WO2009145081A1 - 内燃機関の排気ガス浄化システム、およびスーツフィルタ再生方法 - Google Patents
内燃機関の排気ガス浄化システム、およびスーツフィルタ再生方法 Download PDFInfo
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- WO2009145081A1 WO2009145081A1 PCT/JP2009/059162 JP2009059162W WO2009145081A1 WO 2009145081 A1 WO2009145081 A1 WO 2009145081A1 JP 2009059162 W JP2009059162 W JP 2009059162W WO 2009145081 A1 WO2009145081 A1 WO 2009145081A1
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- exhaust gas
- temperature
- internal combustion
- combustion engine
- purification system
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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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D46/00—Filters or filtering processes specially modified for separating dispersed particles from gases or vapours
- B01D46/42—Auxiliary equipment or operation thereof
- B01D46/44—Auxiliary equipment or operation thereof controlling filtration
- B01D46/46—Auxiliary equipment or operation thereof controlling filtration automatic
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D46/00—Filters or filtering processes specially modified for separating dispersed particles from gases or vapours
- B01D46/66—Regeneration of the filtering material or filter elements inside the filter
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/944—Simultaneously removing carbon monoxide, hydrocarbons or carbon making use of oxidation catalysts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9495—Controlling the catalytic process
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/96—Regeneration, reactivation or recycling of reactants
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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
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
- F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
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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
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0425—Air cooled heat exchangers
- F02B29/0431—Details or means to guide the ambient air to the heat exchanger, e.g. having a fan, flaps, a bypass or a special location in the engine compartment
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0493—Controlling the air charge temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D2258/00—Sources of waste gases
- B01D2258/01—Engine exhaust gases
- B01D2258/012—Diesel engines and lean burn gasoline engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D2279/00—Filters adapted for separating dispersed particles from gases or vapours specially modified for specific uses
- B01D2279/30—Filters adapted for separating dispersed particles from gases or vapours specially modified for specific uses for treatment of exhaust gases from IC Engines
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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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
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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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
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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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/08—Temperature
- F01P2025/44—Outlet manifold temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an exhaust gas purification system for an internal combustion engine and a soot filter regeneration method, and more particularly, to a soot filter regeneration technique for capturing PM (particulate matter).
- post-injection is known as a regeneration technique for a suit filter used in an exhaust gas purification system of an internal combustion engine such as a diesel engine.
- Post-injection is to inject extra fuel separately from normal fuel injection in the engine.
- This post-injection fuel is oxidized and heated by an oxidation catalyst upstream of the suit filter, so that the temperature of the exhaust gas flowing into the suit filter is raised and the PM deposited on the suit filter is self-combusted by this exhaust gas. And regenerate the suit filter.
- Patent Document 1 the intake air is supplied to the engine through the periphery of the exhaust system, and the intake air is heated by the heat in the exhaust system to raise the intake air temperature.
- such intake air is supercharged by an exhaust turbine supercharger and supplied to the engine through an air-cooled aftercooler, but when passing through the aftercooler during regeneration of the filter, Since the temperature of the intake air is lowered and inconvenient, a configuration is adopted in which the cooling efficiency in the aftercooler, that is, the performance is lowered to prevent the intake air temperature from being lowered.
- a shutter mechanism for controlling the flow rate of the cooling air applied to the aftercooler is provided, and when the suit filter is regenerated, the shutter is closed to reduce the flow rate of the cooling air, thereby reducing the performance as the aftercooler.
- Patent Document 1 it is necessary to newly provide a shutter mechanism for controlling the flow rate of the cooling air to the aftercooler as a configuration for preventing the temperature of the intake air passing through the aftercooler from being lowered. It is uneconomical. In addition, in construction machines that operate in a working environment in which dust or dust flies, there is a problem in durability, such as the shutter opening / closing mechanism not working due to dust.
- the main object of the present invention is to provide an exhaust gas purification system for an internal combustion engine and a suit filter regeneration method that can increase the intake air temperature and raise the exhaust gas temperature without using a conventional shutter mechanism. There is to do.
- An exhaust gas purification system for an internal combustion engine is an exhaust gas purification system for an internal combustion engine provided with a supercharger, the suit filter for capturing particulate matter in the exhaust gas, and the regeneration of the suit filter Regeneration execution determination means for determining whether to forcibly perform, an air-cooled aftercooler that cools the intake air supercharged by the supercharger, a cooling fan that supplies cooling air to the aftercooler, Fan regeneration speed control means for reducing the rotation speed of the cooling fan when the regeneration execution determination means determines that regeneration of the suit filter is necessary.
- the “rotation speed” is the number of rotations per unit time, and is generally simply referred to as the number of rotations. Further, “reducing the rotational speed” includes stopping the rotation of the cooling fan.
- the regeneration execution determination means includes a differential pressure sensor for detecting a differential pressure of exhaust gas between the upstream side and the downstream side of the suit filter, and the differential pressure sensor. It is desirable to provide forced regeneration mode transition determining means for determining whether or not the suit filter needs to be regenerated based on the detected differential pressure.
- the fan rotation speed control unit performs control so as to decrease the rotation speed of the cooling fan.
- the intake air temperature is raised by lowering the cooling efficiency of the aftercooler. Therefore, without adopting a conventional shutter mechanism or the like, it is possible to reliably raise the intake air temperature and to regenerate the suit filter satisfactorily.
- the present invention can be effectively applied to a construction machine that operates in a working environment where dust or the like flies.
- the exhaust gas purification system further includes a rotational speed change determining means for determining whether or not to execute the process of reducing the rotational speed of the cooling fan.
- the rotation of the fan is performed by the function of the rotational speed change determining means.
- the control for reducing the speed is not executed, and adverse effects on the life of the internal combustion engine can be prevented.
- the rotational speed change determining means reduces the rotational speed of the cooling fan based on at least one of an outside air temperature, an intake air temperature, and an exhaust gas temperature. It is desirable to determine whether or not to execute the process to be executed.
- the intake air temperature here is generally the temperature of the intake air itself at the outlet of the aftercooler, but the temperature estimated from the intake air temperature at the inlet side of the intake manifold or the temperature of the intake manifold or intake pipe itself Is also included.
- the exhaust gas temperature is generally the temperature of the exhaust gas upstream of the suit filter, but includes the temperature estimated from the temperatures of the exhaust manifold and the exhaust pipe itself.
- the intake air temperature when any one of the outside air temperature, the intake air temperature, and the exhaust gas temperature exceeds a preset temperature, the intake air temperature is not reduced without reducing the rotation speed of the cooling fan. Therefore, the exhaust gas temperature can be prevented from rising excessively and the adverse effect on the life of the internal combustion engine can be prevented.
- the cooling fan supplies cooling air to the aftercooler and the engine radiator.
- the construction machine since the aftercooler and the radiator are cooled by the single cooling fan at the same time, the construction machine having a limited arrangement space for the devices and the swivel on which the engine is mounted are provided. It can be used for construction machines.
- the exhaust gas purification system for an internal combustion engine comprises an oxidation catalyst provided on the upstream side of the suit filter, and a fuel supply device for supplying fuel to the upstream side of the oxidation catalyst, wherein the fan rotation speed control means comprises: It is desirable to reduce the rotational speed of the cooling fan so that the temperature of the exhaust gas flowing into the oxidation catalyst is equal to or higher than the activation temperature of the oxidation catalyst.
- This fuel is a dosing fuel used to regenerate the suit filter.
- the fuel supply device may be a fuel injection device that supplies fuel for driving the engine when dosing fuel is supplied into the cylinder.
- the activation temperature is the exhaust gas temperature required for oxidizing the dosing fuel with the oxidation catalyst and generating heat.
- the exhaust gas temperature can be immediately and reliably increased as compared with the case where they are not provided, and the suit filter can be quickly regenerated. Can be implemented.
- the first exhaust gas temperature detecting means for detecting the exhaust gas temperature upstream of the oxidation catalyst, and the first exhaust gas temperature detecting means detect the exhaust gas temperature. It is desirable to provide a fuel control unit that starts supplying the fuel from the fuel supply device when the exhaust gas temperature exceeds the activation temperature.
- the fuel is supplied when the exhaust gas temperature reaches the activation temperature in the oxidation catalyst, wasteful consumption of the fuel can be suppressed, and the oxidation and heat generation of the fuel in the oxidation catalyst can be suppressed. And there is no worry of unburned fuel being discharged.
- the exhaust gas purification system for an internal combustion engine further comprises second exhaust gas temperature detection means for detecting an exhaust gas temperature downstream of the oxidation catalyst, wherein the fuel control unit includes the second exhaust gas. It is desirable to control the fuel amount so that the exhaust gas temperature detected by the temperature detecting means is maintained at the regeneration temperature of the suit filter.
- the regeneration temperature here is the exhaust gas temperature necessary for the PM deposited in the suit filter to self-combust. Further, it is desirable that the suit filter carry an oxidation catalyst in order to promote self-combustion of PM.
- the exhaust gas temperature of the exhaust gas flowing into the suit filter can be maintained at the regeneration temperature by the fuel amount control by the fuel control unit, and the regeneration of the suit filter can be performed stably.
- the method for regenerating a suit filter according to the present invention includes an air-cooled aftercooler that cools intake air supercharged by a supercharger, a cooling fan that supplies cooling air to the aftercooler, and a particulate contained in exhaust gas.
- the intake air temperature can be reliably increased by reducing the rotation speed of the cooling fan. Since the gas temperature can reach the regeneration temperature, the suit filter can be regenerated well, and the object of the present invention can be achieved.
- the rotation speed of the cooling fan is decreased and flows into an oxidation catalyst provided on the upstream side of the suit filter.
- the temperature of exhaust gas to be exhausted exceeds the activation temperature of the oxidation catalyst, fuel is supplied to the upstream side of the oxidation catalyst, and the particulate matter captured by the suit filter is burned and then the fuel is supplied. It is desirable to stop.
- the rotation speed of the cooling fan that sends cooling air to the aftercooler may be reduced to reduce the performance of the aftercooler.
- the intake air temperature and thus the exhaust gas temperature can be reliably increased, and regeneration can be performed satisfactorily.
- the exhaust gas flowing into the oxidation catalyst becomes a high temperature close to the regeneration temperature. Therefore, even with a small amount of fuel, the exhaust gas temperature can be reliably raised to the regeneration temperature and consumed. The amount of fuel to be reduced can be reduced.
- the intake air temperature when any one of the outside air temperature, the intake air temperature, and the exhaust gas temperature exceeds a preset temperature, the intake air temperature is not reduced without reducing the rotation speed of the cooling fan. Therefore, the exhaust gas temperature can be prevented from rising excessively and the adverse effect on the life of the internal combustion engine can be prevented.
- FIG. 1 is a block diagram showing a schematic configuration of an entire exhaust gas purification system according to a first embodiment of the present invention.
- Sectional drawing which shows PM filter apparatus typically.
- the block diagram which shows a control apparatus typically.
- the figure which shows the example of control in normal operation mode and forced regeneration mode.
- the flowchart which shows the control flow inside the control apparatus regarding reproduction
- the block diagram which shows typically the control apparatus which concerns on 2nd Embodiment of this invention.
- FIG. 1 is a block diagram showing a schematic configuration of the entire exhaust gas purification system 1 according to the present embodiment.
- the exhaust gas purification system 1 is a system for capturing PM contained in exhaust gas from an engine 2 as an internal combustion engine, and includes a PM filter device 10.
- the engine 2 in this embodiment is assumed to be a diesel engine.
- An exhaust turbine supercharger 3 that is a supercharger is attached to the engine 2 via an exhaust manifold (not shown).
- the exhaust turbine supercharger 3 includes a turbine 31 that is driven by exhaust gas from the engine 2 and a compressor 32 that rotates together with the turbine 31.
- After the intake pipe 33 is connected to the intake outlet of the compressor 32 via an intake pipe 33.
- a cooler 4 is connected.
- the aftercooler 4 is connected to the engine 2 via an intake pipe 34 and an intake manifold (not shown).
- the intake air sucked through the air cleaner 4A is supercharged by the compressor 32 of the exhaust turbine supercharger 3 and supplied to the engine 2 through the air-cooled aftercooler 4.
- a cooling fan 5 is disposed opposite the aftercooler 4.
- the cooling fan 5 is driven by a driving device 6 such as a hydraulic motor or an electric motor.
- a driving device 6 such as a hydraulic motor or an electric motor.
- the arrangement position of the cooling fan 5 is arbitrary, and if the cooling air is supplied to the aftercooler 4 using a duct or other guide means, the arrangement is shifted from the position shown in FIG. May be.
- the cooling water of the engine 2 that is water-cooled is cooled by the radiator 7.
- Cooling air to the radiator 7 is supplied by a cooling fan 8 that is directly driven by the engine 2.
- the cooling air by the cooling fans 5 and 8 may be a flow on the suction side or a flow on the discharge side with respect to the aftercooler 4 and the radiator 7, and the layout in the engine room is taken into consideration. Can be determined arbitrarily.
- Such control of the fuel injection amount for the engine 2 is performed by, for example, the control device 9 using a common rail system.
- the control device 9 also controls the fuel supply device 20 for dosing injection that constitutes the exhaust gas purification system 1 and the drive device 6 for the cooling fan 5 that sends cooling air to the aftercooler 4.
- the cooling fan 5 that sends the cooling air to the aftercooler 4 and the drive device 6 that drives the cooling fan 5 are mounted as standard in construction machines and the like.
- the fuel supply device 20 includes a nozzle for spraying dosing fuel (for example, light oil) into the exhaust pipe 35, a flow rate control valve for controlling the flow rate of the dosing fuel, and the like.
- the exhaust gas purification system 1 includes the PM filter device 10 and the fuel supply device 20, an after cooler 4, a cooling fan 5, a drive device 6 that drives the cooling fan 5, and a control device 9. .
- FIG. 2 is a schematic diagram showing a cross section of the PM filter device 10.
- the PM filter device 10 has a structure in which an oxidation catalyst 12 and a suit filter 13 for capturing PM are housed in a cylindrical casing 11 from the upstream side in the exhaust gas flow direction.
- the oxidation catalyst 12 is a catalyst for oxidizing and heating the dosing fuel supplied by the fuel supply device 20.
- the activation temperature at the oxidation catalyst 12 (temperature sufficient to oxidize the fuel and generate heat) is about 250 ° C. as the exhaust gas temperature.
- the PM deposited on the suit filter 13 is self-combusted using the temperature of the exhaust gas that has risen due to the heat generated by the oxidation catalyst 12.
- the fuel supply device 20 is provided in the middle of the exhaust pipe 35 that communicates the exhaust outlet on the turbine 31 side of the exhaust turbine supercharger 3 and the PM filter device 10.
- the suit filter 13 has a structure in which a large number of small holes are arranged.
- the small holes communicate from the inflow side to the outflow side, and the cross section is formed in a polygonal shape (for example, a hexagonal shape).
- the ones opened on the inflow side and sealed on the outflow side and the ones sealed on the inflow side and opened on the outflow side were alternately arranged and flowed from the former small hole Exhaust gas passes through the boundary wall, escapes into the latter small hole, and flows downstream. And PM is collected by the boundary wall.
- the material of the suit filter 13 is made of ceramics such as cordierite or silicon carbide, or metal such as stainless steel or aluminum, and is appropriately determined according to the application. Note that an oxidation catalyst may be coated on the inflow side of the suit filter 13 with a wash coat or the like.
- the PM filter device 10 includes a differential pressure sensor 14, a temperature sensor 15 as a first exhaust gas temperature detection means, a temperature sensor 16 as a second exhaust gas temperature detection means, and a second exhaust gas temperature detection means. Another temperature sensor 17 and a heat insulating material 18 are provided. Detection signals from the sensors 14 to 17 are output to the control device 9.
- the differential pressure sensor 14 detects an exhaust gas differential pressure ⁇ p between the inlet side and the outlet side of the suit filter 13, and the outlet side of the oxidation catalyst 12 and the inlet side of the suit filter 13 in the PM filter device 10. Are connected to a pipe line 19 that communicates the space A defined by and the space B defined on the outlet side of the suit filter 13.
- the temperature sensor 15 detects the exhaust gas temperature T 1 on the inlet side of the oxidation catalyst 12, and corresponds to the space C defined on the inlet side of the oxidation catalyst 12 in the casing 11 of the PM filter device 10. Is attached in position.
- Temperature sensor 16 is for detecting the exhaust gas temperature T in at the inlet side of the soot filter 13 is attached to a position corresponding to the space A of the housing 11.
- the temperature sensor 17 detects the exhaust gas temperature T out on the outlet side of the suit filter 13 and is attached at a position corresponding to the space B.
- the heat insulating material 18 blocks heat to the outside so as not to lower the temperature inside the oxidation catalyst 12 and the suit filter 13, and is disposed between the inner wall of the housing 11 and the oxidation catalyst 12 and the suit filter 13. Has been. Such a heat insulating material 18 also functions as a member that absorbs vibration applied to the housing 11.
- FIG. 3 is a block diagram schematically showing the control device 9.
- the control device 9 includes an engine fuel control unit (not shown) that controls the injection amount of fuel supplied to the engine 2, a fan rotation control unit 21 that controls the rotational speed of the cooling fan 5 by controlling the drive device 6, and A dosing fuel control unit 22 as a fuel control unit for controlling the amount of dosing fuel supplied from the fuel supply device 20 is provided.
- the fan rotation control unit 21 has a function of reducing the rotation speed of the cooling fan 5 as necessary when the regeneration of the suit filter 13 is required, and thereby, the cooling efficiency of the intake air in the aftercooler 4 As a result, the temperature of the intake air supplied to the engine 2 and thus the temperature of the exhaust gas flowing into the oxidation catalyst 12 are increased. In this way, even when the engine 2 is in an idling state or in a light load operation state, the exhaust gas temperature is raised to the activation temperature of the oxidation catalyst, and the dosing fuel is reliably oxidized by the oxidation catalyst 12.
- the suit filter 13 can be forcibly regenerated by raising the exhaust gas temperature to the regeneration temperature of the suit filter 13.
- the forced regeneration is determined to require regeneration by the suit filter 13, and the exhaust gas temperatures T 1 and T 2 are increased based on this determination to burn the PM collected by the suit filter 13.
- the control for lowering the rotational speed of the cooling fan 5 for the purpose of forced regeneration is control of the forced regeneration mode in the rotational speed control.
- the control for setting the rotation speed of the cooling fan 5 to the target rotation speed in order to prevent the intake air temperature from rising above a certain level is control in the normal operation mode in the rotation speed control.
- the dosing fuel control unit 22 monitors each detection signal from the temperature sensor 16 on the inlet side and the temperature sensor 17 on the outlet side of the soot filter 13, and exhaust gas temperatures T in and T out based on the detection signals. calculating the exhaust gas temperature T 2 obtained by averaging the.
- An appropriate control signal S is output to the fuel supply device 20.
- the fan rotation control unit 21 includes forced regeneration mode transition determination means 23, forced regeneration fan rotation speed control means 24 as fan rotation speed control means, activation temperature arrival determination means 25, timer 26, and normal operation fan rotation speed control.
- Means 27 are provided. Each means 23 to 27 is configured by software (computer program) executed by a computer.
- the forced regeneration mode transition determination means 23 monitors the detection signal from the differential pressure sensor 14, and when the differential pressure ⁇ p based on this detection signal exceeds a preset regeneration start determination value ⁇ P, the suit filter 13 It is determined that the PM trapping amount exceeds the limit trapping amount and the suit filter 13 needs to be regenerated.
- the forced regeneration mode transition determining means 23 controls the rotational speed of the cooling fan 5 from the normal operation mode routine controlled by the normal operation fan rotational speed control 27, forcibly regenerating fan rotational speed control means 24. Switch to the forced regeneration mode routine controlled by.
- the forced regeneration mode transition determining means 23 and the differential pressure sensor 14 constitute a regeneration execution determining means of the present invention. As will be described later, when the forced regeneration is performed by manual operation of the switch by the operator, the regeneration execution determining means of the present invention is configured by the forced regeneration mode transition determining means 23 for monitoring the input of the forced regeneration signal from the switch. Is done.
- the forced regeneration fan rotational speed control means 24 changes the rotational speed map from the map in the normal operation mode (the map for determining the rotational speed of the cooling fan 5 according to the operating state of the engine 2) to the forced regeneration map M.
- the drive signal D is generated based on the target rotational speed obtained from the map M, and the drive device 6 of the cooling fan 5 is driven by this drive signal D.
- the map M is for determining the target rotational speed of the cooling fan 5 according to, for example, the outside air temperature T air during the forced regeneration.
- the target rotation speed obtained from this map M is a rotation speed sufficient to lower the cooling efficiency in the aftercooler 4 and increase the temperature of the intake air, and the engine 2 is operated in a no-load or light-load state.
- the exhaust gas temperature T 1 of the the oxidation catalyst 12 inlet side is a rotating speed that exceeds the activation temperature.
- Activating temperature arrival judging unit 25 judges whether or not the exhaust gas temperature T 1 of the upstream side of the oxidation catalyst 12 reaches the activation temperature (approximately 250 ° C.) in the oxidation catalyst 12.
- the activation temperature arrival determination means 25 outputs a dosing fuel injection command to the dosing fuel control unit 22.
- the dosing fuel control unit 22 outputs the control signal S to the fuel supply device 20 and injects it for a predetermined time, as described above. The injection time is measured by the timer 26.
- the normal operation fan rotational speed control means 27 controls the rotational speed of the cooling fan 5 to a target rotational speed that does not increase the intake air temperature above a certain level in the normal operation mode of the engine 2, and the hydraulic pressure that drives the cooling fan 5.
- the discharge amount of the hydraulic pump that supplies the hydraulic oil to the hydraulic motor is adjusted so that the rotation speed of the motor becomes the target rotation speed.
- the target rotation speed of the cooling fan 5 is set to, for example, the target rotation speed V1 as shown in FIG. Performs feedback control so that the actual rotational speed becomes the target rotational speed V1. Therefore, when a deviation occurs between the target rotation speed V1 and the actual rotation speed, a rotation speed command corresponding to the deviation is output for discharge amount control in the hydraulic pump.
- the rotational speed of the cooling fan 5 changes slightly because of the deviation between the target rotational speed V1 and the actual rotational speed, but the change is slight and basically a constant target. Control is performed so that the rotation speed is V1.
- the fan rotational speed control means 27 for normal operation has no relation to the rotational speed of the cooling fan 5 for forced regeneration as shown by the two-dot chain line in FIG.
- the target rotational speed V1 was controlled.
- the normal operation fan rotational speed control means 27 is not activated, but the forced regeneration fan rotational speed control means 24 is activated, and this forced regeneration fan rotational speed control means.
- the control by 24 is prioritized. That is, when it is determined that forced regeneration is necessary, the target rotational speed of the cooling fan 5 is set to a low target rotational speed V2 based on the outside air temperature Tair by the map M, and the actual rotational speed is set to this target rotational speed V2. Will fall to.
- the exhaust gas temperature T 1 of may be increased to the activation temperature.
- the driving energy to the driving device 6 in the case of an electric motor, current, hydraulic motor In some cases, the oil flow rate or the like is instantaneously reduced and the target rotational speed V2 is changed to the target rotational speed V2 at once, as well as a method of drawing an arbitrary curve and gradually shifting to the target rotational speed V2 side, as in the line L2.
- a method of shifting to the target rotational speed V2 side at a constant rate as time elapses as in the line L3 may be arbitrary.
- FIG. 5 is a flowchart showing a control flow in the control device 9 regarding forced regeneration of the suit filter 13. Based on this flowchart, control of the cooling fan 5 during forced regeneration of the suit filter 13 will be described below.
- the forced regeneration mode transition determination means 23 of the fan rotation control unit 21 compares and monitors the exhaust gas differential pressure ⁇ p upstream and downstream of the suit filter 13 and the regeneration start determination value ⁇ P. If the differential pressure ⁇ p is equal to or less than the regeneration start determination value ⁇ P, it is determined that regeneration of the suit filter 13 is unnecessary. On the other hand, the forced regeneration mode transition determining means 23 determines that regeneration of the suit filter 13 is necessary when the differential pressure ⁇ p exceeds the regeneration start determination value ⁇ P (S1).
- the forced regeneration fan rotational speed control means 24 determines the target rotational speed of the cooling fan 5 based on the outside air temperature T air based on the map M. Then, a drive command corresponding to the target rotational speed is generated and output to drive the drive device 6 at a lower speed, thereby reducing the performance of the aftercooler 4 (S2).
- intake air temperature increasing the exhaust gas temperature T 1 of the at consequently upstream of the oxidation catalyst 12.
- the activation temperature arrival determining means 25 monitors the exhaust gas temperature T 1 upstream of the oxidation catalyst 12 and determines whether or not the exhaust gas temperature T 1 has reached the activation temperature of the dosing fuel ( S3).
- the dosing fuel control unit 22 is activated, and the dosing fuel amount is controlled by outputting the control signal S to the fuel supply device 20 (S4).
- the dosing fuel control unit 22 controls the dosing fuel amount for a predetermined time so that the exhaust gas temperature T 2 calculated from the exhaust gas temperatures T in and T out becomes the regeneration temperature of the suit filter 13, and the suit filter 13.
- the PM collected in is burned.
- the supply time of such dosing fuel is counted by the timer 26, and after a predetermined time has elapsed, the supply of dosing fuel is stopped (S5).
- the predetermined time here is the time taken for almost all of the collected PM to burn, and is set in advance in the program.
- the rotational speed of the cooling fan 5 that sends cooling air to the aftercooler 4 is decreased to reduce the performance of the aftercooler 4.
- the intake air temperature and thus the exhaust gas temperature can be reliably increased without adopting a complicated structure such as a conventional shutter mechanism, and regeneration can be performed satisfactorily.
- the exhaust gas flowing into the oxidation catalyst 12 becomes a high temperature close to the regeneration temperature, so that the exhaust gas temperature can be reliably raised to the regeneration temperature even with a small amount of dosing fuel.
- the consumed fuel can be reduced.
- the second embodiment of the present invention is significantly different from the first embodiment in that a rotation speed change determining means 28 is provided in the fan rotation control unit 21.
- the rotational speed change determining means 28 determines whether or not the rotational speed of the cooling fan 5 can be reduced in the forced regeneration mode.
- the rotation speed change determining means 28 monitors the outside air temperature T air based on a detection signal from an outside air temperature sensor (not shown), and explains the outside air temperature T air as a preset temperature. That is, it is compared with a limit temperature that may reduce the durability of the engine 2 by performing fan control for forced regeneration (S12).
- the rotation speed change determining means 28 does not execute the process of decreasing the rotation speed of the cooling fan 5 and determines not to decrease the rotation speed of the cooling fan 5.
- the process proceeds to S13, and the rotational speed of the cooling fan 5 is decreased by the forced regeneration fan rotational speed control means 24.
- S11 and S13 to S16 other than S12 are the same as S1 to S5 in FIG.
- the reference temperature is not limited to the outside air temperature T air , and the intake air temperature and exhaust gas temperature measured at an arbitrary location It may be. Furthermore, these temperatures do not have to be actually measured temperatures, but may be estimated temperatures obtained from actually measured temperatures at arbitrary locations.
- the rotation speed change determining means 28 since the rotation speed change determining means 28 is provided, it is possible to prevent the exhaust gas temperature from rising excessively and to prevent the durability of the engine 2 from being lowered.
- the cooling air of the cooling fan 5 driven by the driving device 6 is used to cool the radiator 7 in addition to the aftercooler 4 as in the first and second embodiments described above.
- the cooling fan 8 (FIG. 1) driven with the engine 2 is not provided, you may provide the cooling fan 8 similarly to 1st Embodiment.
- Other configurations and control methods may be the same as those in the first and second embodiments.
- the construction machine having a limited arrangement space of the devices, for example, above the vehicle frame is arranged.
- the present embodiment can be suitably used for a construction machine on which an engine and a PM filter device are mounted, a construction machine having a swivel on which an engine is mounted, and the like.
- the cooling efficiency of the radiator 7 is also reduced by reducing the rotational speed of the cooling fan 5, but the forced regeneration mode is often performed during no-load operation or light load operation of the engine 2, A decrease in the cooling efficiency of the radiator 7 hardly affects the cooling of the engine 2 in practice.
- the rotation speed change determining means 28 determines whether or not the rotation speed of the cooling fan 5 can really be reduced, the outside air temperature T air is compared with the limit temperature. However, it is determined whether or not the rotational speed of the cooling fan 5 is reduced by any one of the outside air temperature T air , the intake air temperature, and the exhaust gas temperature, or a combination of two or more. May be.
- the rotational speed of the cooling fan 5 in the forced regeneration mode is determined by the map M based on the outside air temperature T air .
- the map M that is, regardless of the outside air temperature T air , It may be reduced to a predetermined rotational speed.
- the exhaust gas temperature T 1 is greatly increased by lowering the rotational speed of the cooling fan 5, so that the exhaust gas temperature is reduced with a small dosing fuel.
- the regeneration temperature of the suit filter 13 can be easily reached, and fuel consumption can be improved.
- the temperature sensor 15 is used as the first exhaust gas temperature detection means of the present invention, and the temperature sensors 16 and 17 are provided as the second exhaust gas temperature detection means.
- the exhaust gas temperature detecting means is not limited to the temperature sensors 15 to 17 that actually measure the temperature of the exhaust gas, and the exhaust gas temperature at a predetermined location based on the outside air temperature, the intake air temperature, or the exhaust gas temperature at an arbitrary location. It may be a means for estimating. As such means, a table or the like that associates the exhaust gas temperature at a predetermined location with another temperature can be used.
- the forced regeneration mode transition determining means 23 compares the exhaust gas differential pressure ⁇ p upstream and downstream of the suit filter 13 with the regeneration start determination value ⁇ P, and the differential pressure ⁇ p is the regeneration start determination value ⁇ P.
- it may be configured to output a warning or the like when the differential pressure ⁇ p exceeds the regeneration start determination value ⁇ P.
- the operator can manually switch to the forced regeneration mode based on this warning.
- the operator may arbitrarily switch to the forced regeneration mode regardless of the differential pressure ⁇ p and the regeneration start determination value ⁇ P.
- the mode changeover switch which switches to forced regeneration mode will be provided.
- the forced regeneration signal is output from the switch to the forced remode transition determining means 23 of the control device 9, and the forced regeneration signal is received by receiving this forced regeneration signal. Fan rotation speed control is started.
- the oxidation catalyst 12 and the fuel for dosing are described.
- the supply device 20, the dosing fuel control unit 22, and the like are not essential components of the present invention and can be omitted.
- the rotational speed of the cooling fan 5 may be reduced to raise the temperature of the exhaust gas flowing into the suit filter 13 to be higher than the regeneration temperature. .
- the exhaust gas temperature can reach the regeneration temperature without dosing by stopping the cooling fan 5 or the like.
- the exhaust turbine supercharger 3 is used as the supercharger of the present invention.
- the supercharger is not limited to this, and the output of the supercharger or engine driven by the electric motor is used. It may be a supercharger driven by
- the present invention can be suitably used, for example, as an exhaust gas purification system for an internal combustion engine mounted on a construction machine or other vehicle that operates in an environment where dust or the like flies, and a method for regenerating a suit filter.
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Abstract
Description
ここで、「回転速度」とは、単位時間当たりの回転数であり、一般的には単に回転数と称されることもある。また、「回転速度を低下させる」とは、冷却ファンの回転を停止させることも含む。
以下、本発明の第1実施形態を図面に基づいて説明する。
図1は、本実施形態に係る排気ガス浄化システム1全体の概略構成を示すブロック図である。排気ガス浄化システム1は、内燃機関としてのエンジン2からの排気ガス中に含まれるPMを捕捉するためのシステムであり、PMフィルタ装置10を備えている。
なお、冷却ファン5,8による冷却空気は、アフタークーラ4やラジエータ7に対して吸込側の流れであっても、あるいは吐出側の流れであってもよく、エンジンルーム内のレイアウト等を勘案して任意に決められてよい。
ここで、燃料供給装置20は、排気管35内にドージング燃料(例えば、軽油)を噴霧するためのノズル、およびドージング燃料の流量を制御する流量制御弁等で構成される。
温度センサ16は、スーツフィルタ13の入口側での排気ガス温度Tinを検出するものであり、筐体11の空間Aに対応する位置に取り付けられている。
温度センサ17は、スーツフィルタ13の出口側での排気ガス温度Toutを検出するものであり、空間Bに対応する位置に取り付けられている。
マップMは、図3に示すように、強制再生が行われている間の例えば外気温度Tairに応じて、冷却ファン5の目標回転速度を決定するためのものである。このマップMから得られる、目標回転速度は、アフタークーラ4での冷却効率を低下させて吸気の温度を上昇させるのに十分な回転速度であり、エンジン2が無負荷もしくは軽負荷状態で運転されているときに、酸化触媒12入口側での排気ガス温度T1が活性温度を越えるような回転速度である。
従って、目標回転速度V1と実回転速度との間で偏差が生じた場合には、その偏差に応じた回転速度指令が油圧ポンプでの吐出量制御用に出力される。つまり、通常運転モードにおいては、冷却ファン5の回転速度は、目標回転速度V1と実回転速度との偏差分の回転速度変化は生じるものの、その変化は僅かであり、基本的には一定の目標回転速度V1となるように制御される。
本発明の第2実施形態では、図6に示すように、ファン回転制御部21中に回転速度変更決定手段28を設けたことが第1実施形態とは大きく異なる。この回転速度変更決定手段28は、強制再生モードにおいて、冷却ファン5の回転速度を低下させてよいか否かの決定を行う。
外気温度Tairが限界温度に達している場合に回転速度変更決定手段28は、冷却ファン5の回転速度を下げる処理を非実行とし、冷却ファン5の回転速度を下げない決定をする。反対に、外気温度Tairが限界温度に達していない場合、S13に進ませて、強制再生用ファン回転速度制御手段24により冷却ファン5の回転速度を低下させる。
また、冷却ファン5の回転速度を低下させるか否かの決定をする場合、決定の基準となる温度は、外気温度Tairに限定されず、任意の箇所で測定される吸気温度や排気ガス温度であってもよい。さらに、これらの温度としては、実測された温度でなくともよく、任意の箇所の実測温度から求められる推定温度であってよい。
図8に示す第3実施形態では、駆動装置6で駆動される冷却ファン5の冷却空気により、アフタークーラ4に加えてラジエータ7をも冷却する点が、前述した第1、第2実施形態とは大きく異なる。また、この第3実施形態では、エンジン2で駆動される冷却ファン8(図1)が設けられていないが、冷却ファン8を第1実施形態と同様に設けてもよい。他の構成や制御方法等は、第1、第2実施形態と同じとしてよい。
従って、上記に開示した形状、数量などを限定した記載は、本発明の理解を容易にするために例示的に記載したものであり、本発明を限定するものではないから、それらの形状、数量などの限定の一部もしくは全部の限定を外した部材の名称での記載は、本発明に含まれるものである。
Claims (11)
- 過給機が設けられた内燃機関の排気ガス浄化システムであって、
排気ガス中のパーティキュレート・マターを捕捉するスーツフィルタと、
前記スーツフィルタの再生を強制的に行うか否かを判定する再生実行判定手段と、
前記過給機で過給された吸気を冷却する空冷式のアフタークーラと、
前記アフタークーラに冷却空気を供給する冷却ファンと、
前記再生実行判定手段により前記スーツフィルタの再生が必要であると判定された場合に、前記冷却ファンの回転速度を低下させるファン回転速度制御手段とを備えている
ことを特徴とする内燃機関の排気ガス浄化システム。 - 請求項1に記載の内燃機関の排気ガス浄化システムにおいて、
前記再生実行判定手段は、
前記スーツフィルタの上流側と下流側とでの排気ガスの差圧を検出する差圧センサと、
前記差圧センサにて検出された前記差圧に基づいて前記スーツフィルタの再生が必要であるか否かを判定する強制再生モード移行判定手段とを備えている
ことを特徴とする内燃機関の排気ガス浄化システム。 - 請求項1に記載の内燃機関の排気ガス浄化システムにおいて、
前記冷却ファンの回転速度を低下させる処理を非実行とするか否かの決定を行う回転速度変更決定手段を備えている
ことを特徴とする内燃機関の排気ガス浄化システム。 - 請求項3に記載の内燃機関の排気ガス浄化システムにおいて、
前記回転速度変更決定手段は、外気温度、吸気温度、および排気ガス温度のうちの少なくともいずれかの温度に基づいて、前記冷却ファンの回転速度を低下させる処理を非実行とするか否かの決定を行う
ことを特徴とする内燃機関の排気ガス浄化ステム。 - 請求項1に記載の内燃機関の排気ガス浄化システムにおいて、
前記冷却ファンは、前記アフタークーラとエンジンのラジエータとに冷却空気を供給する
ことを特徴とする内燃機関の排気ガス浄化システム。 - 請求項1ないし請求項5のいずれかに記載の内燃機関の排気ガス浄化システムにおいて、
前記スーツフィルタの上流側に設けられる酸化触媒と、
この酸化触媒の上流側に燃料を供給する燃料供給装置とを備え、
前記ファン回転速度制御手段は、前記酸化触媒に流入する排気ガスの温度が当該酸化触媒での活性温度以上となるように前記冷却ファンの回転速度を低下させる
ことを特徴とする内燃機関の排気ガス浄化システム。 - 請求項6に記載の内燃機関の排気ガス浄化システムにおいて、
前記酸化触媒の上流側での排気ガス温度を検出する第1の排気ガス温度検出手段と、
この第1の排気ガス温度検出手段で検出された排気ガス温度が前記活性温度を越えた場合に、前記燃料供給装置から前記燃料の供給を開始させる燃料制御部とを備えている
ことを特徴とする内燃機関の排気ガス浄化システム。 - 請求項7に記載の内燃機関の排気ガス浄化システムにおいて、
前記酸化触媒の下流側での排気ガス温度を検出する第2の排気ガス温度検出手段を備え、
前記燃料制御部は、前記第2の排気ガス温度検出手段で検出される排気ガス温度が前記スーツフィルタの再生温度に維持されるように前記燃料量を制御する
ことを特徴とする内燃機関の排気ガス浄化システム。 - 過給機で過給された吸気を冷却する空冷式のアフタークーラと、前記アフタークーラに冷却空気を供給する冷却ファンと、排気ガス中に含まれるパーティキュレート・マターを捕捉するスーツフィルタとを備えた内燃機関の排気浄化システムでのスーツフィルタ再生方法であって、
前記内燃機関からの排気ガスにて前記スーツフィルタを強制的に再生させる場合に、前記冷却ファンの回転速度を低下させる
ことを特徴とするスーツフィルタ再生方法。 - 請求項9に記載のスーツフィルタ再生方法において、
前記スーツフィルタの再生が必要であると判定された場合に、前記冷却ファンの回転速度を低下させ、
前記スーツフィルタの上流側に設けられた酸化触媒に流入する排気ガスの温度が当該酸化触媒での活性温度を超えた場合に前記酸化触媒の上流側に燃料を供給し、
前記スーツフィルタに捕捉されたパーティキュレート・マターを燃焼させた後に前記燃料の供給を停止する
ことを特徴とするスーツフィルタ再生方法。 - 請求項9に記載のスーツフィルタ再生方法において外気温度、吸気温度、および排ガス温度のうちの少なくともいずれかの温度に応じて、前記冷却ファンの回転速度を低下させる処理を非実行とするか否かの決定を行う
ことを特徴とするスーツフィルタ再生方法。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/995,031 US20110072782A1 (en) | 2008-05-29 | 2009-05-19 | Exhaust Gas Purifying System for Internal Combustion Engine and Soot Filter Regenerating Method |
CN2009801198695A CN102046935A (zh) | 2008-05-29 | 2009-05-19 | 内燃机的排气净化系统及烟尘过滤器再生方法 |
JP2010514444A JP5081300B2 (ja) | 2008-05-29 | 2009-05-19 | 内燃機関の排気ガス浄化システム、およびスーツフィルタ再生方法 |
EP09754589A EP2317088A4 (en) | 2008-05-29 | 2009-05-19 | EXHAUST GAS CLEANING SYSTEM FOR INTERNAL COMBUSTION ENGINE AND SOURCE FILTER GENERATION PROCESS |
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JP2008140691 | 2008-05-29 | ||
JP2008-140691 | 2008-05-29 |
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US (1) | US20110072782A1 (ja) |
EP (1) | EP2317088A4 (ja) |
JP (1) | JP5081300B2 (ja) |
KR (1) | KR20110002871A (ja) |
CN (1) | CN102046935A (ja) |
WO (1) | WO2009145081A1 (ja) |
Cited By (3)
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JP2011032921A (ja) * | 2009-07-31 | 2011-02-17 | Yanmar Co Ltd | ディーゼル機関における排気ガス浄化装置 |
US20120247087A1 (en) * | 2011-03-30 | 2012-10-04 | Hageman Andrew J | Increased Fan Speed To Assist DPF Regeneration |
JP2012246868A (ja) * | 2011-05-30 | 2012-12-13 | Hitachi Constr Mach Co Ltd | 油圧式作業機械の排出ガス後処理装置の再生制御装置 |
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JP5815748B2 (ja) * | 2012-01-13 | 2015-11-17 | 日立建機株式会社 | 建設機械 |
WO2014064956A1 (ja) * | 2012-10-26 | 2014-05-01 | 株式会社小松製作所 | ホイールローダ |
JP6438341B2 (ja) * | 2014-10-15 | 2018-12-12 | ヤンマー株式会社 | 作業車両 |
KR101776753B1 (ko) | 2016-03-15 | 2017-09-08 | 현대자동차 주식회사 | 냉각팬 제어 장치 및 이를 이용한 냉각팬 제어 방법 |
CN105888815B (zh) * | 2016-05-26 | 2018-11-23 | 潍柴动力股份有限公司 | 发动机排气处理系统及发动机中冷器风扇控制方法 |
GB2555864B (en) | 2016-11-15 | 2020-01-08 | Perkins Engines Co Ltd | Control system for thermal management of an engine aftertreatment device |
US10156174B2 (en) * | 2016-11-18 | 2018-12-18 | GM Global Technology Operations LLC | Methods for mitigating over-temperature during an exhaust gas system particulate filter device regeneration |
SE541077C2 (en) * | 2017-09-05 | 2019-03-26 | Husqvarna Ab | Separator, separator system and methods of their operation |
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JP2011032921A (ja) * | 2009-07-31 | 2011-02-17 | Yanmar Co Ltd | ディーゼル機関における排気ガス浄化装置 |
US20120247087A1 (en) * | 2011-03-30 | 2012-10-04 | Hageman Andrew J | Increased Fan Speed To Assist DPF Regeneration |
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JP2012246868A (ja) * | 2011-05-30 | 2012-12-13 | Hitachi Constr Mach Co Ltd | 油圧式作業機械の排出ガス後処理装置の再生制御装置 |
Also Published As
Publication number | Publication date |
---|---|
CN102046935A (zh) | 2011-05-04 |
US20110072782A1 (en) | 2011-03-31 |
JPWO2009145081A1 (ja) | 2011-10-06 |
JP5081300B2 (ja) | 2012-11-28 |
KR20110002871A (ko) | 2011-01-10 |
EP2317088A1 (en) | 2011-05-04 |
EP2317088A4 (en) | 2013-02-20 |
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