TWI716043B - Exhaust treatment device - Google Patents
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- TWI716043B TWI716043B TW108126485A TW108126485A TWI716043B TW I716043 B TWI716043 B TW I716043B TW 108126485 A TW108126485 A TW 108126485A TW 108126485 A TW108126485 A TW 108126485A TW I716043 B TWI716043 B TW I716043B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
- F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/103—Oxidation catalysts for HC and CO only
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
- F01N2260/02—Exhaust treating devices having provisions not otherwise provided for for cooling the device
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1602—Temperature of exhaust gas apparatus
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Materials Engineering (AREA)
- Health & Medical Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Toxicology (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
本發明的排氣處理裝置係具備:過濾器,其係捕捉含在流經車輛所搭載的引擎的排氣通道的排氣內的粒子狀物質;昇溫部,其係將流入過濾器的排氣予以昇溫;以及控制裝置,其係執行利用被昇溫部所昇溫後的排氣將堆積在過濾器的粒子狀物質予以燃燒的再生控制。控制裝置係當在停車狀態中因為執行再生控制而導致排氣通道的出口溫度超過判定值時,就執行用來降低出口溫度的控制(步驟S115~步驟S118)。如此一來,不會增加製造成本,就可減少用來進行過濾器再生控制的熱對於位在周邊的物體所造成的加熱。The exhaust gas treatment device of the present invention is provided with a filter which captures particulate matter contained in the exhaust gas flowing through the exhaust passage of the engine mounted on the vehicle; The temperature is increased; and a control device that executes regeneration control of burning particulate matter accumulated in the filter by using exhaust gas heated by the temperature rising portion. The control device executes control for lowering the outlet temperature when the outlet temperature of the exhaust passage exceeds the judgment value due to the execution of the regeneration control during the parking state (step S115 to step S118). In this way, without increasing the manufacturing cost, it is possible to reduce the heating of surrounding objects caused by the heat used for filter regeneration control.
Description
本說明書所揭示的內容,係關於排氣處理裝置,尤其是關於具備用來捕捉流經過引擎的排氣通道的排氣內所含的粒子狀物質(PM:Particulate Matter)的過濾器之排氣處理裝置。The content disclosed in this manual relates to exhaust gas treatment devices, especially exhaust gas equipped with a filter for capturing particulate matter (PM: Particulate Matter) contained in the exhaust gas flowing through the exhaust passage of the engine Processing device.
在以往的習知技術中,係有一種當障礙物很靠近地與排氣管的前端相對向時,可自動地中斷對於用來除去PM的過濾器(PM除去過濾器,也稱為:柴油碳粒子過濾器;DPF:Diesel Particulate Filter)的強制再生控制,以防止對於障礙物造成加熱的技術(例如:請參照日本特開2005-264774號公報(以下稱「專利文獻1」))。專利文獻1係揭示出:其係具備用以檢測排氣管的前端與障礙物之間的距離之距離感應器,依據這個距離感應器的輸出值,來控制對於用以將燃料氧化所產生的反應熱供給到過濾器之氧化觸媒所添加的燃料,因而中斷過濾器的再生控制。
[先前技術文獻]
[專利文獻]In the prior art, there is a filter that can automatically stop the filter used to remove PM (PM removal filter, also known as: diesel oil) when the obstacle is very close to the front end of the exhaust pipe. Carbon particle filter; DPF: Diesel Particulate Filter) compulsory regeneration control to prevent heating of obstacles (for example, please refer to Japanese Patent Application Publication No. 2005-264774 (hereinafter referred to as "
[專利文獻1] 日本特開2005-264774號公報[Patent Document 1] Japanese Patent Application Publication No. 2005-264774
[發明所欲解決的技術課題][Technical Problem to be Solved by Invention]
然而,專利文獻1所揭示的技術,係必須設置距離感應器,如此一來,將會增加車輛的排氣處理裝置的製造成本。此外,如果在排氣管的前端附近移動的物體(例如:汽車、人)很多的情況下,都會被距離感應器所檢測到,因而導致經常發生中斷過濾器再生控制的情事。However, the technology disclosed in
本說明書所揭示的內容,是為了解決上述的問題而開發完成的,其目的是要提供:一種排氣處理裝置,其不會增加製造成本,就可減少用來進行過濾器再生控制的熱對於位在周邊的物體所造成的加熱。 [用以解決課題的技術方案]The content disclosed in this specification was developed to solve the above-mentioned problems, and its purpose is to provide: an exhaust gas treatment device that does not increase the manufacturing cost and can reduce the thermal energy used for filter regeneration control Heating caused by surrounding objects. [Technical solution to solve the problem]
本說明書所揭示的排氣處理裝置,其係具備:過濾器,其係捕捉含在流經車輛所搭載的引擎的排氣通道的排氣內的粒子狀物質;昇溫部,其係將流入過濾器的排氣予以昇溫;以及控制裝置,其係執行利用被昇溫部所昇溫後的排氣將堆積在過濾器的粒子狀物質予以燃燒的再生控制。控制裝置係當在停車狀態中因為執行再生控制而導致排氣通道的出口溫度超過判定值時,就執行用來降低出口溫度的控制。The exhaust gas treatment device disclosed in this specification is provided with: a filter that captures particulate matter contained in the exhaust gas flowing through the exhaust passage of the engine mounted on the vehicle; The exhaust gas of the filter is heated; and a control device that performs regeneration control that uses the exhaust heated by the temperature rising part to burn particulate matter accumulated in the filter. The control device executes control for reducing the outlet temperature when the outlet temperature of the exhaust passage exceeds the judgment value due to the execution of the regeneration control in the parking state.
作為用來降低出口溫度之合宜的控制之一,控制裝置是抑制再生控制。更好的控制,則是控制裝置禁止再生控制。As one of the appropriate controls for lowering the outlet temperature, the control device is the suppression regeneration control. For better control, the control device prohibits regeneration control.
作為用來降低出口溫度之合宜的控制之一,控制裝置是降低引擎的迴轉速度。更好的控制,則是控制裝置在降低引擎的迴轉速度之後,當出口溫度超過較之判定值更高的判定值時,就抑制再生控制來作為用以降低出口溫度的追加控制。As one of the appropriate controls to reduce the outlet temperature, the control device is to reduce the engine's turning speed. For better control, after the control device reduces the rotation speed of the engine, when the outlet temperature exceeds the judgment value higher than the judgment value, the regeneration control is inhibited as an additional control to lower the outlet temperature.
判定值是採用隨著從停車起算的經過時間而變小的值為宜。更好是在排氣通道中的過濾器與排氣通道的出口之間,還設有用來檢測排氣的溫度之溫度感應器。控制裝置是從由溫度感應器所檢測到的溫度來推定出口溫度。The judgment value is preferably a value that decreases with the elapsed time from parking. More preferably, there is a temperature sensor for detecting the temperature of the exhaust gas between the filter in the exhaust passage and the outlet of the exhaust passage. The control device estimates the outlet temperature from the temperature detected by the temperature sensor.
昇溫部係包含:設在排氣通道中之較過濾器更上游的位置之用來將燃料添加到排氣通道內的燃料添加裝置;以及設在排氣通道中之較過濾器更上游且較之燃料添加裝置更下游,並且是使用燃料添加裝置所添加的燃料來將排氣予以昇溫之氧化觸媒為宜。The temperature-increasing part includes: a fuel adding device arranged in the exhaust passage more upstream than the filter for adding fuel to the exhaust passage; and a fuel adding device arranged in the exhaust passage more upstream than the filter. The fuel adding device is further downstream, and it is better to use the fuel added by the fuel adding device to heat the exhaust gas as an oxidation catalyst.
控制裝置係當過濾器所捕捉到的粒子狀物質的堆積量大於既定量時,就執行再生控制為宜。The control device is suitable to perform regeneration control when the accumulation of particulate matter captured by the filter is greater than a predetermined amount.
控制裝置係將停車前之車輛後退的情況與車輛前進的情況進行比較之後,採用較低的判定值來進行判定出口溫度是否超過了判定值為宜。 [發明之效果]The control device compares the situation where the vehicle is moving backward and the situation where the vehicle is moving before stopping, and then uses a lower judgment value to determine whether the outlet temperature exceeds the judgment value. [Effects of Invention]
根據本說明書所揭示的內容,即使沒有設置用來檢測排氣通道的出口與位在其周邊的物體之間的距離的感應器之類的檢測裝置,也能夠使得在停車狀態中的排氣通道的出口的溫度不會變得太高。其結果,係可提供一種排氣處理裝置,其不會增加製造成本,就可減少用來進行過濾器再生控制的熱對於位在周邊的物體所造成的加熱。According to the content disclosed in this specification, even if there is no detection device such as a sensor for detecting the distance between the exit of the exhaust passage and the object located in its periphery, the exhaust passage in the parking state can be made The temperature of the outlet will not become too high. As a result, it is possible to provide an exhaust gas treatment device which can reduce the heating of surrounding objects caused by the heat used for filter regeneration control without increasing the manufacturing cost.
以下,將佐以圖面來詳細說明本說明書所揭示的實施方式。並且在圖中針對於同一個部分或相等的部分都標註同一個元件符號並且省略其重覆的說明。Hereinafter, the embodiments disclosed in this specification will be described in detail with drawings. In addition, the same part or equivalent part is marked with the same component symbol in the figure, and the repeated description is omitted.
第1圖是顯示這個實施方式之引擎1的概略構造圖。在這個實施方式中,引擎1例如:是舉出共軌式柴油引擎為例來說明。然而,引擎1也可以是其他形式的柴油引擎。引擎1是搭載於車輛2中,並且是經由未圖示的變速箱之類的裝置來連結到車輛2的未圖示的驅動輪而可將引擎1的輸出傳達到該驅動輪(未圖示)。Fig. 1 is a schematic configuration diagram showing the
引擎1是具備:引擎本體10、空氣濾清器20、中冷器26、吸氣歧管28、柴油節流閥29、增壓機30、排氣歧管50、排氣處理裝置56、排氣再循環裝置(以下,稱為EGR(Exhaust Gas Recirculation)裝置)60、控制裝置200、引擎轉速感應器202、車速感應器204、油門開度感應器205、水溫感應器206、空氣流量計208、燃料泵浦210、燃料過濾器212以及燃料槽214。The
引擎本體10是包含:複數個汽缸12、共軌14以及複數個噴油嘴16。這個實施方式的引擎1雖然是以直列四汽缸引擎為例來做說明,但也可以其他種類的汽缸排列方式(例如:呈V型排列或水平型排列)的引擎。The
複數個噴油嘴16是分別設在複數個汽缸12的各個汽缸中,並且是各自分別連接到共軌14的燃料噴射裝置。存放在燃料槽214內的燃料是經由燃料過濾器212而被燃料泵浦210加壓到達既定的壓力之後,才被供給到共軌14。被供給到共軌14後的燃料是從複數個噴油嘴16之各自的噴油嘴16以既定的時機被噴射出去。複數個噴油嘴16是依據來自控制裝置200的控制訊號IJ1~IJ4而進行噴射作動。The plurality of
空氣濾清器20是用來除去引擎1從外部吸入的空氣中的異物。空氣濾清器20是連接於第1吸氣管22的其中一端。The
第1吸氣管22的另一端則是連接在增壓機30之壓縮機32的入口。壓縮機32的出口連接著第2吸氣管24的其中一端。壓縮機32是將來自第1吸氣管22的空氣進行加壓之後,予以供給到第2吸氣管24。壓縮機32的詳細作動容後詳述。The other end of the
第2吸氣管24的另一端是連接到中冷器26的其中一端。中冷器26是用來將流經第2吸氣管24內的空氣予以冷卻之空冷式或水冷式的熱交換器。The other end of the
中冷器26的另一端是連接到第3吸氣管27的其中一端。第3吸氣管27的另一端則連接到吸氣歧管28。吸氣歧管28是連接到引擎本體10之複數個汽缸12的各汽缸的吸氣埠。藉由第1吸氣管22、第2吸氣管24、第3吸氣管27、吸氣歧管28以及吸氣埠而構成「吸氣通道」。The other end of the
柴油節流閥29是設在吸氣歧管28的上游。柴油節流閥29是使用未圖示的電動致動器而製作成可以調整其節流閥開度。柴油節流閥29的開度(以下,也稱為柴油節流閥開度)是被來自控制裝置200的控制訊號所控制。在本實施方式中,柴油節流閥開度為100%的時候,係表示柴油節流閥29處在全閉狀態。此外,在本實施方式中,柴油節流閥開度為0%的時候,係表示柴油節流閥29處在全開狀態。柴油節流閥開度,係在排氣處理裝置56的暖機結束後和車輛2並非處於減速狀態下的控制(以下,稱為通常控制)時,配合引擎1的運轉狀態而被設定在合宜的開度。The
排氣歧管50係連結在引擎本體10之複數個汽缸12之各自的排氣埠。排氣歧管50係連接著第1排氣管52之其中一端。第1排氣管52的另一端則是連接到增壓機30的渦輪機36。因此,從各汽缸的排氣埠排出的排氣,先集中到排氣歧管50之後,再經由第1排氣管52而供給到渦輪機36。The
渦輪機36是連接著第2排氣管54之其中一端。第2排氣管54的另一端是連接到排氣處理裝置56的入口部分。排氣處理裝置56是包含:氧化觸媒(DOC:Diesel Oxidation Catalyst)56a、PM除去過濾器56b、燃料添加裝置56c、第1排氣溫度感應器56d、選擇性還原觸媒(SCR觸媒:Selective Catalytic Reduction)56e、第2排氣溫度感應器56f、氨逸漏觸媒(ASC:Ammonia Slip Catalyst)56g、以及第3排氣溫度感應器56h。The
PM除去過濾器56b是設在排氣的流路(排氣通道)中之較氧化觸媒56a更下游側。燃料添加裝置56c是設在排氣的流路中之較氧化觸媒56a更上游側。第1排氣溫度感應器56d是設在PM除去過濾器56b內。SCR觸媒56e是設在排氣的流路中之較PM除去過濾器56b更下游側。第2排氣溫度感應器56f是設在PM除去過濾器56b與SCR觸媒56e之間。ASC56g是設在排氣的流路中之較SCR觸媒56e更下游側。第3排氣溫度感應器56h是設在排氣的流路中之較ASC56g更下游側。The
PM除去過濾器56b是用來捕捉含在流動的排氣內的粒子狀物質(以下,稱PM(Particulate Matter))。PM除去過濾器56b是由例如:陶瓷、不鏽鋼等所形成的。捕捉到的PM係堆積在PM除去過濾器56b內。The
氧化觸媒56a與燃料添加裝置56c是作為將堆積在PM除去過濾器56b內的PM予以燃燒而除去(亦即,將PM除去過濾器56b予以再生)的再生機構來發揮功能。當排氣正在流動時,氧化觸媒56a將會與流動排氣中的氮氧化物(NOx
)及碳氧化物(COx
)等進行氧化,並且如果在排氣中含有從燃料添加裝置56c所添加的燃料的話,則會將將燃料予以氧化。利用燃料氧化所產生的反應熱來將通過氧化觸媒56a的排氣昇溫。藉由將高溫的排氣通過PM除去過濾器56b而使得PM除去過濾器56b的溫度上昇,而使得堆積在PM除去過濾器56b內的PM被氧化除去(被燃燒掉)。如此一來,就可將PM除去過濾器56b予以再生。PM除去過濾器56b的再生控制,是當被判斷出PM的堆積量大於既定量時被執行的。PM的堆積量的判斷方法係可採用習知的方法來進行判斷。The
SCR觸媒56e例如:是在排氣的流動方向上形成有許多個貫通孔(空格子)之單塊型觸媒,是由菫青石等所形成的。在空格子的壁面上形成有觸媒的鍍覆層因而含有例如:沸石系的活性成分(觸媒)。該活性成分接觸到還原劑時,將會活性化因而可選擇性地將排氣中的NOx 予以還原。The SCR catalyst 56e is, for example, a monolithic catalyst in which a large number of through holes (spaces) are formed in the flow direction of the exhaust gas, and it is formed of glazeite or the like. The plating layer of the catalyst is formed on the wall surface of the lattice and therefore contains, for example, a zeolite-based active ingredient (catalyst). When the active ingredient comes into contact with the reducing agent, it will be activated and thus can selectively reduce the NO x in the exhaust gas.
在SCR觸媒56e的上游側,設有未圖示的尿素水噴射閥。尿素水噴射閥是將尿素水噴射到排氣管內來當作還原劑。從尿素水噴射閥噴射出來的尿素水接受到排氣熱能而發生加水分解現象生成了氨。所生成的氨在SCR觸媒56e中與排氣中的NOx 進行選擇性的反應而生成了氮與水。On the upstream side of the SCR catalyst 56e, an unillustrated urea water injection valve is provided. The urea water injection valve injects urea water into the exhaust pipe as a reducing agent. The urea water sprayed from the urea water injection valve receives exhaust heat energy and undergoes hydrolysis to generate ammonia. The ammonia generated selectively react with NO x in the exhaust gas in the SCR catalyst 56e is generated in nitrogen and water.
ASC56g是用來將從SCR觸媒逸漏出來的氨予以氧化而防止氨被排出到大氣中的觸媒。ASC56g is a catalyst used to oxidize the ammonia leaked from the SCR catalyst and prevent the ammonia from being discharged into the atmosphere.
排氣處理裝置56的出口部分是連接著第3排氣管58的其中一端。第3排氣管58的另一端則是連接著消音器等。因此,從渦輪機36排出的排氣將會經由第2排氣管54、排氣處理裝置56、第3排氣管58、以及消音器等而排出到車外。由排氣埠、排氣歧管50、第1排氣管52、渦輪機36、第2排氣管54以及第3排氣管58來構成「排氣通道」。The outlet portion of the exhaust treatment device 56 is connected to one end of the
第3吸氣管27與排氣歧管50並未經由引擎本體10而是利用EGR裝置60而連接在一起。EGR裝置60是包含:EGR閥62、EGR冷卻器64以及EGR通道66。EGR通道66是用來連接第3吸氣管27與排氣歧管50。EGR閥62與EGR冷卻器64是設在EGR通道66的中途。The
EGR閥62是因應來自控制裝置200的控制訊號來調整從排氣歧管50經由EGR裝置60的EGR通道66回流到吸氣通道內的排氣(以下,將回流到吸氣通道內的排氣也稱為EGR油氣)的流量。EGR冷卻器64是將例如:流動在EGR通道66內的EGR油氣予以冷卻之水冷式或空冷式的熱交換器。排氣歧管50內的排氣經由EGR裝置60作為EGR油氣被送回到吸氣側,藉此可降低汽缸內的燃燒溫度,而可減少NOx
的生成量。The
增壓機30是包含:壓縮機32與渦輪機36。壓縮機32的殼體內收納著壓縮機葉輪34,渦輪機36的殼體內則是收納著渦輪機葉輪38。壓縮機葉輪34與渦輪機葉輪38是利用連結軸42而連結在一起,兩者可呈一體地進行旋轉。因此,壓縮機葉輪34是利用被供給到渦輪機葉輪38之排氣的排氣動能而被旋轉驅動。The supercharger 30 includes a
引擎1的作動是由控制裝置200所控制的。控制裝置200是包含:用來執行各種處理的CPU(Central Processing Unit)、含有用來記憶著程式及資料的ROM (Read Only Memory)以及用來記憶CPU的處理結果等之RAM(Random Access Memory)等之記憶體、以及用來與外部進行資訊的進出交換之輸入埠暨輸出埠(上述的構成要件均未圖示)。輸入埠是連接著上述的感應器類(例如:第1排氣溫度感應器56d、第2排氣溫度感應器56f、第3排氣溫度感應器56h、引擎轉速感應器202、車速感應器204、油門開度感應器205、水溫感應器206、空氣流量計208等)。輸出埠則是連接著作為控制對象的機器(例如:複數個噴油嘴16、燃料添加裝置56c以及燃料泵浦210等)。The operation of the
控制裝置200是依據來自各感應器及機器的訊號、儲存在記憶體內的對應表以及程式,來控制各種機器以使得引擎1維持在所期望的運轉狀態。此外,針對於各種控制並不侷限於使用軟體來進行處理,也可以是利用專用的硬體(電路)來進行處理。再者,在控制裝置200內部是設有用來計測時間的計時電路(未圖示)。The
第1排氣溫度感應器56d是用來檢測PM除去過濾器56b的內部的排氣溫度(以下,稱為第1排氣溫度)Tex1。第1排氣溫度感應器56d是將表示所檢測到的第1排氣溫度Tex1的訊號送往控制裝置200。The first exhaust
第2排氣溫度感應器56f是用來檢測流入SCR觸媒56e內的排氣溫度(以下,稱為第2排氣溫度)Tex2。第2排氣溫度感應器56f是將表示所檢測到的第2排氣溫度Tex2的訊號送往控制裝置200。The second exhaust gas temperature sensor 56f is used to detect the temperature of the exhaust gas flowing into the SCR catalyst 56e (hereinafter referred to as the second exhaust gas temperature) Tex2. The second exhaust temperature sensor 56f sends a signal indicating the detected second exhaust temperature Tex2 to the
第3排氣溫度感應器56h是用來檢測從ASC流出來的排氣溫度(以下,稱第3排氣溫度)Tex3。第3排氣溫度感應器56h是將表示所檢測到的第3排氣溫度Tex3的訊號送往控制裝置200。The third exhaust
引擎轉速感應器202是檢測出引擎1的曲軸的旋轉速度來作為引擎迴轉速度NE。引擎轉速感應器202是將表示所檢測到的引擎迴轉速度NE的訊號送往控制裝置200。The engine
車速感應器204是檢測車輛2的速度(以下,稱為車速)V。車速感應器204是將表示所檢測到的車速V的訊號送往控制裝置200。The
油門開度感應器205是檢測目前的踩踏量之相對於油門踏板(未圖示)的踩踏量的上限值之比率(以下,稱為油門開度)Acc。油門開度感應器205是將表示所檢測到的油門開度Acc的訊號送往控制裝置200。The
水溫感應器206是檢測流通在設於引擎本體10內的冷卻水通道內的冷卻水的溫度(水溫)Tw。水溫感應器206是將表示所檢測到的水溫Tw的訊號送往控制裝置200。The
空氣流量計208是檢測被導入第1吸氣管22內之新鮮空氣的流量(吸入空氣量)Qin。空氣流量計208是將表示所檢測到的吸入空氣量Qin的訊號送往控制裝置200。The
燃料槽214是用來儲存要供給到複數個噴油嘴16以及燃料添加裝置56c的燃料。燃料泵浦210是因應來自控制裝置200的控制訊號而進行作動,來將儲存在燃料槽214內的燃料壓送到共軌14,或予以供給到燃料添加裝置56c。在燃料流動於燃料泵浦210與燃料槽214之間的燃料通道中,設有燃料過濾器212。燃料過濾器212是用來捕捉含在流動的燃料內的異物。The
[用來防止高溫的排氣之控制]
具有上述的構成要件的引擎1,在車輛2的停車狀態中要執行PM除去過濾器56b的再生控制的時候,來自排氣口的排氣將會對於位在周邊的物體造成加熱。[Control to prevent high temperature exhaust]
In the
因此,這個實施方式的控制裝置200,在車輛2的停車狀態中因為執行再生控制而導致排氣通道的出口溫度超過判定值時,就會執行用來降低出口溫度的控制。Therefore, the
如此一來,就可以控制成:在停車狀態中不會讓排氣通道的出口的溫度變得太高。其結果,可以減少用來進行PM除去過濾器56b的再生控制的熱對於位在周邊的物體所造成的加熱。In this way, it can be controlled so that the temperature of the outlet of the exhaust passage will not become too high in the parking state. As a result, it is possible to reduce the heating of the surrounding objects by the heat used to perform the regeneration control of the
(第1實施方式)
第2圖是顯示第1實施方式的高溫排氣防止處理的流程之流程圖。這個高溫排氣防止處理是每隔既定的控制周期就從主處理程式中呼叫出這個次程式而交由控制裝置200來執行。如第2圖所示,控制裝置200是當來自車速感應器204的訊號所顯示的車速V是0,並且來自引擎轉速感應器202的訊號所顯示的引擎迴轉速度NE並不是0的情況下,就進行判斷車輛2是否處於停車狀態中(步驟(以下,簡稱為「S」)101)。(First embodiment)
Fig. 2 is a flowchart showing the flow of the high-temperature exhaust prevention process of the first embodiment. The high-temperature exhaust prevention process is to call out this sub-program from the main process program every predetermined control cycle and hand it over to the
當判斷出車輛2處於停車狀態中(在S101是YES)的情況下,控制裝置200就進行判斷是否正在執行PM除去過濾器的再生控制中(S102)。如果正在執行再生控制中的話,控制裝置200就進行控制成從排氣處理裝置56的燃料添加裝置56c來添加燃料。因此,如果控制裝置200是控制成利用燃料添加裝置56c來添加燃料的情況下,就判斷為正在執行再生控制中。When it is determined that the
當判斷出正在執行再生控制中(在S102是YES)的情況下,控制裝置200就依據來自第3排氣溫度感應器56h的訊號所顯示的第3排氣溫度Tex3,來計算出排氣通道的出口的溫度也就是T/P(Tail Pipe)氣體溫度推定值(S103)。When it is judged that the regeneration control is being executed (YES in S102), the
T/P氣體溫度推定值,只要是使用第3排氣溫度Tex3來計算出來的數據的話,無論是採用習知的哪一種方法來計算都可以。例如:T/P氣體溫度推定值,係可藉由從第3排氣溫度Tex3減掉從第3排氣溫度感應器56h起迄排氣通道的出口之溫度損失而計算出來。溫度損失,係先從第3排氣溫度Tex3減掉排氣管壁溫度之後,再將該溫度乘以從第3排氣溫度Tex3與吸入空氣量所界定出來的既定係數,就可以計算出來。既定係數,是從1減掉到達溫度比率之後的數值。而該到達溫度比率,則是使用二維對應表來選定出來的。在該二維對應表中,是預先設定了與第3排氣溫度Tex3和吸入空氣量的組合數值相對應的到達溫度比率。The estimated value of T/P gas temperature can be calculated by any conventional method as long as it is calculated using the third exhaust temperature Tex3. For example, the estimated value of T/P gas temperature can be calculated by subtracting the temperature loss from the third
排氣管壁溫的計算方法,是先將排氣管因為受熱而上昇的受熱溫度加到上一次的控制周期的排氣管壁溫,然後再減掉因為從排氣管散熱到大氣中所下降的散熱溫度,因而計算出來的。受熱溫度的計算方法,是先將吸入空氣量與控制周期乘以上一次的控制周期的溫度損失,然後再除以排氣所通過的排氣系的重量與排氣系的比熱,因而計算出來的。放熱溫度的計算方法,是先將控制周期乘以散熱能量,然後再除以排氣系的重量與排氣系的比熱,因而計算出來的。散熱能量的計算方法,是將車速風散熱能量加到散熱能量的基本值中,因而計算出來的。散熱能量的基本值,則是使用二維對應表來選定出來的。在該二維對應表中係預先設定了:與從上一次的控制周期的排氣管壁溫減掉外氣溫度後的溫度差和吸入空氣量的組合數值相對應之散熱能量的基本值。車速風散熱能量,是使用預先設定了:與車速相對應的車速風散熱能量之一維對應表來選定出來的(車速為0的時候,車速風散熱能量為0)。The calculation method of the exhaust pipe wall temperature is to first add the heated temperature of the exhaust pipe due to heating to the exhaust pipe wall temperature of the last control cycle, and then subtract the heat caused by the heat from the exhaust pipe to the atmosphere. The drop in heat dissipation temperature is thus calculated. The heating temperature is calculated by multiplying the intake air volume and the control period by the temperature loss of the previous control period, and then dividing by the weight of the exhaust system through which the exhaust gas passes and the specific heat of the exhaust system. . The heat release temperature is calculated by first multiplying the control period by the heat dissipation energy, and then dividing by the weight of the exhaust system and the specific heat of the exhaust system. The calculation method of heat dissipation energy is calculated by adding the heat dissipation energy of vehicle speed and wind to the basic value of heat dissipation energy. The basic value of heat dissipation energy is selected using a two-dimensional correspondence table. In the two-dimensional correspondence table, the basic value of the heat dissipation energy corresponding to the combined value of the temperature difference after subtracting the outside air temperature from the exhaust pipe wall temperature of the previous control cycle and the intake air volume is preset. The vehicle speed wind heat dissipation energy is selected using a one-dimensional correspondence table of the vehicle speed wind heat dissipation energy corresponding to the vehicle speed (when the vehicle speed is 0, the vehicle speed wind heat dissipation energy is 0).
此外,來自第3排氣溫度感應器56h的訊號會有若干的變動,因此是將第3排氣溫度Tex3先經過平滑化處理(平準化處理)之後再來使用為宜。In addition, the signal from the third
又,也可以是使用預先設定了與上述的各參數之中的每一種參數的複數種組合相對應的T/P氣體溫度推定值的對應表,來選定T/P氣體溫度推定值。In addition, a correspondence table in which the estimated T/P gas temperature corresponding to a plurality of combinations of the above-mentioned parameters is set in advance may be used to select the estimated T/P gas temperature.
接下來,控制裝置200就進行判斷:在目前時刻所計算出來的T/P氣體溫度推定值是否大於等於表示第1判定值的曲線上的數值(S104)。Next, the
第3圖是用來說明第1實施方式的T/P氣體溫度推定值的判定方法的說明圖。如第3圖所示,表示第1判定值的曲線上所顯示之作為第1判定值的溫度,係隨著車輛2在怠速狀態下停車後之經過時間的增加而減少,減少到達某一個數值以後,即使經過的時間還是在增加,溫度也還是維持一定的數值。Fig. 3 is an explanatory diagram for explaining the method of determining the estimated value of the T/P gas temperature in the first embodiment. As shown in Figure 3, the temperature displayed on the curve showing the first judgment value as the first judgment value decreases as the elapsed time after the
車輛2在怠速狀態下停車時,若有執行PM除去過濾器的再生控制的話,T/P氣體溫度推定值將會以接近於第1判定值的數值來推移。第3圖的例子中,所經過的時間到達以虛線來表示的經過時間時,T/P氣體溫度推定值將會達到第1判定值。When the
回到第2圖來說明,若是判斷出T/P氣體溫度推定值大於等於表示第1判定值的曲線上的數值(在S104是YES)的情況下,控制裝置200就會禁止執行PM除去過濾器56b的再生控制(S105)。如此一來,如果原本有正在執行再生控制的話,再生控制將會被強制性地終止。其結果,係如第3圖所示般地,T/P氣體溫度推定值降會降低而且是變成低於第1判定值。Returning to Figure 2 to explain, if it is determined that the estimated T/P gas temperature is greater than or equal to the value on the curve representing the first determination value (YES in S104), the
若是判斷出並非處於停車狀態中(在S101是NO)的情況下,若是判斷出並非執行再生控制中(在S102是NO)的情況下,還有若是判斷出T/P氣體溫度推定值並未大於等於表示第1判定值的曲線上的數值(在S104是NO)的情況下,在S105之後,控制裝置200將進行判斷:車輛2是否已經開始行駛了?或者是否已經以手動方式開始操作了PM除去過濾器56b的再生控制(S106)。If it is judged that it is not in the parking state (NO in S101), if it is judged that the regeneration control is not being executed (NO in S102), and if it is judged that the estimated T/P gas temperature is not If it is greater than or equal to the value on the curve representing the first determination value (NO in S104), after S105, the
當判斷出已經開始行駛了或者已經開始操作了再生控制(在S106是YES)的情況下,控制裝置200就解除禁止執行PM除去過濾器56b的再生控制,換言之,就是允許執行PM除去過濾器56b的再生控制(S107)。如此一來,只要是在執行再生控制的條件成立的情況下,就會再度開始執行再生控制。When it is judged that the driving has started or the regeneration control has been started (YES in S106), the
如果判斷出還沒有開始行駛,而且也還沒有開始操作再生控制(在S106是NO)的話,在S107之後,控制裝置200就會將想要執行的處理恢復成被呼叫出用來執行這種處理的次程式之原本的主處理程式中的處理。If it is judged that the driving has not been started, and the regeneration control has not yet started (NO in S106), after S107, the
(第2實施方式)
在第1實施方式中,作為用來防止高溫的排氣的控制,係執行依據第1判定值來禁止PM除去過濾器56b的再生控制之控制。在第2實施方式中,作為用來防止高溫的排氣的控制,係除了執行第1實施方式的控制之外,又執行依據第2判定值來降低引擎1的怠速狀態之迴轉速度的控制。(Second embodiment)
In the first embodiment, as the control for preventing high-temperature exhaust gas, a control for prohibiting the regeneration control of the
第4圖是顯示第2實施方式的高溫排氣防止處理的流程之流程圖。這個高溫排氣防止處理,是每隔既定的控制周期就從主處理程式呼叫出這個次程式而交由控制裝置200來執行。如第4圖所示,S111~S113的處理分別都是與第2圖中的S101~S103的處理相同的處理,因此此處省略其重複的說明。Fig. 4 is a flowchart showing the flow of the high-temperature exhaust prevention process of the second embodiment. This high-temperature exhaust prevention treatment is to call out this sub-program from the main treatment program every predetermined control cycle and hand it over to the
在S113之後,控制裝置200就進行判斷:是否正在執行降低怠速狀態下之引擎1的迴轉速度的控制中(S114)。如果判斷出並非正在執行降低怠速迴轉速度的控制中(在S114是NO)的話,控制裝置200就進行判斷:目前時刻所計算出來的T/P氣體溫度推定值是否大於等於表示第2判定值的曲線上的數值(S115)。After S113, the
第5圖用來說明第2實施方式的T/P氣體溫度推定值的判定方法的說明圖。如第5圖所示,表示第2判定值的曲線所顯示之作為第2判定值的溫度,係與第1判定值同樣地將會隨著車輛2以怠速狀態停車之後所經過時間的增加而減少,減少到達某一個數值之後,即使所經過的時間增加也還是維持一定數值的溫度。表示第2判定值之曲線中之減少的部分是較之表示第1判定值的曲線中之減少的部分更低數十℃。Fig. 5 is an explanatory diagram for explaining the method of determining the estimated value of the T/P gas temperature in the second embodiment. As shown in Fig. 5, the temperature displayed on the curve showing the second judgment value as the second judgment value will increase as the time elapsed after the
當車輛2以怠速狀態停車時,若執行了PM除去過濾器之再生控制的話,T/P氣體溫度推定值將會以接近於第2判定值以及第1判定值的數值來推移。在第5圖的例子中,當到達以虛線來表示的第1階段的經過時間時,就會達到第2判定值。又,當到達以虛線來表示的第2階段的經過時間時,就會達到第1判定值。When the
回到第4圖來說明,當判斷出:T/P氣體溫度推定值大於等於表示第2判定值的曲線上的數值(在S115是YES)的情況下,控制裝置200就開始執行降低怠速狀態下的引擎迴轉速度的控制(S116)。如此一來,可以減少每單位時間內的排氣的熱能,因而可以期待T/P氣體溫度推定值的降低。此外,與第1實施方式不同之處,是先降低引擎之怠速狀態下的迴轉速度,因此,至少可以延後禁止執行PM除去過濾器56b的再生控制。Returning to Figure 4 to explain, when it is determined that the estimated value of T/P gas temperature is greater than or equal to the value on the curve representing the second determination value (YES in S115), the
當判斷出:正在執行降低怠速迴轉速度的控制中(在S114是YES)的情況下,就執行S117的處理。S117以及S118的處理分別是與第2圖中的S104以及S105的處理相同,因此省略其重複的說明。When it is determined that the control to reduce the idling swing speed is being executed (YES in S114), the process of S117 is executed. The processing of S117 and S118 are the same as the processing of S104 and S105 in FIG. 2 respectively, and therefore, the repeated description thereof will be omitted.
當判斷出:並非處於停車狀態中(在S111是NO)的情況下,當判斷出:並非正在執行再生控制中(在S112是NO)的情況下,並且T/P氣體溫度推定值並非大於等於表示第2判定值的曲線上的數值(在S115是NO)的情況下,S116之後,T/P氣體溫度推定值並非大於等於表示第1判定值的曲線上的數值(在S117是NO)的情況下,則是S118之後,控制裝置200就執行S119的處理。S119以及S120的處理分別是與第2圖中的S106以及S107的處理相同,因此省略其重複的說明。When it is judged that it is not in the parking state (NO in S111), when it is judged that the regeneration control is not being executed (NO in S112), and the estimated T/P gas temperature is not greater than or equal to In the case of the value on the curve representing the second judgment value (NO in S115), after S116, the estimated value of T/P gas temperature is not equal to or greater than the value on the curve representing the first judgment value (NO in S117) In this case, after S118, the
[變形例]
(1) 在前述的實施方式中,係如第2圖中的S103以及第4圖中的S113所示般地,係依據從ASC56g流出的排氣溫度也就是第3排氣溫度Tex3來計算出T/P氣體溫度推定值。但是,並不限定於此,亦可依據來自其他的溫度感應器的訊號來計算出T/P氣體溫度推定值。例如:T/P氣體溫度推定值也可以是依據PM除去過濾器56b之內部的排氣溫度也就是第1排氣溫度Tex1來計算出來,或者也可以依據流入到SCR觸媒56e內的排氣溫度也就是第2排氣溫度Tex2來計算出來。[Modifications]
(1) In the foregoing embodiment, as shown in S103 in Figure 2 and S113 in Figure 4, the calculation is based on the third exhaust temperature Tex3, which is the temperature of the exhaust gas flowing from ASC56g Estimated value of T/P gas temperature. However, it is not limited to this, and the estimated value of T/P gas temperature may be calculated based on signals from other temperature sensors. For example, the estimated value of T/P gas temperature may be calculated based on the exhaust gas temperature inside the
但是,優選是依據來自最靠近排氣通道的出口之位於排氣通道的最後端的溫度感應器的訊號所顯示的溫度,來計算出T/P氣體溫度為宜。因此,在前述的實施方式中,是依據第3排氣溫度Tex3來計算出T/P氣體溫度為宜。However, it is preferable to calculate the T/P gas temperature based on the temperature displayed by the temperature sensor at the rear end of the exhaust passage closest to the outlet of the exhaust passage. Therefore, in the foregoing embodiment, it is appropriate to calculate the T/P gas temperature based on the third exhaust temperature Tex3.
此外,亦可在排氣通道的其他部分設置溫度感應器,依據來自該溫度感應器的訊號,來計算出T/P氣體溫度推定值。此外,亦可在排氣通道的出口設置溫度感應器,依據來自該溫度感應器的訊號,來計算出T/P氣體本身的溫度。In addition, temperature sensors can also be installed in other parts of the exhaust passage, and the estimated T/P gas temperature can be calculated based on the signal from the temperature sensor. In addition, a temperature sensor can also be installed at the outlet of the exhaust channel, and the temperature of the T/P gas itself can be calculated based on the signal from the temperature sensor.
(2) 在前述的實施方式中,係如第3圖以及第5圖所示般地,係採用一個對應表來判定T/P氣體溫度推定值。但並不限定於此,亦可在車輛2的停車之前,車輛2後退行駛的情況以及車輛2前進行駛的情況,分別使用不同的對應表來判定T/P氣體溫度推定值。一般是認為:車輛2前進行駛後才停車的情況與車輛2後退行駛後才停車的情況相較,前者的情況之從排氣通道的出口至位在排氣口周邊的物體之間的距離比較長。因此,前進行駛之後才停車的情況,係可使用較之第3圖以及第5圖所示之第1判定值以及第2判定值更不嚴格的條件的判定值(亦即,較之第1判定值以及第2判定值更高的判定值)。如此一來,可更為繼續執行PM除去過濾器56b的再生控制。(2) In the foregoing embodiment, as shown in Figs. 3 and 5, a correspondence table is used to determine the estimated T/P gas temperature. However, it is not limited to this. Before the
(3) 在前述的實施方式中,係如第2圖中的S105以及第4圖中的S118所示般地,禁止執行PM除去過濾器56b的再生控制。但並不限定於此,只要是T/P氣體溫度有降低的話,亦可減少執行PM除去過濾器56b的再生控制。例如:亦可將執行再生控制的溫度從較高的溫度予以變更為可執行再生控制之最低限的溫度。(3) In the aforementioned embodiment, as indicated by S105 in FIG. 2 and S118 in FIG. 4, the execution of the regeneration control of the
(4) 在前述的實施方式中,是當T/P氣體溫度推定值大於等於判定值時,藉由禁止執行再生控制來減少執行再生控制。但並不限定於此,亦可因應T/P氣體溫度推定值與判定值之間的差值而階段性地減少執行再生控制。例如:亦可將T/P氣體溫度推定值與判定值之間的差值很小的情況和差值很大的情況進行比較,而降低前者之執行再生控制的溫度。(4) In the foregoing embodiment, when the estimated T/P gas temperature is greater than or equal to the judgment value, the execution of the regeneration control is prohibited to reduce the execution of the regeneration control. However, it is not limited to this, and the regeneration control may be reduced in stages in response to the difference between the estimated T/P gas temperature value and the judgment value. For example: it is also possible to compare the case where the difference between the estimated value of the T/P gas temperature and the judgment value is small and the case where the difference is large, and reduce the temperature of the former for performing regeneration control.
(5) 在前述的實施方式中,是利用控制裝置200來控制排氣處理裝置56。這種做法係可視為:在控制裝置200之中包含著排氣處理裝置56的控制裝置。然而,亦可設置與控制裝置200不同之排氣處理裝置56專用的控制裝置。(5) In the foregoing embodiment, the
(6) 可將前述的實施方式視為排氣處理裝置56的開示。而且,可視為排氣處理裝置56之控制裝置200的揭示或者排氣處理裝置56之控制方法的揭示。而且亦可視為引擎1或車輛2的揭示。(6) The foregoing embodiment can be regarded as a disclosure of the exhaust gas treatment device 56. Moreover, it can be regarded as the disclosure of the
[效果]
(1) 依第1圖所做的說明可知排氣處理裝置56係具備:用來捕捉流動於車輛2所搭載的引擎1的排氣通道中的排氣內所含的粒子狀物質之PM除去過濾器56b;用來將流入PM除去過濾器56b內的排氣予以昇溫之昇溫部;用來執行利用被昇溫部昇溫後的排氣來將堆積在PM除去過濾器56b內的粒子狀物質予以燃燒的再生控制之控制裝置200。如第2圖中的S101~S105、以及、第4圖中的S111~S118所示般地,當在停車狀態中因為執行再生控制而導致排氣通道的出口溫度超過第1判定值或第2判定值時,控制裝置200就執行用來降低T/P氣體溫度的控制(例如:禁止執行PM除去過濾器56b的再生控制、降低引擎1怠速狀態時的迴轉速度的低下)。[effect]
(1) According to the description in Fig. 1, it can be seen that the exhaust treatment device 56 is equipped with: PM removal for capturing particulate matter contained in the exhaust gas flowing in the exhaust passage of the
如此一來,即使沒有設置用來檢測排氣通道的出口與位在其周邊的物體之間的距離之感應器之類的感應裝置,也可以讓車輛2在停車狀態中不會導致排氣通道的出口的溫度變得太高。其結果,不會增加製造成本,就可減少用來進行PM除去過濾器56b的再生控制的熱對於位在周邊的物體所造成的加熱。In this way, even if there is no sensing device such as a sensor for detecting the distance between the exit of the exhaust passage and the objects located around it, the
(2) 如第2圖中的S105以及第4圖中的S118所示,控制裝置200所執行的用來降低T/P氣體溫度的控制方法,係減少執行PM除去過濾器56b的再生控制。如此一來,可以降低排氣通道的出口的溫度。(2) As shown in S105 in Fig. 2 and S118 in Fig. 4, the control method for reducing the T/P gas temperature executed by the
(3) 如第2圖中的S105以及第4圖中的S118所示,控制裝置200係藉由禁止執行PM除去過濾器56b的再生控制,來減少PM除去過濾器56b的再生控制。如此一來,可大幅地降低排氣通道的出口的溫度。(3) As shown in S105 in FIG. 2 and S118 in FIG. 4, the
(4) 如第4圖中的S116所示,控制裝置200之用來降低出口溫度的控制方法,係降低引擎1的迴轉速度。如此一來,可儘量地讓PM除去過濾器56b的再生控制持續進行。(4) As shown in S116 in Fig. 4, the control method used by the
(5) 如第4圖中的S117、S118所示,當降低引擎1的迴轉速度之後,出口溫度超過較第2判定值更高的第1判定值時,控制裝置200就減少PM除去過濾器56b的再生控制,來作為用來降低出口溫度的追加控制方法。如此一來,既可儘量地讓PM除去過濾器56b的再生控制持續執行,又可減少對於位在周邊的物體造成的加熱。(5) As shown in S117 and S118 in Figure 4, when the
(6) 如第3圖以及第5圖所示,第1判定值以及第2判定值是隨著從車輛2停車起算的經過時間而變小的數值。從停車起算的經過時間愈長的話,對於位在周邊的物體加熱時間也就愈長。如此一來,藉由因應從停車起算的經過時間來將判定值變小,係可達成與加熱時間相應之適切的判定。(6) As shown in FIGS. 3 and 5, the first judgment value and the second judgment value are numerical values that become smaller with the elapsed time from the stop of the
(7) 如第1圖所示,還又具備:設在排氣通道中之PM除去過濾器56b與排氣通道的出口之間,用來檢測排氣的溫度之第3排氣溫度感應器56h。控制裝置200係可從第3排氣溫度感應器56h所檢測到的第3排氣溫度Tex3來推定出口溫度。如此一來,可適切地推定出口溫度。(7) As shown in Figure 1, it is also equipped with: a third exhaust temperature sensor for detecting the temperature of the exhaust gas between the
(8) 如第1圖所示,昇溫部係包含:設在排氣通道中之較PM除去過濾器56b更上游位置之用來對於排氣通道內添加燃料之燃料添加裝置56c;設在排氣通道中之較PM除去過濾器56b更上游且較燃料添加裝置56c更下游,使用燃料添加裝置56c所添加的燃料來將排氣予以昇溫之氧化觸媒56a。如此一來,可更有效率地執行PM除去過濾器56b的再生控制。(8) As shown in Fig. 1, the temperature rising part includes: a
(9) 在第1圖中已經說明過了,當被PM除去過濾器56b所捕捉到的粒子狀物質的堆積量大於既定量時,控制裝置200就執行PM除去過濾器56b的再生控制。如此一來,可適切地執行PM除去過濾器56b的再生控制。(9) As described in Fig. 1, when the accumulation amount of particulate matter captured by the
(10) 在變形例中已經說明了:控制裝置200是比較車輛2在停車前有後退行駛的情況和有前進行駛的情況場合,而採用較低的判定值來進行判定出口溫度是否已經超過了判定值。一般是認為:車輛2前進行駛後才停車的情況與車輛2後退行駛後才停車的情況相較,前者的情況之從排氣通道的出口至位在排氣口周邊的物體之間的距離比較長。因此,後退行駛之後才停車的情況,係可使用較之第3圖以及第5圖所示之第1判定值以及第2判定值更嚴格的條件的判定值(亦即,較之第1判定值以及第2判定值更低的判定值)。如此一來,可更為繼續執行PM除去過濾器56b的再生控制。(10) In the modified example, it has been explained that the
本次所揭示的各實施方式,也有被預想到要將這些實施方式做適當的組合之後再加以實施。而且本次所揭示的實施方式中的所有的構成方式都只是舉例說明而已,並不是用來限制為只能有這種構成方式。本說明所揭示的範圍,不僅是包含上述的實施方式的說明而已,也涵蓋被申請專利範圍所揭示的,還有與申請專利範圍均等的涵義者以及申請專利範圍內之所有的變更也都被包含在內。The various embodiments disclosed this time are also expected to be implemented after appropriate combinations of these embodiments. In addition, all the configuration methods in the embodiments disclosed this time are just examples, and are not intended to be limited to only this configuration method. The scope disclosed in this description not only includes the description of the above-mentioned embodiments, but also covers the disclosures in the scope of the applied for patents, as well as those with equal meanings to the scope of the applied patents and all changes within the scope of the applied patents are also covered Included.
1:引擎
2:車輛
10:引擎本體
12:汽缸
14:共軌
16:噴油嘴
20:空氣濾清器
22:第1吸氣管
24:第2吸氣管
26:中冷器
27:第3吸氣管
28:吸氣歧管
29:柴油節流閥
30:增壓機
32:壓縮機
34:壓縮機葉輪
36:渦輪機
38:渦輪機葉輪
42:連結軸
50:排氣歧管
52:第1排氣管
54:第2排氣管
56:排氣處理裝置
56a:氧化觸媒
56b:PM除去過濾器
56c:燃料添加裝置
56d:第1排氣溫度感應器
56e:SCR觸媒
56f:第2排氣溫度感應器
56h:第3排氣溫度感應器
58:第3排氣管
60:EGR裝置
62:EGR閥
64:EGR冷卻器
66:EGR通道
200:控制裝置
202:引擎轉速感應器
204:車速感應器
205:油門開度感應器
206:水溫感應器
208:空氣流量計
210:燃料泵浦
212:燃料過濾器
214:燃料槽1: engine
2: Vehicle
10: Engine body
12: cylinder
14: Common Rail
16: fuel injector
20: Air filter
22: 1st suction pipe
24: 2nd suction pipe
26: Intercooler
27: 3rd suction pipe
28: suction manifold
29: Diesel throttle valve
30: Supercharger
32: Compressor
34: compressor impeller
36: Turbine
38: Turbine wheel
42: connecting shaft
50: exhaust manifold
52: The first exhaust pipe
54: 2nd exhaust pipe
56:
第1圖是顯示這個實施方式之引擎的概略構造圖。 第2圖是顯示第1實施方式的高溫排氣防止處理流程之流程圖。 第3圖是用來說明第1實施方式的T/P氣體溫度推定值的判定方法之說明圖。 第4圖是顯示第2實施方式的高溫排氣防止處理流程之流程圖。 第5圖是用來說明第2實施方式的T/P氣體溫度推定值的判定方法之說明圖。Figure 1 is a diagram showing the schematic structure of the engine of this embodiment. Fig. 2 is a flowchart showing the flow of the high-temperature exhaust prevention process in the first embodiment. Fig. 3 is an explanatory diagram for explaining the method of determining the estimated value of T/P gas temperature in the first embodiment. Fig. 4 is a flowchart showing the flow of the high-temperature exhaust prevention process in the second embodiment. Fig. 5 is an explanatory diagram for explaining the method of determining the estimated T/P gas temperature in the second embodiment.
Claims (10)
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JP2018144757A JP6950642B2 (en) | 2018-08-01 | 2018-08-01 | Exhaust treatment device |
JP2018-144757 | 2018-08-01 |
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TW202012769A TW202012769A (en) | 2020-04-01 |
TWI716043B true TWI716043B (en) | 2021-01-11 |
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TW108126485A TWI716043B (en) | 2018-08-01 | 2019-07-26 | Exhaust treatment device |
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EP (1) | EP3832080B1 (en) |
JP (1) | JP6950642B2 (en) |
AU (1) | AU2019315103B2 (en) |
BR (1) | BR112021000381A2 (en) |
TW (1) | TWI716043B (en) |
WO (1) | WO2020026722A1 (en) |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0367013A (en) * | 1989-08-05 | 1991-03-22 | Mazda Motor Corp | Particulate catching device of diesel engine |
JP2015121199A (en) * | 2013-12-25 | 2015-07-02 | トヨタ自動車株式会社 | Exhaust purification device of on-vehicle internal combustion engine |
TW201821689A (en) * | 2016-12-09 | 2018-06-16 | 日商豐田自動車股份有限公司 | Exhaust gas control apparatus for internal combustion engine |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2005264774A (en) * | 2004-03-17 | 2005-09-29 | Hino Motors Ltd | Controller of exhaust emission control device |
JP5548882B2 (en) * | 2010-08-27 | 2014-07-16 | 日立建機株式会社 | Exhaust gas purification system for work vehicles |
US20120023910A1 (en) * | 2011-09-16 | 2012-02-02 | Ford Global Technologies, Llc | Particulate Filter Regeneration Control System and Method |
JP2018145837A (en) * | 2017-03-03 | 2018-09-20 | 日野自動車株式会社 | Exhaust emission control device |
-
2018
- 2018-08-01 JP JP2018144757A patent/JP6950642B2/en active Active
-
2019
- 2019-07-09 WO PCT/JP2019/027184 patent/WO2020026722A1/en unknown
- 2019-07-09 AU AU2019315103A patent/AU2019315103B2/en active Active
- 2019-07-09 EP EP19844057.0A patent/EP3832080B1/en active Active
- 2019-07-09 BR BR112021000381-9A patent/BR112021000381A2/en unknown
- 2019-07-26 TW TW108126485A patent/TWI716043B/en active
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0367013A (en) * | 1989-08-05 | 1991-03-22 | Mazda Motor Corp | Particulate catching device of diesel engine |
JP2015121199A (en) * | 2013-12-25 | 2015-07-02 | トヨタ自動車株式会社 | Exhaust purification device of on-vehicle internal combustion engine |
TW201821689A (en) * | 2016-12-09 | 2018-06-16 | 日商豐田自動車股份有限公司 | Exhaust gas control apparatus for internal combustion engine |
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EP3832080A1 (en) | 2021-06-09 |
EP3832080B1 (en) | 2022-09-14 |
JP2020020298A (en) | 2020-02-06 |
JP6950642B2 (en) | 2021-10-13 |
AU2019315103B2 (en) | 2022-05-19 |
AU2019315103A1 (en) | 2021-03-11 |
BR112021000381A2 (en) | 2021-04-13 |
WO2020026722A1 (en) | 2020-02-06 |
TW202012769A (en) | 2020-04-01 |
EP3832080A4 (en) | 2021-06-16 |
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