easy to manage the compression rate.

2) Since the assembly is completed by inserting the assembly parts into the cram cell type casing, there is no need for replacement and assembly due to a shape defect, and assembling of the particulate oxidizing device can be facilitated.

3) When the axial support member is formed of an elastic member, the thickness deviation of the ceramic foam can be absorbed, and the warpage of the ceramic foam at the time of increasing the exhaust pressure can also be absorbed.

Next, FIGS. 1, 14 and 29 are shown for the second embodiment which detects the deposition amount of the fine particles of the DPO while storing the driving history of the engine instead of the regeneration time detection means of the DPO of the first embodiment. A description with reference to FIG.

As shown in FIG. 1 and FIG. 14, the ECU 9 has a power source nonvolatile memory (i.e., a first to fourth memory as an operation history storage unit for storing the operation history of the diesel engine). A memory having the memory value stored even after the ignition key is turned off) and having a function as a judging section for determining the operation timing of the fuel injection timing control means 18 on the basis of the memory value of the driving history storage section. When the CPU detects the regeneration state of the DPU 5 based on the detection signals from the temperature sensors 14 to 16, the CPU sets the regeneration time initial value setting unit that sets the memory value of the operation history storage unit to the operation history initial value. It also serves as a function.

As the clock 43, a clock mounted in the ECU 9 may be used. The determination of the reproduction timing in the ECU 9 will be described below. The ECU 9 has first to fourth memories, and the first to fourth memories store the operation history of the diesel engine E. That is, the first memory stores the accumulated engine speed from the engine speed sensor 20, and the second memory stores the vehicle speed signal from the vehicle speed sensor 42 and the time (clock) of the clock 43. The distance calculated by the CPU, and the third memory stores the operation time of the diesel engine E based on the time signal from the clock 43 in the engine rotational state. The fourth memory converts the generation amount of particles from the lever opening degree θ from the injection pump opener sensor 19 and the engine speed N by the particle map, and accumulates them to add the particles in the DPO 5. Remember to estimate the amount of deposition.

The CPU as the judging unit of the ECU 9 has the engine speed count value in the first memory of more than 600,000 rotations, and the travel distance in the second memory of 200 miles or more. When the integrated value of the operating time in the third memory reaches 10 hours or more, or when the amount of fine particles deposited in the fourth memory reaches 30 g or more, the DPO 5 controls to start regeneration. In addition, the reproduction time may be controlled by combining the stored value and the determined value in each memory.

In addition, the CPU as the regeneration state detection unit of the ECU 9 determines that the regeneration state is detected when each detection temperature from the temperature sensors 14 to 16 satisfies each determination condition as shown in Table 2.

"의 관계가 유지된다.The determination by this regeneration state detection unit is characterized by the characteristic curve (a) of the upstream exhaust gas temperature (DPO inlet temperature) Tin of the DPO 5 during self-burning as shown in FIG. 19 shown in the first embodiment. DPO inlet temperature is performed based on the characteristic curve (b) of the internal temperature (5) of (5) and the characteristic curve (C) of the downstream exhaust gas temperature (DPO outlet temperature) (To) of the DPO (5). When (Tin) is 400 ° C or more, combustion (including self-combustion) of the DPO 5 is started, and while the DPO 5 is combusting, generally "

Relationship is maintained.

In this way, the regeneration state detection unit detects that the regeneration is started and the regeneration state (during regeneration), and the regeneration is terminated by a decrease in the filter temperature from the temperature sensor 15, that is, the internal temperature Tf of the DPO 5. Can be detected, and of course, the state which is not burning can also be detected.

In addition, in the regeneration state detection, the regeneration state and the regeneration state (during regeneration) are not only detected, but also the regeneration material is detected by a decrease in the filter temperature from the temperature sensor 15, that is, the internal temperature Tf of the DPO 5. The state which is not burning can also be detected naturally.

In addition, the regeneration tank detection unit may detect the regeneration of the DPO 5 by the regeneration control unit (ECU) 9.

The CPU as the regeneration time initial value setting unit of the ECU 9 receives the regeneration state detection signal from the regeneration state detection unit described above, and collects the first to fourth memories (hereinafter, these memories) as the operation history storage unit to collect a counter ( Referred to as A)].

The operation history is the operating time of the diesel engine E, and when the DPO inlet exhaust gas temperature Tin shown in state 1 of Table 2 is detected, the initial value is set to the counter A as the third memory. The processing for determining the reproduction timing will be described based on the thirty-ninth embodiment.

TABLE 2

This regeneration timing determination process is performed while the ignition key is on (step h1). First, the operating time, which is the integrated operation history of the diesel engine E, is added to the counter A (step h2), and it is determined whether the operating time (memory value) is longer than the set time (here, 10 hours) ( Step h3), and when the operation time is equal to or greater than the set time (YES in step h3), the fuel injection timing control means 18 constituting the regeneration mechanism is operated by the control by the ECU 9, and the DPO ( 5) to regenerate the DPO (5) by supplying a hot exhaust gas.

If the operating time is less than the set time (NO at step h3), the temperature sensor 14 detects the exhaust temperature T, i.e., the DPO inlet exhaust gas temperature Tin (step h4), and the exhaust temperature ( If T) is less than 400 ° C (step h5), the process returns to step h2 again.

If the exhaust temperature T is 400 ° C or higher, the operation time is added to the counter B as the operation history storage unit (step h6), the exhaust temperature T is detected again (step h7), and the exhaust temperature T ) Is averaged (step h8).

This operation is performed until the set time (here 1 minute) elapses (step h9), and the average exhaust temperature within the set time of the DPO inlet exhaust gas temperature (Tin) is obtained. h10), the self-combustion of the DPO 5 is performed (i.e., in a regeneration state), and the counter A as the driving history storage unit is reset (initial value 0) (step h11). The counter B as the storage unit is reset (step h12), and the process from step h2 is executed again.

If the average exhaust temperature is less than 400 ° C, the operation time of the counter B is added to the operation time of the counter A, the setting is corrected in the counter A, and the counter B is reset. (Step h14), the process from step h2 is executed again.

In this way, the detection of the regeneration state by the inlet exhaust gas temperature Tin of the DPO 5 from the temperature sensor 14 shown in state 1 of Table 2 can be performed based on the operating time of the diesel engine E. Since the calculation is performed by taking the average value of the DPO inlet exhaust gas temperature Tin, the regeneration state can be detected properly even when there is a large variation in the temperature detection value (instantaneous value).

By the way, when using the integration of the engine speed Ne as the driving history, the comparison between the stored value of the counter A and the set rotational speed (600,000 revolutions) is made in step h3 with the counter A as the first memory. The engine speed during the calculation of the average value of the exhaust temperature T is stored in the counter B so that the result of the set time in step h9 is determined by the counter D provided separately.

In this case, the counter D may not be provided, and in step h9, a comparison between the set engine speed and the stored value of the counter B may be performed.

When the travel distance is used as the driving history, the counter A9 is used as the second memory, and in step h3, a comparison between the memory value of the counter A and the set traveling distance (200 miles) is performed. In B), the travel distance while the average value of the exhaust temperature T is obtained is stored, and the elapse of the set time is determined in step H9 by the counter D provided separately.

In this case, without using the counter D, in step h9, when using the integration of the engine speed Ne as the driving history, the counter A is used as the first memory. A comparison between the stored value of A) and the set rotational speed (600,000 revolutions) is performed, and the engine revolutions while the average value of the exhaust temperature T is calculated in the counter B, and the counter D is separately provided. The elapse of the set time in h9 is determined.

In this case, the counter D may not be provided, and in step h9, a comparison between the set engine speed and the stored value of the counter B may be performed.

When the travel distance is used as the driving history, the counter A is used as the second memory, and in step h3, a comparison between the memory value of the counter A and the set traveling distance (200 miles) is performed. In (B), the travel distance while the average value of the exhaust temperature T is calculated is stored, and the result of the set time is judged in step h9 by the counter D provided separately.

In this case, even if the counter D is not provided, the comparison between the set running distance and the stored value of the counter B is carried out in step h9. Setting the initial value to the counter A as the third memory in the case of detecting the filter internal temperature Tf of the DPO 5 shown in the state II of Table 2 and the operating time of the diesel engine E; The processing for determining the reproduction timing will be described.

This process is performed during the ignition key is turned ON (step j1). First, the operating time, which is the integration history of the diesel engine E, is added to the counter A (step j2). It is determined whether the operation time (memory value) is longer than the set time (here 10 hours) (step j3).

When the operation time is equal to or greater than the set time, the fuel injection time control means 18 constituting the regeneration mechanism is operated by the control by the ECU 9 to supply the high temperature exhaust gas to the DPO 5 to supply the DPO 5. Play it back.

If the operation time is less than the set time, the temperature sensor 15 detects the exhaust temperature T, that is, the filter internal temperature Tf of the DPO 5 (step j4), and the exhaust temperature T is less than 600 ° C. Back side (step j5), the process from step j2 is performed again.

If the exhaust temperature T is 600 ° C or higher, it is determined that self-combustion of the DPO 5 is being performed (i.e., in a regeneration state), and the counter A as the operation history storage unit is reset (initial value 0). (Step j6), the process from step j2 is performed again.

In this way, detection of the regeneration state by the filter internal temperature Tf of the DPO 5 from the temperature sensor 15 shown in the state II of Table 2 can be performed based on the operating time of the diesel engine E. It is.

In addition, you may use the integrated value of the engine speed Ne as the driving history, and the traveling distance as mentioned above.

As shown in FIG. 31, the operation history is the operating time of the diesel engine E, and the inlet (upstream) exhaust gas temperature Tin of the DPO 5 shown in the states IV and V of Table 2 is shown. And for setting the initial value to the counter A as the third memory and for determining the regeneration time when detecting the filter internal temperature Tf or the outlet (downstream) exhaust gas temperature To of the DPO 5. Describe the process.

This processing is performed while the ignition key is on (step K1). First, the operating time which is the operation history integrated value of the diesel engine E is added to the counter A (step K2), and it is determined whether or not this operating time (memory value) is longer than the set time (here 10 hours) ( Step K3).

When the operation time is equal to or larger than the set time, the fuel injection control unit 18 constituting the regeneration mechanism is operated by the control by the ECU 9 to supply the high temperature exhaust gas to the DPO 5 to supply the DPO 5. Play).

If the operating time is less than the set time, the temperature sensor 14 detects the exhaust temperature T, that is, the exhaust gas temperature Tin at the DPO inlet (step K4), and then the filter internal temperature (from the temperature sensor 15) (step K4). To or the temperature T 'of either the DPO outlet exhaust gas temperature To from the temperature sensor 16 is detected (step K5) and the temperature difference T'-Tin is less than 0 ° C (step K6). ), The process from step K2 is executed again.

If the temperature difference is 0 deg. C or more, the self-combustion of the DPO 5 is performed (i.e., in a regenerated state), and the counter A as the operation history storage unit is reset (initial value 0) (step K7). The process from step k2 is executed again.

In this way, the inlet exhaust gas temperature Tin of the DPO 5 from the temperature sensor 14 shown in states IV and V of Table 2 and the DPO 5 from the temperature sensors 15 and 16 are shown. Detection of the regeneration state by either the temperature T 'of the internal temperature of the filter Tf or the outlet exhaust gas temperature To of the DPO 5 can be performed according to the operating time of the diesel engine E. .

In addition, you may use the integrated value of the engine speed Ne as the driving history, and the traveling distance as mentioned above. In the case of using the particulate accumulation amount as the operation history, the counter A is used as the fourth memory so that the comparison between the stored value of the counter A and the set deposition amount 30g is performed in step K3. .

The reset of the counter A in step K7 is performed by subtracting the current accumulation amount and the estimated amount of the body combustion amount of the fine particles.

That is, the self-burning amount of microparticles | fine-particles is calculated | required as follows.

First, the calorific value a 'of the fine particles is given by the following equation.

Q '= Σ {wa × C × ΔT × Δt / k}

Where (Q ') is the amount of particulate smoke (J), wa is the exhaust gas flow rate (kg / sec) per unit time, C is the specific heat of the exhaust gas {integer: J / kg · deg}, ΔT is The exhaust gas temperature difference (deg) before and after the DPO,? T represents the time (sec), and k represents the ratio (constant) used to increase the exhaust gas temperature of the fine particles, respectively.

Subsequently, the amount of self-burning fine particles is given by the following equation.

wp = Q '/ q

Here, wp represents the amount of fine particles (kg) burned by itself, and q represents the calorific value (constant: J / kg) per unit mass.

The self-burning amount of the fine particles thus obtained is subtracted from the accumulated amount of the fine particles corresponding to the integrated value by the engine operation history, and the current deposition amount of the fine particles is newly set in the counter A. FIG. In addition, the specific value of the temperature or time used by each Example mentioned above is as having illustrated.

Therefore, according to the regeneration time detection means of the DPO of the second embodiment, the following effects and advantages can be obtained.

(1) According to the movement history of the diesel engine, it is possible to accurately estimate the accumulation amount of particulates in the filter.

(2) According to the above item 1, it is possible to accurately detect the regeneration time of the fine particles.

(3) Since the regeneration time is not delayed, overheating during particulate combustion is eliminated, so that dissolution or uniformity of DPO is prevented.

(4) The playback time is not accelerated, so the playback can be performed efficiently.

(5) The device can be manufactured at low cost.

Next, a third embodiment shown as a modification of the timer device described in the first embodiment will be described with reference to FIGS. 32 to 33. FIG. In addition, about the part which is substantially the same as 1st Example, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

In the third embodiment, as shown in FIG. 32, the surge valve type timer 174 slides in the pump housing 175 in a direction perpendicular to the pump drive shaft 54 of FIG. 4 to control the fuel injection timing. The timer piston 176 which rotates the roller ring 57 is provided.

Moreover, the roller ring 57 is connected to the recessed part 176a formed in the timer piston 176 via the slide pin 56 of FIG.

In the pump housing 175 (part of the timer housing in particular), a timer piston high pressure chamber (hereinafter referred to simply as a high pressure chamber) to a pressure chamber having one end surface of the tire piston 176 as one wall surface (177) At the same time, a timer piston low pressure chamber (hereinafter simply referred to as a "low pressure chamber") 178 is formed, which has the other end surface of the timer piston 176 as one wall surface.

A recess 176b is formed on the other end surface of the timer piston 176, and a servo valve 179 is inserted into the recess 176b. The servo valve 179 has two land portions 179a and 179b, and has a passage 180 for communicating with the high pressure chamber 177 to the pump chamber 51 of FIG. In accordance with the supplied fuel pressure (this pressure corresponds to the engine speed and increases when the engine speed increases, and decreases when the engine speed decreases), it is switched to the passage 181 or the low pressure chamber 178.

In addition, the passages 180 and 181 are formed in the timer piston 176.

In addition, the passage 181 is connected to a passage 183 in which an orifice 184 is connected to the pump chamber via the connection passage 182.

One end of the passage 186 in which the solenoid valve (hereinafter referred to as "solenoid valve") 185 is connected to the downstream side of the orifice 184 of the passage 183 is connected. The other end communicates with the reservoir side (low pressure side) of the oil tank 62. In addition, orifices 187 and 188 are formed on the upstream and downstream sides of the solenoid valve 185, respectively.

Therefore, when the solenoid valve is closed, the fuel pressure from the pump chamber 51 is supplied without being depressurized in the passage 181, but when the solenoid valve 185 is opened, the fuel from the pump chamber 51 is discharged through the passage 180. The fuel pressure is not applied to the passage 181 by returning to the reservoir, or the fuel pressure reduced by the desired value is applied by appropriately controlling the throttle amounts of the orifice 184, 187, and 188.

The hydraulic systems including the passages 183, 186 and the like, and the fuel supply system are often excluded from the tectonic valves, orifices and passages from FIG.

Further, as shown in FIG. 32, the spring bearing of the stopper member 194 provided with the first spring bearing portion 179C of the servo valve 179 and the cover 192 with the spring sheet 193 interposed therebetween. A flexible first spring 195 is loaded between the portion 194a. When the fuel pressure is acting on the passage 181, the first spring 195 cooperates with the fuel until the engine speed reaches the first set value N1 (see also the sixth (b)). (176) is moved to the incline side (left of Figure 32).

In addition, the servo valve 179 is provided with a guide portion 179e extending toward the stopper member 194, and is adjacent to the ring member 196 fixed to the distal end of the guide portion 179e. A second spring 198 having a diameter smaller and smaller than that of the first spring 195 is formed between the floating spring support member 197 inserted into the 179e and the second spring receiving chip portion 179d of the surge valve 179. Loaded.

That is, the first spring 195 and the second spring 198 are disposed in duplicate. When the fuel pressure is acting on the passage 181, the second spring 198 cooperates with the fuel until the engine speed reaches the second set value N2 greater than the first set value N1. The reference numeral 176 is maintained in the state where the engine speed is at the first set value N1, and when the engine speed exceeds the second set value N2, the timer piston 176 is moved to the forward direction.

In addition, the floating spring receiving member 197 is connected to the stopper member 194 when the timer piston 176 moves to the forward angle by a predetermined amount.

In the fuel injection pump 17 of FIG. 1 equipped with such a servo valve type timer, when the solenoid valve 185 is turned off (opened), the fuel pressure becomes low through the passage 186. Regardless of the value of the rotation speed, the fuel pressure applied to the passage 181 falls, and the pressure in the high pressure chamber 177 falls, so that the timer piston 176 is turned to the right in FIG. 32 by the first spring 195. As it is pressed, it becomes a low advance position.

In this state, even if the engine speed rises, the pressure in the passage 181 does not increase, so the most perceptual state is maintained regardless of the engine speed.

That is, it is possible to set the low urban characteristics as indicated by L in FIG. 6 (b).

By delaying the injection timing in this manner, as described in the first embodiment, the exhaust gas temperature becomes high, and the particulates collected in the DPO 5 can be burned, and the DPO 5 can be regenerated. When the regeneration of the DPO 5 ends, a signal for closing the solenoid valve 185 is output from the ECU 9.

When the solenoid valve 85 is closed, the fuel pressure according to the engine speed acts on the passage 181. When the engine speed increases, the timer piston 176 moves as follows. That is, when the engine speed is increased, the pressure in the passage 181 increases, and the pressure acts on the high pressure chamber 177 through the servo valve 179, so that the timer piston 176 has the first spring 195. While moving to the left (the true side) in FIG. As a result, the fuel injection timing is accelerated.

When the engine speed reaches the first set value N1, the floating spring support member 197 abuts on the stopper member 194, so that the secondary force of the second spring 198 is added. As a result, the timer piston 176 maintains the state when the engine speed is at the first set value N1. That is, for a while, the timer piston 176 does not move and maintains a perceptual state.

In addition, when the engine speed increases, when the second set value N2 is reached, the timer piston 176 moves to the left side (true angle side) in FIG. 32 while simultaneously compressing both springs 195 and 198. Then, when the engine speed further rises, the tip of the guide portion 179e of the servo valve 179 abuts on the stopper member 194, and the movement of the differential Murphystone 176 is again stopped. In addition, even if the engine speed increases, the timer front stone 176 does not move.

In this manner, the high-advanced characteristic can be set as indicated by H in the sixth (b).

In addition, when the engine speed decreases, the path opposite to the above is stepped on.

In this way, at least two types of fuel injection fraud characteristics L and H can be set while the sole part opens and closes the solenoid valve 185 in a mechanical configuration.

Further, as shown in FIG. 33, a spring 107 for elastically supporting the stopper member 194 may be installed in the cover 192 '. In this way, even when the timer piston 176 is at the latest time, the timer piston 176 can be biased by the spring 107, so that the operation at the latest time can be stabilized.

Accordingly, the third embodiment has the same effect as that of the first embodiment by combining the servo valve type timer piston and the solenoid valve 185 which reliefs the hydraulic pressure supplied to the high pressure chamber 177. You can get it.

In addition, a fourth embodiment which is a modification of the timer device disclosed in the first embodiment will be described. Also in this embodiment, the same code | symbol is attached | subjected about the substantially same part as 1st Example, and detailed description is abbreviate | omitted.

34 to 39, in the regeneration time control apparatus of the particulate matter oxidizing apparatus according to the fourth embodiment of the present invention, a normal timer piston 52 is attached to a VE type timer provided with a load sensing timer mechanism. And a hydraulic passage 123 communicating with the high pressure chamber 124 and the low pressure chamber 125 of the timer piston 52 is formed, and the timing control valve (TCV) as an on-off valve is provided in the hydraulic passage 123. ) Is installed. The solenoid 126a of this timing control valve TCV is connected to ECU9, and the valve part 126 is opened and closed by duty control.

As a result, a characteristic having a duty ratio of 100 to 0 (%) as shown by a solid line in FIG. 36 can be obtained, and a characteristic of a region wider than that in the first embodiment (see the broken line in FIG. 36). In addition, it is possible to obtain any advance angle other than the high advance, middle advance and low advance (lowest angle) according to the engine speed (pump rotation speed).

Since the torque sensor is not used in each embodiment, as shown in FIG. 37, the amount of advance is determined by the engine speed Ne and the pump lever opening degree θ. That is, since the relationship between the engine speed Ne, the pump lever opening degree θ, and the torque has a relationship as shown in FIG. 38, it is inherently positive that the torque and engine speed Ne should be obtained as the engine speed Ne. Each torque is obtained by substituting the pump lever opening degree [theta].

The duty ratio of the timing control valve TCV is determined by the engine speed Ne and the pump lever opening degree θ as shown in FIG.

Also, in FIG. 34, 102 denotes a control lever, 103 denotes a control lever shaft, 104 denotes a sackle, 105 denotes a governing spring, 106 denotes a tension lever, and 107 denotes a spring. , 108 is the drive shaft, 109 is the feed pump, 110 is the regulating valve, 111 is the flyweight, 112 is the idling spring, 113 is the load adjustment screw, 114 is the compensation lever, Reference numeral 115 is a sensing gear plate, 116 is a drive disk, 118 is a cam disk, 119 is a control sleeve, 120 is a flanger, 121 is a magnet valve, and 122 is a discharge valve. Each is marked.

The other configuration is the same as that of the first embodiment, and the fuel injection timing control process is first performed by the temperature T of the DPO 5, that is, the DPO inlet temperature Tin and the inside of the DPO, as shown in FIG. The temperature Tf to the DPO exit temperature To are detected (step l1), and if this temperature is 650 ° C or higher, it is determined that the temperature is abnormally high (step l2), and the map (Ne, θ) at the abnormally high temperature is passed through the YES path. ), The injection timing determined by the engine speed Ne and the pump lever opening degree θ is set (mode 4, step 18).

That is, the map at the time of abnormal high temperature is set in the knaps so that the fuel injection time is quick compared with the map at the time of normal driving.

When the temperature T is equal to or less than 650 ° C, when the forced regeneration flag is turned off and when the normal regeneration flag is turned off (steps l3 and l4), the engine speed Ne is determined by the maps Ne and θ during normal driving. And the injection timing determined by the pump lever opening degree [theta] (mode 1, step l6).

If the forced regeneration flag is off and the normal regeneration flag is on, it is set to the injection timing determined by the engine speed Ne and the pump lever opening degree θ by the maps Ne and θ at the time of regeneration (mode, 2). , Step l5).

When the forced regeneration flag is on, the engine engine speed is set to the full retard, which is a preset injection timing for forced regeneration (mode 3, step l7). (Ne) and the pump lever opening degree [theta] determine whether the switching method is slow switching or instant switching (Table 2, step l9).

When it is determined that the switchover is slow, the current injection timing is detected by the injection pump lever opening sensor 19, and the position of the timer piston position or the neutral lift sensor is read (step l10), and the difference between the actual injection timing and the target injection timing is determined. In consideration of this, the timer piston 117 is driven (step l11).

Even when it is determined that the switching is instantaneous, the timer piston position or the position of the neutral lift sensor is read (step l12), and the timer piston 117 is driven to reach the target injection time (step l13). Is substantially the same as in the first embodiment.

Since the other embodiments of the forced regeneration system are substantially the same as those of the fifth and sixth embodiments, differences from the first embodiment will be described, and the same reference numerals will be given to substantially the same parts, and description thereof will be omitted.

In the configuration of the fifth embodiment, as shown in FIG. 40 other than the signal input to the ECU 9 shown in FIG. 14 and output from the ECU 9, it is turned on when the transmission is in a neutral state. The signals from the neutral switch 251 to be turned off and the clutch switch 250 to be turned up in the clutch connection state while being turned on or other are input to the ECU 9, respectively.

In addition, the ECU 9 according to the present embodiment comprises a CPU, an input / output interface, or a memory (including a map) such as RAM or ROM, and controls the operation of the fuel injection timing control means 18. Regeneration of the control means RM, the EGR amount control means EM for controlling the operation of the EGR valve 30, the intake throttle amount control means IM for controlling the operation of the intake throttle valve 21, and the regeneration of the DPO 5 A signal for causing the warning light 127 to display the indication that the DPO 5 should be regenerated when the collection amount collected in the DPO 5 in response to a signal from the timing detection means exceeds a predetermined value (for example, 180 g). Receiving signals from the first control means M1 and the output time detection means of the DPO 5, the collection amount collected in the DPO 5 is equal to or greater than a predetermined value (for example, 80 g), and the diesel engine E When the fuel is injected into the fuel injection timing control means (retard device) 18 when it is under a required driving state (for example, an idle driving state). A signal for outputting a base perception signal, outputting a high speed idle signal to the idle-up actuator control solenoid 47a, and driving the EGR valve 30 to the EGR valve control solenoids 35a and 36a. And a second control means M2 for outputting a signal for driving the intake throttle valve 21 toward the intake throttle valve control solenoid 27a, 28a.

As a basis for the determination of whether or not a predetermined amount of fine particles is collected in the DPO 5, information on the pressure loss between the upstream and downstream of the DPO is used, and the integrated value information of the engine speed or the product of the engine speed and the lever opening degree information Or the like.

The forced regeneration control process of this device will be described below with reference to FIG. First, it is determined in step m1 whether forced reproduction is necessary. If it is YES in step m1, it is determined whether or not the cooling water temperature is higher than a predetermined value (for example, 55 ° C) in step m2, and if it is YES in step m2, a warning light is turned on. This processing is mainly performed by the first control means M1.

With this warning light on, the crew knows that forced regeneration is necessary. In the regeneration of the DPO 5, the diesel engine E is preferably in the idle driving state. However, if the crew stops the vehicle accordingly and the diesel engine E is in the idle driving mode, the YES path is changed in step m4. Take it.

In addition, when the clutch is not in the idle operation state (ie, when the clutch is on, that is, in a connected state (specifically, the clutch switch 52 is on), or when the transmission is not neutral (specifically, the neutral switch 53 is off)). Include] repeats the process of step m4.

As described above, if YES in step m4, the idle state is turned on in step m5, step m6, step m7, and step m8, respectively, and the engine speed is set to an idle state in which the engine speed is raised to 3000 rpm, for example. By retarding, the EGR valve 30 is driven to the open side, the amount of EGR is increased, and the intake throttle valve 21 is driven to the closed side. This control is mainly performed by the second control means M2.

As a result, the particulates collected in the DPO 5 generally start to burn, and the DPO inlet temperature Tin, the DPO internal temperature Tf, and the DPO outlet temperature To rise as shown in FIG. Next, in step m9, the DPO temperatures Tin, To, and Tf are detected, and in step m10, it is determined whether the DPO temperature is equal to or greater than a predetermined value (for example, 600 ° C).

If the DPO temperature is not higher than 600 DEG C, it is determined whether or not the playing children are operating in step m12. If YES in step m12, the counter starts adding in step m14, and the composition time (e.g., in step m15). For example, two minutes before and after). While the predetermined time has not elapsed, the processes of step m12 and step m14 are repeated. At this time, if it is not in the idle driving state (including the case where the clutch pedal is operated or the shift change is performed), the stop mode is immediately performed at step m13.

After a predetermined time has elapsed at step m15, the jet timing is canceled at step m16, step m17, step m18, and step m19, the idle up actuator is turned off, the EGR amount is returned to normal, and the intake throttle valve 21 is opened. Release the DPO playback operation. After that, the warning lamp is lit at step m20 and the counter is reset at step m21.

If forced regeneration is not necessary, for example, when the cooling water temperature is not higher than 55 ° C in step m2, the liter is set. That is, in this case, the forced regeneration of the DPO 5 is not performed. In other words, the process returns to step m1 (liter).

In this way, since the regeneration of the DPO 5 is automatically performed under predetermined conditions, it is possible to avoid the overdeposition of the fine particles, and to sufficiently prevent the damage to the DPO, such as a decrease in engine performance.

Next, a sixth embodiment will be described.

In the sixth embodiment, in FIG. 1 of the first embodiment, the control of the idle-up mechanism, that is, the pressure regulator 46, is changed as shown in FIG. 42, and the block diagram is the block diagram of the fifth embodiment. The input unit to the ECU 9 shown in FIG. 43, the output unit, and the internal mechanism of the ECU 9 are added to FIG. 40 (FIG. 40). The flowchart art is similar to FIG. 44.

In the sixth embodiment, when the hole is clogged, the DPO 5 displays the effect to the crew, and when the crew desires to regenerate the DPO 5 according to the indication, the predetermined engine operating condition The DPO 5 can be forcibly reproduced in the following, while the sixth embodiment is a semi-auto type, whereas the fifth embodiment is a full-auto type.

For this reason, a manual forced regeneration switch 252 for outputting the DPO regeneration desired signal while being closed by the crew is installed in the crew room.

In addition, each of the sensors 10, (14) to (16), (19), (20), (38), (39), ( In addition to inputting the respective detection signals from 42, 44 or switches 250 and 251, and signals from clock 43 generating the clock, signals from forced reproduction switch 252 are also inputted. In response to these signals, the ECU 9 performs the processing described later, and the control signal suitable for each processing is supplied with the solenoids 78a, 79a, fuel injection timing control means 18, and intake throttle for exhaust introduction of FIG. Valve opening control solenoid 27a, intake throttle closing control solenoid 28a, EGR valve closing control solenoid 35a, EGR valve opening control solenoid 36a, intake pressure sensor solenoid 37a, first idle control actuator control And output to the second solenoids 253a, 254a (described later), and the warning lamp 127, respectively.

The ECU 9 according to the present embodiment is similar to the ECU 9 described in the fifth embodiment, and includes the regeneration control means RM, the EGR amount control means EM, and the intake throttle amount control means IM. And the first control means M1 and the second control means M2.

As shown in FIG. 42, the pressure regulator 46 forming the main portion of the idle-up actuator is provided with an air filter 48 in the pressure chamber 46c partitioned by the diaphragm 46b of the pressure actuator 46. As shown in FIG. An atmospheric passage 255 for inducing atmospheric pressure (Vat) and a vacuum passage (256) for inducing vacuum pressure (VaC) from the vacuum pump (25) are connected to each of these passages (255, 256). Solenoid valves 253 and 254 are installed.

When the control signals from the ECU 9 are supplied to the first and second solenoids 253a and 254a for the idle-up actuator control of the solenoid valves 253 and 254, the respective valve bodies are supplied. 253b and 254b are suction-controlled, whereby the pressure negative pressure supplied to the pressure chamber 46C of the pressure regulator 46 is controlled, and the rod 46a is appropriately attracted and the idle-up state ( Fast idle state) is controlled.

The forced regeneration control process of this embodiment will be described below with reference to FIG. 44. FIG. First, it is determined whether step n1 forced reproduction is necessary.

If YES in step n1, it is determined in step n2 whether the coolant temperature is below a predetermined value (e.g., 55 DEG C), and if YES in step n2, a warning light is turned on in step n3. This processing is mainly performed by the first control means M1 described above.

In this way, as the warning light is turned on, the crew knows that forced regeneration is necessary. In the regeneration of the DPO 5, the diesel engine E is preferably in the idle driving state. However, if the crew stops the vehicle accordingly, the diesel engine E is in the idle driving mode, and the forced regeneration switch in the cabin is performed. When 252 is turned on, the forced regeneration switch 252 outputs a DPO regeneration desired signal. Thus, the YES path is taken in the next step n4.

In step n5, if the clutch is on, i.e., it is determined whether the connection state (specifically, the clutch switch 250 is on) and YES, in step n6, the transmission is neutral (specifically, the neutral switch 251). On] or not. If YES in step n6, the idle-up actuator is turned on in step n7, step n8, step n9, and step n10, respectively, and the engine speed is set to, for example, a high-speed idle state in which the engine speed is raised to 3000 rpm, for example. By retarding, the EGR valve 30 is driven to the open side, the amount of EGR is increased, and the intake throttle valve 21 is driven to the closed side. On the other hand, if it is No in step n5 and step n6, the process of step n5 will be repeated. Such control is mainly performed by the second control means M2 described above.

As a result, the particulates collected in the DPO 5 usually start to burn, and the DPO inlet temperature Tin, the DPO internal temperature T _f and the DPO outlet temperature T ₀ are the same as in the above-described embodiment, the nineteenth embodiment. Since it rises as shown in the figure, a DPO temperature is detected in next step n11, and it is determined in step n12 whether this DPO temperature is more than predetermined value (for example, 600 degreeC).

If the DPO temperature is 600 ° C or higher, there is a fear that the DPO 5 is broken or cracks are generated, and thus the regeneration stop mode is obtained at step n13.

However, if the DPO temperature is not higher than 600 ° C., it is determined in step n14 and step n15 whether the regeneration clutch is on and whether the transmission is neutral. In step n14 and step n15, if the YES step in step n16, the counter The addition is started, and it is determined whether or not the predetermined time (for example, two minutes before and after) has passed in step n17. If the predetermined time has not elapsed, the processes of step n14, step n15, step n16, and step n17 are repeated. At this time, if the clutch pedal is operated or the shift (shift change) is performed, the regeneration stop mode is immediately performed at steps n18 and n19, and the forced regeneration of the DPO 5 is not performed.

After a predetermined time has elapsed, in step n20, step n21, step n22, and step n23, the jet timing is canceled, the idle-up actuator is turned off, the amount of EGR is quantified and the intake throttle valve 21 is opened to regenerate the DPO. Release the operation.

Thereafter, at step n24, the warning lamp is turned off, and at step n25, the counter is reset and literan. That is, the forced regeneration of the DPO 5 is not performed.

If step n1, forced regeneration is unnecessary, if the cooling water temperature is not higher than 55 DEG C in step n2, and if the crew does not want forced regeneration in step n4, it is literal. In this case, the forced regeneration of the DPO 5 is not performed.

In this way, by setting the conditions under which the DPO 5 is regenerated reliably and respecting the crew's intentions, it is possible to avoid the particulate matter from becoming overly contaminated, thereby sufficiently preventing the degradation of the engine performance and the damage of the DPO. I can.

The display means may be text display or audio display, in addition to the indication pump.

As the clock 43, a clock built in the ECU 9 may be used.

Next, a seventh embodiment will be described. The seventh embodiment is a modification of the exhaust system as shown in FIG. 45 in FIG. 1 of the first embodiment, and the block diagram is shown in FIG. 14 and FIG. 46 in the block diagram of the first embodiment. Output units are added, and the forced reproduction processing (G) portion in the flowchart art of the forced reproduction system shown in FIG. 25 of the first embodiment is changed as indicated by (G ') in FIG.

A seventh embodiment will be described below.

By the way, the description about the same part as 1st Embodiment is abbreviate | omitted.

Warm Up Cataytie Conwverter as a gray metal (platinum, rhodium, palladium) oxidation catalyst on the upstream side of DPO 5 and downstream of turbocharger 7 in exhaust passage 4 Reference numeral 257 is inserted, and a known catalyst converter for gasoline engines has been conventionally used as the warm-up catalyst converter 257.

In addition, an electric heater (including a glow plug) that receives a voltage from the battery 260 upstream of the warm-up catalyzing converter 257 in the open passage 4 and downstream of the turbocharger 7 ( 259 is installed, and an injector 258 is installed in the side wall portion of the exhaust passage 4 upstream from the electric heater 259, and receives a control signal from the ECU 9 to receive the fuel injection valve: The solenoid 258a is configured to operate to inject pressurized fuel into the exhaust passage 4.

The injector 258 and the electric heater 259 supply the vaporized fuel to the exhaust passage 4 near the upstream of the warm-up catalyst converter 257.

The position of the injector 258 may be disposed upstream of the turbocharger 7.

The operation of the present embodiment, in particular the forced reproduction control process, will be described. As shown in Figs. 25 and 47, when the forced regeneration flag is turned on (step g1), the warning lamp flashes (step g2), and when the idle state is stopped (step g2). g5) A forced regeneration process is performed (block G ').

When the forced regeneration switch SW is turned on (step g3), the processing of the block G 'is started if it is in the idle state. In block G ', a control signal is supplied from the ECU 9 to the fuel injection valve solenoid 258a, and the supply control of the vaporized fuel by the injector 258 and the electric heater 259 is performed at the same time. (Step g6 '), fuel injection timing control and intake throttle control are performed (step g7, step g8), and integration of the regeneration operation time is performed (step g9).

Integration of this regeneration operation time is the same as that described in the first embodiment. However, in the present embodiment, in the area D1 of low engine speed shown in FIG. 22 of the first embodiment or the low speed low load area D5 of the engine, the fuel is injected from the injector 258 while being perceived. The exhaust gas which promotes vaporization of the fuel by the electric heater 259 is supplied to the warm-up catalyst converter 257. By doing so, the exhaust temperature is further increased in the warm-up catalyst converter 257, and thus the heated exhaust stream is thus supplied to the DPO 5, so that the rising speed of the exhaust temperature generated by the perceptual control is increased. Causes

In addition, since the catalyst coated on the DPO (5) usually suppresses the production of sulfur, the activity for HC, CO is low, but the warm-up catalyst converter 257 has a higher activity for these HC, CO. The effect is obtained.

Further, in the region D1 having a low engine speed, regeneration may be prevented for idle stabilization. In this case, the regeneration assist mechanism is prohibited due to the high advance characteristic.

Therefore, according to this embodiment, the following effects can be obtained. 1) DPO can be regenerated when the exhaust gas flow rate is low in the low rotation range or idle state of the engine, so that the driver can be ensured and the particles can be self-burned even when the engine is late at low speed and low load. . 2) Since the gray metal oxidation catalyst is installed upstream of the DPO, the exhaust temperature at the time of regeneration can be increased, the aldehydes emitted at the time of lateness are reduced, and the smell in the exhaust gas is weakened. 3) Since the exhaust temperature is high at the time of regeneration, the regeneration can be performed without idling up at the time of forced regeneration, so that an increase in engine sound can be suppressed.

In addition, in the seventh embodiment, although the warm-up catalyst converter 257, the electric heater 259 and the injector 258 are provided as an auxiliary means for raising the temperature of the exhaust gas, the warm-up catalyst converter ( 257), and at least one of the electric heater 259 and the injector 158 can of course exhibit the effect of the seventh embodiment. In particular, when the warm-up catalyst converter 257 is disposed upstream of the DPO 5, the effects of the above-mentioned (1) to (3) described in the present embodiment are described, in which the DPO 5 is easily regenerated. At the same time, it goes without saying that equipment such as fueling or exhausting with the heater is not required.

Next, an eighth embodiment of the present invention will be described. Since the eighth embodiment is configured to supply fuel to the exhaust stem of the engine body in FIG. 1 of the first embodiment as shown in FIG. 48, the flow of the forced regeneration stem shown in FIG. 25 of the first embodiment. The portion of the forced regeneration process G in the car art is changed to G " shown in FIG. 49, and controlled in accordance with the fuel injection process to the exhaust system shown in FIG.

The eighth embodiment will be described below with reference to FIGS. 48 to 50.

The intake passage 3 is connected to the main combustion chamber 337 of the diesel engine E of the present embodiment via the intake valve 335 and at the same time as the exhaust passage 4 through the exhaust valve 336. The exhaust port 4b is connected.

As shown in FIG. 48, the injection pipe 339 constituting the exhaust system fuel supply mechanism M3 is provided in the exhaust passage 4 near the exhaust valve 336, which is a high temperature portion of the exhaust port 4b. Is installed, and the opening faces the exhaust valve 336. The injection pipe 339 is supplied with the vaporized fuel injected from the electromagnetic injector 341 as a fuel injection valve, and the charge air supplied from the compressor of the turbocharger 7 through the on / off valve 345. The tip injection port of the electronic injector 341 is cooled by the supply of the charge air.

Since the electronic injector 341 is disposed to be spaced apart from the high temperature portion of the exhaust port 4b, the fuel injector is received by the fuel pump 342, and fuel injection is performed by a control signal from the ECU 9. You can control when and how much.

The on-off valve 345 is always in a closed state, and when the solenoid 345a receives a control signal from the ECU 9, the charge air supply path 340 is brought into communication.

In FIG. 48, reference numeral 343 denotes a fuel tank, and the injection pipe 339 may be distributed to the exhaust manifold.

As shown in Figs. 25 and 49, when the forced regeneration flag is turned on (step g1), the warning lamp flashes (step g2) and stops, as shown in Figs. If it is in the idle state (step g5), a forced regeneration process is performed (block G ").

When the forced regeneration switch SW is turned on (step g3), the processing from the block G "is started if it is in the idle state.

In block G ", the fuel injection control is performed to the above-mentioned exhaust system by supplying a control signal from the ECU 9 to the injector 341 and the solenoid 345 of the on-off valve 345 (step g6"). The above-described fuel injector control and intake throttle control are performed (steps g7 and g8), and integration of the regeneration operation time is performed (step g9).

In the fuel injection control process to the exhaust system, as shown in FIG. 50, after the counter N1 is reset (step p1), the hole of the DPO 5 is closed and the pressure loss (pressure) of the DPO 5 is detected. Detection means (step p2) determines whether regeneration of the DPO 5 is necessary (step p3). If necessary, the injector 341 is operated a predetermined number of times in the reproducing area (step p4) (steps p5 to p7).

Integration of the regeneration operation time is performed by the same method as that performed in the first embodiment.

In addition, as shown in FIG. 25, when the forced regeneration switch is turned off (step g4) or is not in an idle state, the process proceeds to the normal regeneration control process, and the forced regeneration plug is turned off and the regeneration plug is turned off. If it is off (step g12), normal running control is performed.

However, in the region D1 of low engine speed shown in FIG. 22 or in the low speed low load region D5 of the engine, the open / close valve 345 is opened by the exhaust system fuel supply mechanism M3. The boost pressure from the compressor of the avocharger 7 is supplied to the boost air supply path 34 and the fuel is injected from the electronic injector 341 to exhaust the exhaust valve 336 through the injection pipe 339. Fuel is injected into the pot 4b.

This injection is performed at a time when the exhaust valve 336 is opened.

At the time when the exhaust valve 336 is opened, a part of this injection fuel flows back into the main combustion chamber 337 to become a highly active HC in a state in which it is heated or burned and easily burned.

As a result, the exhaust temperature is increased and at the same time, unburned HC is supplied to the DPO 5 to assist the catalytic reaction, and the temperature is further increased to promote combustion of the fine particles in the DPO 5.

In this way, fuel is injected into the high temperature portion of the exhaust port 4b or the exhaust manifold, whereby the reaction of the fuel occurs, resulting in high activity HC. However, since the electronic injector 341 is disposed away from the exhaust passage 4, the temperature is maintained within the allowable temperature.

The operating timing and fuel flow rate of the electronic injector 341 are determined by the ECU 9 depending on the load state of the engine E, the engine speed, the hole clogging of the DPO 5, the temperature of the DPO 5, the exhaust gas temperature, and the like. ) Is appropriately adjusted.

As a modification of the eighth embodiment, as shown in FIG. 51, heterogeneous liquid raw materials such as gasoline or alcohol are supplied and used through the fuel supply mechanism of the exhaust system, that is, the fuel passage of the injector 341. As shown in FIG. 52, gaseous different fuels, such as propane and butane, may be supplied and used.

These heterogeneous fuels are accommodated in dedicated cartridges 344 and 344 ', respectively, and are adjacent to the delivery valve 336 of the diesel engine E via the injector 341 during the regeneration or forced regeneration of the DPO 5. Is supplied to the exhaust passage 4. The rest of the configuration is the same as in the eighth embodiment.

In addition to the effect [1] described in the seventh embodiment, the configuration of the eighth embodiment has the following effects. [1] Since fuel is supplied to the high temperature portion of the exhaust port or exhaust manifold at the time of regeneration, the time period at which the bridge is easily reacted is sent to the DPO, and the regeneration of the DPO is easy to be performed. This shortens the amount of aldehydes emitted from the engine and reduces the odor in the exhaust gas. [2] Since the exhaust temperature at the time of regeneration can be increased instantaneously, the regeneration can be performed without idling up at the time of regeneration, so that the increase in engine sound can be suppressed, and the regeneration can be performed in a wide range of operation of the engine. Can be.

In addition, in the modification of the eighth embodiment, the same effects as those of the eighth embodiment can be obtained, and the catalytic reaction can be performed at a lower temperature than diesel.

Next, a ninth embodiment of the present invention will be described. In this embodiment, the configuration of the playback time detecting means 100 shown in Figs. 1 and 2 in the configuration of the first embodiment is changed as shown in Fig. 53 (100 ') and shown in Fig. 2. One pipe 95 is replaced with the pipe 95 'shown in FIG. In addition, the same code | symbol is attached | subjected about the same part as 1st Example, and description is abbreviate | omitted.

The solenoid valve 76 'is provided in the exhaust pressure detecting pipes 94 and 94' of this embodiment. This solenoid valve 76 'is comprised of a rotary valve, and is always in communication with the pipe 94a and the pipe 94b, and the pipe 94'a and the pipe 94 as shown in FIG. The communication state of 'b) is maintained, and the exhaust pressure is detected. [See (FD) in Figure 53. This state is hereinafter referred to as "off" state.]

When the control signal from the ECU 9 is received from the solenoid mounted inside the solenoid valve 76, that is, the solenoid valve 76 ', the pipe 94b is provided by the solenoid valve 76' as shown in FIG. ) And a communication state between the suction pipe 95 'and the pipe 94'b and the suction pipe 95', and the exhaust deposits are sucked into the intake system (this state is Hereinafter referred to as "on state".

The suction pipe 95 'is connected to the downstream side of the intake throttle valve 21 of the intake passage 3.

The discharge mechanism PM is constituted by the solenoid valve 76 'serving as the suction control valve and the suction pipe 95'. When the discharge mechanism PM is operated, the switching solenoid valve 76 'is operated. ) Becomes the suction state shown in FIG. 54, the electromagnetic switching valves 77 to 79 are opened, and the filter 85 and the wire mesh of the filter device 49a and the filter 85 and the wire mesh of the filter device 49b. Soot and moisture are discharged from the intake passage (3) to (84) [see also third (a)].

At the time of operation of this discharge mechanism PM, the intake throttle valve 21 is throttled and the suction (diesel air) from the filter 80 is sucked by the suction action of the diesel engine E, so that the exhaust deposits are intake passages. It is discharged to (3).

In the discharge mechanism PM, for example, a control signal is output from the ECU 9 based on the following conditions.

(I) Always except exhaust pressure detection

(II) Periodic [1] Immediately after engine start [2] Every exhaust pressure detected (rear and front lights) [3] Every fixed time or every mileage

(III) When engine conditions are established [1] Idle [2] Deceleration

In the present embodiment, the solenoids and solenoids 77a, 78a, and 79a in the solenoid valve 76 'are simultaneously opened (on) to filter devices 49a, 49b, or solenoid valve 77. ) And the exhaust deposits in the filter 8 can be discharged at the same time (see (EP) in FIG. 53). Also, the solenoids and solenoids 77a, 78a to 78a in the solenoid valve 76 ', and 76' are discharged. By alternately opening (turning on) the solenoids and solenoids 77a and 79a in the filter unit, exhaust deposits in the filter apparatuses 49a to 49b or the solenoid valve 77 and the filter 80 can be discharged. It can be.

In this embodiment, while having the same effects as those of the first embodiment, the exhaust deposit can be removed by intake into the intake pipe by using a clean atmosphere sucked through the filter 8, so that the discharge is very good. It is done and has the following effects. [1] Exhaust deposits, such as moisture and soot, in the exhaust pressure detecting pipe can be refluxed to the exhaust passage. [2] According to the above 1, in the cold region, the water collected in each part of the exhaust pressure detecting pipe or the filter device installed in the pipe freezes, thereby destroying the filter device or the exhaust pressure detecting sensor. It can be prevented and also the pipe can be prevented from being blocked by ice. [3] Since the noise can be eliminated by the first lowering, the detection accuracy of the exhaust pressure detecting sensor is improved. The tenth embodiment, which is another embodiment of the discharge mechanism installed on the regeneration time detecting means 100 in the first embodiment, will be described with reference to FIGS. 55 and 56. FIG.

In this embodiment, the pressure difference between the upstream pressure p1 and the downstream pressure p2 of the DPO 5 is fixed to the exhaust deposit and the filter portion between the exhaust system and the filter devices 49a and 49b. As shown in FIG. 55 and FIG. 56, as shown in FIG. 55 and FIG. 56, it is possible to connect the filter devices 49a and 49b to the discharged sediment. The compressed air supply piping 95 "in which the solenoid valve 81 which is an electromagnetic switching valve as the compressed air supply control means MP which is PM) is installed is newly constructed.

Otherwise, similarly to the ninth embodiment, when the ECU 9 constituting the discharge mechanism control unit detects [1] to [3] of the condition (II) at the discharge operation timing of the ninth embodiment, the solenoid valve ( The control signal is sent to 81, and the solenoid valve 81 is opened, and the compressed air (exhaust) from the engine E moves from the exhaust passage 4 upstream of the DPO 5 to the exhaust pressure detection pipe. (94) → filter unit 49a → for compressed air supply (95 ″) → filter unit 49b → exhaust pressure detection pipe 94 '→ downstream exhaust passage 4 of DPO 5] Water supplied to the loose portions of the pipes 94, 95 " and 94 ', water and filter portions 85a, which are collected in the damping volumes 83 of the filter devices 49a and 49b, Soot and the like collected in 85b (see also third (a)) are discharged to the muffler 6.

Further, by installing the filter devices 49a and 49b including the drain traps from the exhaust pressure detection sensor 10 in the engine compartment, the exhaust pressure detection line may be heated, whereby water in the exhaust pressure detection line evaporates. Therefore, it is discharged from the solenoid valve 77 to the atmosphere at the time of atmospheric pressure detection.

The effect of this tenth embodiment is substantially the same as that of the ninth embodiment.

Next, the eleventh embodiment, which is another embodiment of the shape shown in the first embodiment of the ceramic foam of the DPO 5, will be described. Incidentally, parts substantially the same as those in the first embodiment are denoted by the same reference numerals and description thereof will be omitted.

In the structure of the ceramic foam of the DPO of the eleventh embodiment, as shown in Figs. 57 to 60, the exhaust passage 4 of the diesel engine is widened to form a cylindrical casing 401. The casing 401 A downflow-type ceramic foam 235 for collecting particulates in the exhaust gas is embedded through the inlet and outlet side guide members 403 and 405.

The ceramic foam 235 is formed in a cylindrical shape, and a plurality of slits 407 are formed in the outer peripheral portion 235d of the ceramic foam 235 from the inlet end to the outlet end. have.

The outlet guide member 403 is formed in a disk shape to partition the casing 401, and the end 403a is welded to the inner wall of the casing 401, and the ceramic guide is formed on the outlet guide member 403. A large number of hole portions 403b communicating with the exhaust flow passage 235C of 235 (here two openings are formed, the exhaust flow passage 235C and the outlet portion 401b of the casing 401 communicate with each other). .

Further, the outlet guide member 403 has a partition 403d that blocks the exhaust inflow passage 235h and the outlet 401b. The exit guide member 403 is configured to accommodate the cross section of the cross-shaped downstream end 235a of the ceramic foam 235 in the axial direction Ax. The inner plate of the casing 401 is the outer peripheral surface of the exit side of the ceramic foam 235 at the end of the ceramic foam 235 accommodates the surface of the slits 407 in the circumferential direction. 235b is accommodated in the radial direction R via the thermally expandable ceramic fiber (the thermally expandable seal member) 406.

The inlet guide member 405 is formed in a disc shape to partition the casing 401, and the end 405a is welded to the inner wall of the casing 401, and the inlet guide member 405 has a ceramic foam. A plurality of openings 405h (here two) communicate with the exhaust inflow passage 235h of 235, thereby opening the inlet portion 401a of the exhaust inflow passage 235h and the casing 401. ) Is in communication.

Further, the inlet guide member 405 has an exhaust flow passage 235C and a wall portion 405d that blocks the inlet portion 401a. The inlet guide member 405 is configured to receive the crosswise upstream end 235e of the ceramic foam 235 in the axial direction Ax, and the support plate 405C installed in the inlet guide member 405. ) Receives the surface of the slit 407 at the end of the ceramic foam 235 in the circumferential direction, while the inner circumferential wall of the casing 401 is a thermally expandable ceramic fiber (thermal expansion) at the inlet outer peripheral surface of the ceramic foam 235. The seal member 406 is accommodated in the radial direction R through the seal member 406.

As the thermally expandable ceramic fiber 406, for example, a mat is made of a heat-expandable ceramic material, and the material component may be a mat made of a heat-expandable (vermiculite) ceramic fiber and an organic binder. In addition, such a mat has thermal expansion properties, elasticity, heat resistance, durability and heat insulation.

The end 403a of the outlet guide member 403 to the end 405a of the inlet guide member 405 may be inserted into the inner wall of the casing 401 so as to be in sliding contact with the casing 401. A spring contacting between the outlet guide member 403 and the inlet guide member 405 is installed, which springs the outlet guide member 403 to the inlet guide member 405 of the ceramic foam 235. Is oriented in the direction.

Since the diesel particulate oxidizing apparatus according to the eleventh embodiment is configured as described above, the exhaust gas from the diesel engine E passes from the inlet 401a via the hole 405b of the inlet guide member 405. It flows into the exhaust inflow passage 235h and becomes a flow F from the outer circumferential portion 235d of the ceramic foam 235 to the exhaust flow passage 235C, so that the hole 403b of the exit guide member 403 is provided. 2) flows out to the outlet portion 401b and passes through the ceramic foam 235.

At this time, the exhaust gas purified by the particulates collected by the ceramic foam 235 is discharged to the atmosphere through the outlet.

In the regeneration of the ceramic foam 235, the thermal expansion coefficient of the thermally expandable ceramic fiber 406 is higher than that of the ceramic even if the casing 401 and the ceramic foam 235 become particularly high. Since it is large (less than the coefficient of thermal expansion of the metal), a gap does not occur in the axial direction Ax and the radial direction R between the downstream end 235a of the ceramic foam 235 and the thermally expandable ceramic fiber 406. Similarly, a gap does not occur in the axial direction Ax and the radial direction R between the upstream end portion 235e of the ceramic foam 235 and the thermally expandable ceramic fiber 406.

In addition, since the thermally expandable ceramic fiber 406 is elastic and is compressed and inserted, generation of a gap is more reliably prevented. In addition, the effect that the dispersion of the stress applied to the ceramic foam 235 is uniform, thereby improving the strength of the entire filter apparatus against vibrations in all directions, particularly in the axial direction (Ax) and the radial direction (R). To have.

In addition, the exhaust inflow passage 235h and the exhaust outflow passage 235C engage the shape of the slits 407 of the ceramic foam 235 with the outlet guide member 403 and the inlet guide member 405. And the hole portions 403b of the exit guide member 403 and the hole portions of the inlet guide member 405 as shown in FIG. 60 (a) and 60 (b), respectively. 405b) may be adjacent to each other.

That is, according to the structure of the ceramic foam 235 of this embodiment, the ceramic foam 235 can be reliably supported on the casing without causing stress concentration on the ceramic foam 235, and the sealing property of the exhaust gas can be secured. It can be improved. In addition, there is an advantage that the effective surface area of the filter can be increased.

Further, modifications of the eleventh embodiment are shown in FIGS. 61 to 63. FIG.

In the present modification, the longitudinal cross-sectional shape of the casing 401 of the casing 235 of the ceramic foam 235 is in the shape of a town as shown in FIG. 62, and the exhaust inflow passage 235h of the ceramic foam 235 is formed. ) And the exhaust flow passage 235C are different from those in the eleventh embodiment, but in terms of their working effects, they are generally the same. Therefore, the present embodiment will be described with the same reference numerals in the parts corresponding to those in the eleventh embodiment. Omit.

As described above, according to the present invention, the following effects or advantages can be obtained. 1) Depending on the engine condition, it is possible to promote and prohibit regeneration of the DPO at an appropriate time, thereby ensuring high engine output, securing driver ability, economical regeneration operation, and improving regeneration efficiency. 2) In the perceptual control of the distribution type injection pump, the perceptual control amount during regeneration can be appropriately determined according to the operating state of the engine, and smooth regeneration control can be performed. 3) At the same time as perceptual control, exhaust recirculation control, intake underpressure control and / or idle up control can be performed more reliably to promote the regeneration of the DPO. 4) The detection accuracy of the regeneration time detection means by the exhaust pressure detection can be improved. 5) It can reliably prevent damage to DPO. 6) The exhaust temperature at the time of regeneration can be increased, and aldehydes and the like discharged at the time of lateness can be reduced to weaken the smell in the exhaust.

Claims (12)

In a diesel engine having a fuel injection pump and a fuel control means for controlling the injection amount or the injection timing of the fuel injection pump, the diesel engine has a trap carrier for collecting unburned particulates present in the exhaust gas of the exhaust system of the diesel engine. A diesel particulate oxidizing apparatus carrying an oxidation catalyst on the trap carrier; When the detected value is greater than or equal to the predetermined value, regeneration timing control means for outputting a signal for operating the regeneration means to the regeneration means, and unburned fine particles collected in the diesel particulate oxidizing apparatus are burned to accumulate the amount of unburned fine particles. A reproduction type for detecting that the predetermined value or less is output and outputting a signal for stopping the reproduction means. A regeneration system of a diesel particulate oxidizing apparatus, comprising a material control means. The regeneration system of a diesel particulate oxidizing apparatus according to claim 1, wherein said regeneration means is composed of a fuel injection retardation means for recognizing a fuel injection timing to said diesel engine. 3. The timer piston according to claim 2, wherein the fuel injection retardation means comprises a timer mechanism mounted on a dispensing fuel injection pump, and the timer mechanism rotates a roller holder for controlling the fuel injection timing of the fuel injection pump to advance the engine piston. And a pressure chamber having a cross section of the timer piston as one wall surface, a fluid passage for supplying a fluid having a pressure corresponding to the engine speed to the pressure chamber, and the timer mechanism for setting at least two types of fuel injection timing characteristics. And a switching valve for switching the fluid supplied through the fluid passage toward the pressure chamber or reservoir, and cooperating with the fluid when supplying the fluid to the pressure chamber until the engine speed reaches a first set value. A first spring for moving the timer piston toward the forward angle, and at the time of supplying the fluid to the pressure chamber Cooperate with air fluid to maintain the timer piston in the state when the engine speed is at the first set value until the engine speed reaches a second set value which is greater than the first set value, and the engine speed is set to the second set value. And a second spring for moving the timer piston toward the true angle if exceeded. 4. The regeneration means according to claim 3, wherein the fuel control means of the diesel engine has a link mechanism for coupling an accelerator pedal and a fuel injection amount control lever of the fuel injection pump, and the link mechanism includes the regeneration means output from the regeneration time control means. And a lever ratio varying means for changing the lever ratio in the link mechanism toward the fuel weight in synchronization with an operation signal of the diesel particulate generator. 2. The regeneration device according to claim 1, wherein the regeneration means comprises an exhaust system fuel supply mechanism for supplying fuel to the high temperature portion of the exhaust port or exhaust manifold of the diesel engine together with the charge air. And the operation of the exhaust system fuel supply mechanism is initiated in response to the time detection signal. The regeneration system according to claim 1, wherein the regeneration means is constituted by a gray metal oxidation catalyst converter mounted upstream of the diesel particulate oxidation device in the exhaust system of the engine. 2. The fuel injection valve according to claim 1, wherein said regeneration means is composed of a superheater of a fuel injection valve installed in said exhaust passage upstream of said diesel particulate oxidizing apparatus for supplying vaporized fuel to exhaust gas supplied to said diesel particulate oxidizing apparatus. And the regeneration timing control means is configured to output a regeneration signal to the regeneration means and to output a control signal for starting the operation of the fuel injection valve and the superheater according to the regeneration time detection signal. Regeneration system. The regeneration time control means according to claim 1, wherein the regeneration means includes an intake throttle valve disposed in the intake system of the diesel engine, and an intake throttle valve driving means for driving the intake throttle valve, and the regeneration timing control means supplies a regeneration time detection signal. And the intake throttle valve is throttled when outputted. The regeneration timing control means according to claim 1, characterized in that the regeneration time control means determines the operation start time of the regeneration means on the basis of a driving history storage means for storing and calculating a driving history of the diesel engine and a memory value of the driving history storage means. And a determination means for setting a memory value of said operation history storage means to an operation history initial value when a reproduction end is detected by said reproduction end control means. The regeneration system of a diesel particulate oxidizing apparatus according to claim 1, wherein at least one of said regeneration timing control means or said regeneration termination control means is provided with a pressure detecting means for detecting a pressure loss of the diesel particulate oxidizing apparatus. 12. The pressure sensor according to claim 10, wherein the pressure detecting means comprises: a pressure sensor for detecting an upstream pressure of the diesel particulate oxidizing apparatus, a pressure and an atmospheric pressure downstream of the diesel particulate oxidizing apparatus between the diesel particulate oxidizing apparatus and the muffler; The first calculation means for calculating the muffler pressure loss from the difference between the downstream pressure and the atmospheric pressure detected by the pressure difference, and the pressure loss of the diesel particulate oxidation device from the pressure difference between the upstream pressure and the downstream pressure of the diesel particulate oxidizing device. A second calculating means to be obtained; a storage means for storing the relationship between the amount of unburned particulates set in the diesel particulate oxidizer and the muffler pressure loss and the pressure loss of the oxidizer; The pressure loss of the muffler calculated from the first calculation means and the second calculation means and the pressure loss of the diesel particulate oxidizer are compared. Diesel reproducing system of the apparatus of the oxide fine particles consisting of determining means according to claim. 2. The regeneration system according to claim 1, wherein the regeneration end control means comprises timer means for outputting a regeneration end signal after a set time elapses after the regeneration means is operated.

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