WO2010090069A1 - Dispositif de recirculation des gaz d'échappement et dispositif moteur le comprenant - Google Patents

Dispositif de recirculation des gaz d'échappement et dispositif moteur le comprenant Download PDF

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Publication number
WO2010090069A1
WO2010090069A1 PCT/JP2010/050544 JP2010050544W WO2010090069A1 WO 2010090069 A1 WO2010090069 A1 WO 2010090069A1 JP 2010050544 W JP2010050544 W JP 2010050544W WO 2010090069 A1 WO2010090069 A1 WO 2010090069A1
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WIPO (PCT)
Prior art keywords
egr
engine
intake
gas
intake manifold
Prior art date
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PCT/JP2010/050544
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English (en)
Japanese (ja)
Inventor
恭志 小野寺
Original Assignee
ヤンマー株式会社
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Priority claimed from JP2009024736A external-priority patent/JP2010180768A/ja
Priority claimed from JP2009025644A external-priority patent/JP5328022B2/ja
Priority claimed from JP2009025643A external-priority patent/JP2010180793A/ja
Application filed by ヤンマー株式会社 filed Critical ヤンマー株式会社
Publication of WO2010090069A1 publication Critical patent/WO2010090069A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/16—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system with EGR valves located at or near the connection to the exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage

Definitions

  • the present invention relates to an EGR device and an engine device equipped with the EGR device. Specifically, an EGR (exhaust gas recirculation) device that recirculates a part of the exhaust gas discharged from the exhaust manifold to the intake manifold as EGR gas;
  • the present invention relates to an engine device mounted on a work vehicle provided with the above.
  • Patent Document 1 An example of this type of EGR apparatus is disclosed in Patent Document 1.
  • a reflux pipe branched from an exhaust manifold of a diesel engine is connected to an intake manifold.
  • EGR gas exhaust gas
  • the mixed gas is introduced into each cylinder (inside the intake stroke) of the diesel engine.
  • an EGR valve for adjusting the EGR rate is provided in the reflux line.
  • the opening degree of the EGR valve according to the engine driving state such as the engine speed and the load, the supply amount of the EGR gas is adjusted so as to obtain an optimum EGR rate.
  • the EGR rate between the cylinders may be uneven. That is, when the return pipe is directly connected to the intake manifold, EGR gas and fresh air are mixed in the intake manifold. Then, depending on the shape of the intake manifold, the flow of EGR gas is uneven, and the mixed state with fresh air becomes uneven. If the mixed gas with unevenness is distributed to the cylinders as it is, the EGR gas is not sent evenly to the cylinders, and the EGR rate between the cylinders becomes non-uniform. If the EGR rate between the cylinders becomes uneven, a cylinder with a high EGR rate falls short of fresh air. When the EGR rate in the cylinder exceeds a predetermined value, the combustion state of the diesel engine is abruptly deteriorated and black smoke (smoke) is generated.
  • diesel engines are versatile and are used in various fields such as agricultural machines, construction machinery, and ships.
  • the installation space for diesel engines varies depending on the target vehicle.
  • the present invention aims to improve the current situation as described above.
  • the present invention includes an EGR device and an engine device equipped with the EGR device.
  • the invention according to claim 1 is an EGR device that recirculates a part of exhaust gas discharged from the exhaust manifold as EGR gas to the intake manifold in the EGR device, wherein the intake manifold and an intake throttle member for introducing fresh air are provided. Are connected via a relay line, and the outlet side of the reflux line extending from the exhaust manifold is connected to the relay line.
  • the outlet side of the reflux pipe is connected to the relay pipe via an EGR valve member that adjusts the supply amount of the EGR gas.
  • the inlet portion of the intake manifold protrudes upward, and the intake throttle member, the relay conduit, and the EGR valve member are exposed on the intake manifold, and the relay conduit and the EGR valve member Are arranged side by side.
  • a plurality of temperature detection means for calculating an EGR rate of the mixed gas supplied to the intake manifold is provided in the relay pipe. It is.
  • the invention of claim 5 is an engine device comprising an engine having an intake manifold and an exhaust manifold, and the EGR device according to any one of claims 1 to 4.
  • the intake throttle member is positioned closer to the flywheel housing of the engine, and the relay conduit is connected to the output shaft of the engine in a plan view. It is arrange
  • the inlet portion of the intake manifold protrudes upward, and the intake throttle member, the relay pipe line, and the EGR valve member are located on the intake manifold. The cooling air from the cooling fan provided in the engine is hit.
  • the EGR device is an EGR device that recirculates a part of the exhaust gas discharged from the exhaust manifold to the intake manifold as EGR gas, and relays between the intake manifold and an intake throttle member for introducing fresh air Since the outlet side of the reflux line extending from the exhaust manifold is connected to the relay pipe, the fresh air and the EGR gas are mixed before being sent to the intake manifold. Will be. For this reason, the EGR gas can be widely dispersed in the mixed gas, and there is an effect that the variation (unevenness) in the mixed state in the mixed gas is reduced before being sent to the intake manifold.
  • the direction of the intake system upstream of the intake manifold can be selected / changed without changing the structure of the relay conduit. Therefore, variations in the layout of the intake system can be easily increased.
  • the intake manifold and an intake throttle member for introducing fresh air are connected via a relay line. Since the outlet side of the reflux pipe extending from the exhaust manifold is connected to the relay pipe, the fresh air and the EGR gas are mixed before being sent to the intake manifold.
  • the EGR gas can be widely and uniformly dispersed in the mixed gas, and the variation (unevenness) in the mixed state in the mixed gas is reduced before being sent to the intake manifold, and the EGR gas is unevenly mixed in the mixed gas. Problems with mixing can be reduced.
  • the outlet side of the reflux pipe is connected to the relay pipe via an EGR valve member that adjusts the supply amount of the EGR gas, and the intake throttle member and the relay pipe Since the passage and the EGR valve member are unitized, the intake throttle member, the relay pipe line, and the EGR valve member can be shared as a gas mixing unit even between different models. Therefore, each model equipped with the same type engine can be handled with a single gas mixing unit configuration, so that the EGR rate for each model equipped with the same type engine is suppressed from varying. This eliminates the trouble of confirming the test and applying for shipping. As a result, the manufacturing cost can be suppressed. It also becomes possible to reduce the assembly adjustment man-hours for performance matching between the EGR device and the engine.
  • the outlet side of the reflux line is connected to the relay line via an EGR valve member that adjusts the supply amount of the EGR gas, while the inlet part of the intake manifold is
  • the intake throttle member, the relay pipe line, and the EGR valve member are exposed on the intake manifold, and the relay pipe line and the EGR valve member are arranged side by side. Therefore, the influence of the gas mixing unit formed by combining the intake throttle member, the relay pipe line, and the EGR valve member can be reduced with respect to the total height of the engine on which the EGR device is mounted. Therefore, even if the engine incorporates the EGR device (gas mixing unit), the overall height can be kept as low as possible, and the EGR device (gas mixing unit) can be compactly arranged with respect to the engine.
  • a plurality of temperature detecting means for calculating the EGR rate of the mixed gas supplied to the intake manifold is provided in the relay pipe line, fresh air and EGR gas are: It will be mixed before being sent to the intake manifold. For this reason, EGR gas can be widely dispersed in the mixed gas, and uneven mixing of EGR gas in the mixed gas can be reduced before being sent to the intake manifold.
  • a plurality of temperature detecting means are concentrated on the relay pipe. For this reason, the electrical system (the intake throttle member, the EGR valve member, and the temperature detecting means) of the EGR device around the intake manifold is compactly arranged, and the EGR device can be arranged compactly with respect to the engine. In addition, the wiring relation of the electrical system can be consolidated.
  • the EGR device according to any one of claims 1 to 4 is provided in an engine having an intake manifold and an exhaust manifold, a mixed gas with less unevenness is distributed to each cylinder of the engine.
  • variation in the EGR rate between the cylinders can be suppressed.
  • the amount of NOx can be efficiently reduced while suppressing the generation of black smoke and keeping the combustion state of the engine in good condition.
  • the inlet portion of the intake manifold protrudes upward, and the intake throttle member, the relay pipe line, and the EGR valve member are located on the intake manifold and are connected to the engine. Since the cooling air from the installed cooling fan is hit, the temperature of the gas mixing unit by cooling air, and by extension, the temperature of the mixed gas inside it can be suppressed, and the effect of reducing the NOx amount by the mixed gas is appropriate. There is an effect that it is easy to maintain a stable state.
  • FIG. 2 is an exploded front sectional view of FIG. 1. It is a front view of a diesel engine. It is a rear view of a diesel engine. It is a top view of a diesel engine. It is a left view of a diesel engine.
  • FIG. 7 is a plan view of a diesel engine in a case where the mounting direction of the EGR main body case is reversed by 180 ° from the state of FIG. 6.
  • FIG. 7 is a plan view of a diesel engine when an EGR main body case is attached by 90 ° rotation from the state shown in FIG. 6. It is a front view of the diesel engine when the intake direction of the intake throttle member is set to the vertical direction.
  • the exhaust gas inflow side is simply referred to as the left side
  • the exhaust gas discharge side is simply referred to as the right side.
  • a continuous regeneration type diesel particulate filter 1 (hereinafter referred to as DPF) is provided as an exhaust gas purification device.
  • the DPF 1 is for physically collecting particulate matter (PM) and the like in the exhaust gas.
  • the DPF 1 of the embodiment includes a diesel oxidation catalyst 2 such as platinum that generates nitrogen dioxide (NO2), and a soot filter 3 having a honeycomb structure that continuously oxidizes and removes the collected particulate matter (PM) at a relatively low temperature.
  • the DPF 1 is configured so that the soot filter 3 is continuously regenerated.
  • the DPF 1 can reduce carbon monoxide (CO) and hydrocarbons (HC) in the exhaust gas in addition to the removal of particulate matter (PM) in the exhaust gas.
  • a diesel oxidation catalyst 2 as a gas purification filter for purifying exhaust gas discharged from a diesel engine 70 described later is provided in a substantially cylindrical catalyst inner case 4 made of a heat-resistant metal material.
  • the catalyst inner case 4 is made of a heat resistant metal material and is provided in a substantially cylindrical catalyst outer case 5. That is, the catalyst inner case 4 is fitted on the outside of the diesel oxidation catalyst 2 via the mat-shaped ceramic fiber catalyst heat insulating material 6. Further, the catalyst outer case 5 is fitted on the outer side of the catalyst inner case 4 via a thin plate support 7 having an I-shaped end face. Note that the diesel oxidation catalyst 2 is protected by the catalyst heat insulating material 6. The stress (deformation force) of the catalyst outer case 5 transmitted to the catalyst inner case 4 is reduced by the thin plate support 7.
  • a disc-shaped left lid 8 is fixed to the left end of the catalyst inner case 4 and the catalyst outer case 5 by welding.
  • a sensor connection plug 10 is fixed to the left lid body 8 through a seat plate body 9.
  • the left end face 2a of the diesel oxidation catalyst 2 and the left lid 8 are opposed to each other with a predetermined distance L1 for gas inflow space.
  • An exhaust gas inflow space 11 is formed between the left end face 2 a of the diesel oxidation catalyst 2 and the left lid 8.
  • the sensor connection plug 10 is connected to an unillustrated inlet side exhaust gas pressure sensor, an inlet side exhaust gas temperature sensor, and the like.
  • an elliptical exhaust gas inlet 12 is opened at the left end of the catalyst inner case 4 and the catalyst outer case 5 in which the exhaust gas inflow space 11 is formed.
  • the elliptical exhaust gas inlet 12 has a short diameter in the exhaust gas movement direction (center line direction of the cases 4 and 5) and a direction orthogonal to the exhaust gas movement direction (circumferential direction of the cases 4 and 5). It has a long diameter.
  • a closing ring body 15 is fixed between the opening edge 13 of the catalyst inner case 4 and the opening edge 14 of the catalyst outer case 5 in a sandwiched manner. A gap between the opening edge 13 of the catalyst inner case 4 and the opening edge 14 of the catalyst outer case 5 is closed by the closing ring body 15.
  • An exhaust ring 15 prevents the exhaust gas from flowing between the catalyst inner case 4 and the catalyst outer case 5.
  • an exhaust gas inlet pipe 16 is disposed on the outer surface of the catalyst outer case 5 in which the exhaust gas inlet 12 is formed.
  • An exhaust connection flange body 17 is welded to a true circular opening end portion 16 a on the small diameter side of the exhaust gas inlet pipe 16.
  • the exhaust connection flange body 17 is fastened to an exhaust throttle device 86 and an exhaust manifold 71 which will be described later via bolts 18.
  • a large circular opening end 16 b on the large diameter side of the exhaust gas inlet pipe 16 is welded to the outer surface of the catalyst outer case 5.
  • the exhaust gas inlet pipe 16 is formed in a divergent shape (a trumpet shape) from the small-diameter-side perfect circular opening end 16a toward the large-diameter-side perfect circular opening end 16b.
  • a large-diameter open end 16 b formed in a true circle is formed at the left end of the outer surface of the catalyst outer case 5, and an open edge 14 is formed by the exhaust gas inlet pipe 16. It is welded to cover it.
  • the exhaust gas inlet pipe 16 (large-diameter-side opening end portion 16b) is offset with respect to the elliptical exhaust gas inlet 12, and is arranged offset to the exhaust gas movement downstream side (right side of the catalyst outer case 5).
  • the elliptical exhaust gas inlet 12 is offset to the exhaust gas movement upstream side (the left side of the catalyst outer case 5) with respect to the exhaust gas inlet pipe 16 (large-diameter side opening end portion 16b).
  • the exhaust gas of the diesel engine 70 enters the exhaust gas inlet pipe 16 from the exhaust manifold 71, enters the exhaust gas inflow space 11 from the exhaust gas inlet pipe 16 through the exhaust gas inlet 12, and the diesel oxidation catalyst. 2 is supplied from the left end face 2a. Nitrogen dioxide (NO 2) is generated by the oxidation action of the diesel oxidation catalyst 2.
  • the catalyst outer case 5 is fixed to the cylinder head 72 of the diesel engine 70 via a support bracket (not shown).
  • the soot filter 3 as a gas purification filter for purifying exhaust gas discharged from the diesel engine 70 is provided in a substantially cylindrical filter inner case 20 made of a heat-resistant metal material.
  • the inner case 4 is made of a heat-resistant metal material and is provided in a substantially cylindrical filter outer case 21. That is, the filter inner case 20 is fitted on the outside of the soot filter 3 via the mat-shaped ceramic fiber filter heat insulating material 22. The soot filter 3 is protected by the filter heat insulating material 22.
  • the catalyst side flange 25 is welded to the end of the catalyst outer case 5 on the downstream side (right side) of the exhaust gas movement.
  • the filter-side flange 26 is welded to the middle of the filter inner case 20 in the exhaust gas movement direction and the end of the filter outer case 21 on the upstream side (left side) of the exhaust gas movement.
  • the catalyst side flange 25 and the filter side flange 26 are detachably fastened by bolts 27 and nuts 28.
  • the diameter of the cylindrical catalyst inner case 4 and the diameter of the cylindrical filter inner case 20 are substantially the same. Further, the diameter of the cylindrical catalyst outer case 5 and the diameter of the cylindrical filter outer case 21 are substantially the same.
  • the exhaust gas movement downstream side (right side) end of the catalyst inner case 4 is shown in a state where the filter outer case 21 is connected to the catalyst outer case 5 via the catalyst side flange 25 and the filter side flange 26, the exhaust gas movement downstream side (right side) end of the catalyst inner case 4 is shown.
  • the end portion on the upstream side (left side) of the exhaust gas movement of the filter inner case 20 faces the portion spaced apart by a fixed interval L2 for sensor attachment.
  • the sensor mounting space 29 is formed between the exhaust gas movement downstream side (right side) end of the catalyst inner case 4 and the exhaust gas movement upstream side (left side) end of the filter inner case 20.
  • a sensor connection plug 50 is fixed to the catalyst outer case 5 at the sensor mounting space 29 position.
  • the sensor connection plug 50 is connected to a filter inlet side exhaust gas pressure sensor (not shown), a filter inlet side exhaust gas temperature sensor (thermistor), and the like.
  • the cylindrical length L4 of the catalyst outer case 5 in the exhaust gas movement direction is longer than the cylindrical length L3 of the catalyst inner case 4 in the exhaust gas movement direction.
  • the cylindrical length L6 of the filter outer case 21 in the exhaust gas movement direction is shorter than the cylindrical length L5 of the filter inner case 20 in the exhaust gas movement direction.
  • a length (L2 + L3 + L5) obtained by adding the constant interval L2 of the sensor mounting space 29, the cylindrical length L3 of the catalyst inner case 4 and the cylindrical length L5 of the filter inner case 20 is the cylindrical length L4 of the catalyst outer case 5.
  • nitrogen dioxide (NO2) generated by the oxidation action of the diesel oxidation catalyst 2 is supplied to the soot filter 3 from the left end face 3a.
  • the collected particulate matter (PM) in the exhaust gas of the diesel engine 70 collected by the soot filter 3 is continuously oxidized and removed at a relatively low temperature by nitrogen dioxide (NO2).
  • nitrogen dioxide (NO2) generated by the oxidation action of the diesel oxidation catalyst 2
  • the collected particulate matter (PM) in the exhaust gas of the diesel engine 70 collected by the soot filter 3 is continuously oxidized and removed at a relatively low temperature by nitrogen dioxide (NO2).
  • carbon monoxide (CO) and hydrocarbons (HC) in the exhaust gas of the diesel engine 70 are reduced.
  • the diesel oxidation catalyst 2 and the soot filter 3 are provided as gas purification filters for purifying the exhaust gas discharged from the engine.
  • urea reducing agent
  • NOx selective reduction catalyst NOx removal catalyst
  • NH3 ammonia
  • NOx removal catalyst a NOx selective reduction catalyst
  • ammonia removal catalyst is provided in the filter inner case 20 as a gas purification filter
  • nitrogen oxidation in the exhaust gas exhausted by the engine is performed.
  • the substance (NOx) is reduced and can be discharged as harmless nitrogen gas (N2).
  • the silencer 30 for attenuating the exhaust gas sound discharged from the diesel engine 70 includes a substantially cylindrical silencer inner case 31 made of a heat resistant metal material and a substantially cylindrical shape made of a heat resistant metal material.
  • a silencer inner case 31 is provided in the silencer outer case 32.
  • the diameter size of the cylindrical catalyst inner case 4, the diameter size of the cylindrical filter inner case 20, and the cylindrical sound deadening inner case 31 are substantially the same size. Further, the diameter of the cylindrical catalyst outer case 5, the diameter of the cylindrical filter outer case 21, and the cylindrical silencing outer case 32 are substantially the same.
  • An exhaust gas outlet pipe 34 is passed through the silencer inner case 31 and the silencer outer case 32. One end side of the exhaust gas outlet pipe 34 is closed by an outlet lid 35. A number of exhaust holes (not shown) are formed in the entire exhaust gas outlet pipe 34 inside the silencer inner case 31. The interior of the muffler inner case 31 communicates with the exhaust gas outlet pipe 34 through the numerous exhaust holes described above. A tail pipe 135 and an existing silencing member (not shown) to be described later are connected to the other end side of the exhaust gas outlet pipe 34.
  • the inside of the muffling inner case 31 is communicated between the muffling inner case 31 and the muffling outer case 32 through a number of muffler holes (not shown).
  • the space between the silencer inner case 31 and the silencer outer case 32 is closed by the right lid 33 or the like.
  • a ceramic fiber silencer (not shown) is filled between the silencer inner case 31 and the silencer outer case 32.
  • the end of the silencing inner case 31 on the upstream side (left side) of the exhaust gas movement is connected to the end of the silencing outer case 32 on the upstream side (left side) of the exhaust gas movement via a thin plate support (not shown). Yes.
  • exhaust gas is discharged from the muffler inner case 31 through the exhaust gas outlet pipe 34. Further, in the silencer inner case 31, exhaust gas sound (mainly high frequency band sound) is absorbed by the silencer material from a large number of silencer holes. Therefore, the noise of the exhaust gas discharged from the outlet side of the exhaust gas outlet pipe 34 is attenuated.
  • exhaust gas sound mainly high frequency band sound
  • the filter side outlet flange 40 is welded to the exhaust gas movement downstream side (right side) ends of the filter inner case 20 and the filter outer case 21.
  • the silencer flange 41 is welded to the exhaust gas movement upstream side (left side) of the silencer outer case 32.
  • the filter side outlet flange 40 and the silencer side flange 41 are detachably fastened by bolts 42 and nuts 43.
  • a sensor connection plug 44 is fixed to the filter inner case 20 and the filter outer case 21.
  • the sensor connection plug 44 is connected to an unillustrated outlet side exhaust gas pressure sensor, an outlet side exhaust gas temperature sensor (thermistor) and the like.
  • an exhaust manifold 71 is disposed on the front side surface of the cylinder head 72 of the diesel engine 70.
  • An intake manifold 73 is disposed on the rear side of the cylinder head 72.
  • the cylinder head 72 is mounted on a cylinder block 75 having an engine output shaft 74 (crank shaft, see FIG. 7) and a piston (not shown).
  • the left and right ends of the engine output shaft 74 are protruded from the left and right side surfaces of the cylinder block 75.
  • a cooling fan 76 is provided on the right side surface of the cylinder block 75. The rotational force is transmitted from the right end side of the engine output shaft 74 to the cooling fan 76 via the V belt 77.
  • a flywheel housing 78 is fixed to the left side surface of the cylinder block 75.
  • a flywheel 79 is provided in the flywheel housing 78.
  • a flywheel 79 is pivotally supported on the left end side of the engine output shaft 74.
  • the power of the diesel engine 70 is extracted via a flywheel 79 to operating parts such as a backhoe 100 and a forklift car 120 described later.
  • an oil pan 95 is disposed on the lower surface of the cylinder block 75.
  • Engine leg mounting portions 96 are provided on the front and rear side surfaces of the cylinder block 75 and the front and rear side surfaces of the flywheel housing 78, respectively. Each engine leg mounting portion 96 is bolted to an engine leg body 97 having vibration-proof rubber.
  • the diesel engine 70 is supported in an anti-vibration manner on an engine mounting chassis 81 such as a work vehicle (backhoe 100, forklift car 120) via each engine leg 97.
  • the inlet portion 73 a of the intake manifold 73 protrudes upward from a substantially central portion of the intake manifold 73.
  • the inlet portion 73a of the intake manifold 73 is connected to an air cleaner (not shown) via an EGR device 91 (exhaust gas recirculation device).
  • the fresh air (external air) sucked into the air cleaner is dust-removed and purified by the air cleaner, is sent to the intake manifold 73 via the EGR device 91, and is supplied to each cylinder of the diesel engine 70.
  • the EGR device 91 mixes a part of exhaust gas of the diesel engine 70 (EGR gas from the exhaust manifold 71) and fresh air (external air from the air cleaner 88) to intake air.
  • a gas pipe 148 and an EGR valve member 149 that allows the EGR main body case 145 to communicate with the recirculated exhaust gas pipe 148 are provided.
  • the intake manifold 73 and the intake air intake throttle member 146 are connected via the EGR main body case 145.
  • the EGR main body case 145 communicates with the outlet side of the recirculated exhaust gas pipe 148 extending from the exhaust manifold 71.
  • the EGR main body case 145 is formed in a long cylindrical shape.
  • the intake throttle member 146 is bolted to one end of the EGR main body case 145 in the longitudinal direction.
  • a downward opening end 145 a formed at a portion of the EGR main body case 145 opposite to the intake throttle member 146 is fastened to the inlet 73 a of the intake manifold 73 by a bolt 150 so as to be detachable.
  • the EGR main body case 145 is provided with three temperature sensors 151 to 153 as temperature detecting means.
  • a fresh air temperature sensor 151 that detects the temperature of fresh air from the air cleaner is disposed in a portion of the EGR main body case 145 near the intake throttle member 146.
  • An EGR gas temperature sensor 152 that detects the temperature of the EGR gas from the exhaust manifold 71 is disposed near the EGR valve member 149 (recirculation exhaust gas pipe 148).
  • a mixed gas temperature sensor 153 that detects the temperature of the mixed gas is disposed at a portion of the intake manifold 73 near the inlet 73a.
  • the temperature sensors 151 to 153 are used for obtaining the EGR rate of the mixed gas.
  • the outlet side of the recirculation exhaust gas pipe 148 is connected to the EGR main body case 145 via the EGR valve member 149.
  • the EGR valve member 149 adjusts the supply amount of EGR gas to the EGR main body case 145 by adjusting the opening degree of an EGR valve (not shown) in the EGR valve member 149.
  • the outer shape of the EGR valve member 149 is formed in a long cylindrical shape, similar to the EGR main body case 145.
  • the EGR main body case 145 and the EGR valve member 149 are arranged side by side.
  • An opening end projecting obliquely downward from the outer peripheral surface of the EGR valve member 149 is connected to a longitudinal midway portion of the EGR main body case 145.
  • the inlet side of the recirculated exhaust gas pipe 148 is connected to the lower surface side of the exhaust manifold 73 via an EGR cooler 147.
  • the intake throttle member 146 and the EGR valve member 149 are assembled in a common EGR main body case 145.
  • the intake throttle member 146, the EGR main body case 145, and the EGR valve member 149 are unitized as one member.
  • the intake throttle member 146, the EGR main body case 145, and the EGR valve member 149 are positioned (exposed) on the intake manifold 73 so that the cooling air from the cooling fan 76 strikes these members 145, 146, and 149. It is configured.
  • fresh air is supplied from the air cleaner through the intake throttle member 146 into the EGR main body case 145, while EGR gas (from the exhaust manifold 71 to the EGR main body case 145 through the EGR valve 149 is A part of the exhaust gas discharged from the exhaust manifold 71 is supplied.
  • EGR gas from the exhaust manifold 71 to the EGR main body case 145 through the EGR valve 149 is A part of the exhaust gas discharged from the exhaust manifold 71 is supplied.
  • the mixed gas in the EGR main body case 145 is supplied to the intake manifold 73.
  • the DPF 1 has a long shape along the engine output shaft 74 and is arranged close to the exhaust manifold 71 on the cylinder head 72. Further, the exhaust gas inlet pipe 16 and the exhaust gas outlet pipe 34 are arranged on the left and right sides of the DPF 1 at one end in the longitudinal direction and the other end in the longitudinal direction.
  • the outlet 71 a of the exhaust manifold 71 protrudes upward from the left end side of the exhaust manifold 71.
  • An exhaust gas inlet pipe 16 of the DPF 1 is detachably connected to the outlet portion 71a of the exhaust manifold 71 via an exhaust throttle device 86 for adjusting the exhaust pressure of the diesel engine 70.
  • the exhaust connection flange body 17 of the exhaust gas inlet pipe 16 is fastened to the exhaust throttle device 86 and thus the exhaust manifold 71 via the bolt 18. For this reason, the above-described DPF 1 is supported by the highly rigid exhaust manifold 71 via the exhaust throttle device 86.
  • the exhaust throttle device 86 is for regenerating the soot filter 3. That is, when soot is deposited on the soot filter 3, the exhaust gas temperature from the diesel engine 70 is increased by increasing the exhaust pressure of the diesel engine 70 by controlling the exhaust throttle device 86. The soot accumulated on the soot filter 3 burns. As a result, the soot disappears and the soot filter 3 is regenerated.
  • the soot filter 3 can be regenerated by forcibly increasing the exhaust pressure by the exhaust throttling device 86 even if the work with a small load and the temperature of the exhaust gas that tends to be low (the work that tends to accumulate soot) is continued. Can maintain the exhaust gas purification ability of Further, a burner or the like for burning the soot deposited on the soot filter 3 becomes unnecessary.
  • the exhaust gas that has moved from the outlet portion 71a of the exhaust manifold 71 into the DPF 1 through the exhaust gas inlet pipe 16 is purified by the DPF 1 and then moved from the exhaust gas outlet pipe 34 to the tail pipe (not shown). Finally, it will be discharged out of the machine.
  • the intake manifold 73 and the intake air intake throttle member 146 are connected via the EGR main body case 145, and are connected to the EGR main body case 145. Since the outlet side of the recirculation exhaust gas pipe 148 extending from the exhaust manifold 71 communicates, the fresh air and the EGR gas are mixed before being sent to the intake manifold 73. For this reason, the EGR gas can be widely dispersed in the mixed gas, and the variation (unevenness) in the mixed state in the mixed gas is reduced before being sent to the intake manifold 73.
  • the intake throttle member 146, the EGR main body case 145, and the EGR valve member 149 are unitized as one member, they are different models of various work vehicles (for example, the backhoe 100 and the forklift car 120).
  • these members 145, 146 and 149 can be shared as a gas mixing unit. Therefore, each model equipped with the same type of diesel engine 70 can be dealt with by a single gas mixing unit configuration, so that the EGR rate for each model equipped with the same type of diesel engine 70 is suppressed from varying. Therefore, it is possible to omit the trouble of confirming the test and applying for shipping for each model. As a result, the manufacturing cost can be suppressed. It is also possible to reduce the assembly adjustment man-hours for performance matching between the EGR device 91 and the diesel engine 70.
  • the intake throttle member 146, the EGR main body case 145, and the EGR valve member 149 are positioned (exposed) on the intake manifold 73 so that the cooling air from the cooling fan 76 strikes these members 145, 146, and 149. Therefore, it is possible to suppress an increase in the temperature of the gas mixing unit due to the cooling air, and hence the mixed gas temperature therein, and to easily maintain the NOx reduction effect by the mixed gas in an appropriate state.
  • the cooling performance of the EGR cooler 147 can be reduced by the amount by which the cooling air from the cooling fan 76 can suppress the rise of the gas mixing unit and thus the temperature of the mixed gas inside the unit. Become.
  • the inlet portion 73a of the intake manifold 73 protrudes upward from the substantially central portion of the intake manifold 73, and the intake throttle member 146, the EGR main body case 145, and the EGR valve member 149 are positioned on the intake manifold 73 ( Since the EGR main body case 145 and the EGR valve member 149 are arranged side by side with each other, the influence of the gas mixing units 145, 146, and 149 on the overall height of the diesel engine 70 can be reduced. . Therefore, even if the diesel engine 70 incorporates the EGR device 91 (gas mixing units 145, 146, 149), the overall height can be kept as low as possible. 146, 149 can be arranged compactly.
  • three temperature sensors 151 to 153 are attached to the EGR main body case 145 as temperature detection means used for obtaining the EGR rate of the mixed gas, and the temperature detection means are centrally arranged on the EGR main body case 145.
  • the electrical system around the intake manifold 73 (the intake throttle member 146, the EGR valve member 149, and the temperature sensors 151 to 153) is gathered in a compact manner.
  • the wiring relations of these electrical systems can be consolidated.
  • the EGR main body case 145 is provided so that the mounting direction can be changed in a plurality of directions around the inlet portion 73 a in the intake manifold 73.
  • the downward opening end portion 145a of the EGR main body case 145 is provided at the inlet of the intake manifold 73.
  • the positional relationship of the insertion hole of the downward opening end part 145a and the entrance part 73a is set so that the bolt 150 can be fastened to the part 73a.
  • FIG. 6 shows an example in which the EGR main body case 145 is arranged in a posture extending parallel to the engine output shaft 74 in a plan view so that the intake throttle member 146 is positioned closer to the flywheel housing 78 of the diesel engine 70. Show.
  • FIG. 8 shows an example in which the intake throttle member 146 is positioned on the left side by reversing the mounting direction of the EGR main body case 145 with respect to the intake manifold 73 from the state of FIG. That is, the EGR main body case 145 is arranged in a posture extending in parallel with the engine output shaft 74 in a plan view so that the intake throttle member 146 is positioned closer to the cooling fan 76.
  • FIG. 9 shows an example where the mounting direction of the EGR main body case 145 with respect to the intake manifold 73 is rotated by 90 ° from the state of FIG. 6 and the intake throttle member 146 is positioned on the rear side. That is, the EGR main body case 145 is arranged in a posture extending in a direction orthogonal to the engine output shaft 74 in plan view so that the intake throttle member 146 is separated from the intake manifold 73.
  • the direction of the intake system upstream of the intake manifold 73 can be selected / changed without changing the structure of the EGR main body case 145, and variations in the layout of the intake system can be easily increased.
  • the configuration of FIG. 6 may be adopted, and there is an air cleaner near the cooling fan 76.
  • the configuration of FIG. 8 may be employed.
  • the configuration of FIG. 9 may be employed. 6, 8, and 9, it is necessary to replace the recirculated exhaust gas pipe 148 with a length and shape corresponding to the mounting direction of the EGR body case 145.
  • the manner of changing the mounting direction of the intake throttle member 146 will be described.
  • the intake throttle member 146 is directly attached to one end side in the longitudinal direction of the EGR main body case 145 (see FIG. 5) or attached via a spacer 154 (see FIG. 10)
  • the EGR main body case 145 is attached.
  • the mounting direction of the intake throttle member 146 can be changed.
  • the intake direction of the intake throttle member 146 can be set to the left-right direction along the intake direction of the EGR main body case 145, or the vertical direction intersecting the intake direction of the EGR main body case 145.
  • FIG. 10 shows an example in which the intake throttle member 146 is attached to one end side in the longitudinal direction of the EGR main body case 145 via a spacer 154 so that the intake direction of the intake throttle member 146 is set from top to bottom.
  • the spacer 154 is formed in an L-shaped cylinder.
  • One opening end of the spacer 154 is bolted to one end in the longitudinal direction of the EGR main body case 145, and the other opening end is bolted to the intake throttle member 146, whereby the intake throttle member 146 is in the intake direction.
  • the vertical direction intersects the intake direction of the EGR main body case 145.
  • the engine controller 140 as a control means for controlling the driving of the diesel engine 70, in addition to the CPU 141 that executes various arithmetic processes and controls, the ROM 142 for storing control programs and data, and the control programs and data are temporarily stored.
  • a RAM 143 an input / output interface, and the like.
  • the engine controller 140 includes three temperature sensors 151 to 153 as temperature detecting means, a rotational speed sensor 157 for detecting the rotational speed Ne of the diesel engine 70, a load sensor 158 for detecting the load L of the diesel engine 70, and the like. Connected.
  • the fresh air temperature sensor 151 detects the temperature T1 of fresh air supplied from the air cleaner
  • the EGR gas temperature sensor 152 includes the EGR gas from the exhaust manifold 71.
  • the temperature T2 of the gas is detected.
  • the mixed gas temperature sensor 153 detects the temperature T3 of the mixed gas mixed in the EGR main body.
  • the load sensor 158 of the embodiment employs a rack position sensor that detects a fuel supply amount from a rack position of a fuel injection pump with an electronic governor (not shown) that is a fuel supply unit.
  • the engine load L may be calculated directly from the fuel supply amount, or may be obtained from the deviation between the target engine speed and the actual engine speed.
  • the engine controller 140 of the embodiment calculates the EGR rate of the mixed gas based on the detection information of the sensors 151 to 153, 157, and 158 when the diesel engine 70 is driven, and the EGR valve member 149 of the EGR valve member 149 is calculated according to the EGR rate.
  • An EGR control for adjusting the opening degree is executed.
  • the engine speed Ne, the engine load L, the fresh air temperature T1, the EGR gas temperature T2, and the mixed gas temperature T3 are read (step S100).
  • the values of the engine speed Ne and the engine load L are substituted into the EGR valve opening map f (Ne, L) to calculate the reference EGR opening EGR_s (step S200).
  • the EGR valve opening map f (Ne, L) is a two-dimensional map showing the relationship between the engine speed Ne, the engine load L, and the reference EGR opening EGR_s, and is stored in advance in the ROM 142 of the engine controller 140 or the like. It is remembered.
  • step S300 using the engine speed Ne detected (sampled) every predetermined time, the engine load L, the fresh air temperature T1, the EGR gas temperature T2, and the mixed gas temperature T3, the latest sampling multiple times (for example, A simple moving average for 10 times is calculated (step S300).
  • the engine speed Ne, the engine load L, the fresh air temperature T1, the EGR gas temperature T2, and the mixed gas temperature T3 described in the following steps are all assumed to be simple moving average values. In this way, an appropriate index EGR rate can be calculated even when the driving state of the diesel engine 70 is in a transient state.
  • the index EGR rate EGR_t is calculated based on the fresh air temperature T1, the EGR gas temperature T2, and the mixed gas temperature T3, which are simple moving average values (step S400).
  • the index EGR rate EGR_t will be described in detail with reference to FIG.
  • the fresh air (external air) with the fresh air temperature T1 and the flow rate m1 and the EGR gas with the EGR gas temperature T2 and the flow rate m2 merge to form a mixed gas with the mixed gas temperature T3 and the flow rate m3.
  • the EGR rate (%) refers to the ratio of EGR gas in the mixed gas, and is represented by the following (Formula 1).
  • EGR rate (%) m1 / (m1 + m2) ⁇ 100 (Equation 1) Moreover, as shown in the following (Formula 2), the amount of heat of fresh air and EGR gas is equal to the amount of heat of mixed gas. Cp is the constant pressure molar specific heat of fresh air, and Cp ′ is the constant pressure molar specific heat of EGR gas.
  • EGR_t (%) (T3 ⁇ T1) / (T2 ⁇ T1) ⁇ 100 (Equation 3)
  • the values of the engine speed Ne and the engine load L are substituted into the reference EGR rate map F (Ne, L), and the reference EGR rate EGR_std that is an appropriate EGR rate is obtained. Is calculated (step S500).
  • the reference EGR rate map F (Ne, L) is a two-dimensional map representing the relationship between the engine speed Ne and the engine load L and the reference EGR rate EGR_std, and is stored in advance in the ROM 142 of the engine controller 140 or the like. ing.
  • a corrected EGR value EGR_re is calculated so that the deviation EGR_gap becomes 0 (step S700). Then, based on the corrected EGR value EGR_re, the reference EGR opening degree EGR_s is corrected to the corrected EGR opening degree EGR_s_re (step S800), and the opening degree of the EGR valve member 149 is adjusted based on the value of the corrected EGR opening degree EGR_s_re. (Step S900).
  • the EGR rate can be easily and accurately obtained using the fresh air temperature T1, the EGR gas temperature T2, and the mixed gas temperature T3.
  • EGR_std and EGR_t can be calculated.
  • the detection means for calculating the EGR rates EGR_std and EGR_t only needs to have a simple configuration for detecting the temperature.
  • the EGR main body can be constructed without constructing a complicated control system for detecting the EGR rates EGR_std and EGR_t by detecting the flow rate and flow velocity of each gas.
  • An appropriate amount of EGR gas can be supplied to the case 145. Therefore, it is possible to contribute to the suppression of the component cost and the manufacturing cost.
  • the backhoe 100 includes a crawler-type traveling device 102 having a pair of left and right traveling crawlers 103, and a turning machine body 104 provided on the traveling device 102.
  • the revolving machine body 104 is configured to be horizontally revolved over 360 ° in all directions by a revolving hydraulic motor (not shown).
  • An earthwork plate 105 for ground work is mounted on the rear part of the traveling device 102 so as to be movable up and down.
  • a steering unit 106 and a diesel engine 70 are mounted on the left side of the revolving machine body 104.
  • a working unit 110 having a boom 111 and a bucket 113 for excavation work is provided on the right side of the revolving machine body 104.
  • the control unit 106 is provided with a control seat 108 on which an operator is seated, an operation means for operating the diesel engine 70 and the like, and a lever or switch as an operation means for the working unit 110.
  • a boom cylinder 112 and a bucket cylinder 114 are arranged on a boom 111 which is a component of the working unit 110.
  • a bucket 113 as an attachment for excavation is pivotally attached to the tip end portion of the boom 111 so as to be inserted and rotated.
  • the boom cylinder 112 or the bucket cylinder 114 is operated to perform earthwork work (ground work such as grooving) by the bucket 113.
  • the forklift car 120 includes a traveling machine body 124 having a pair of left and right front wheels 122 and a rear wheel 123.
  • the traveling body 124 is equipped with a control unit 125 and a diesel engine 70.
  • the diesel engine 70 is covered from above with a cover body 133, and the control unit 125 is provided on the cover body 133.
  • a working part 127 having a fork 126 for cargo handling work is provided on the front side of the traveling machine body 124.
  • a counterweight 131 is provided on the rear side of the traveling machine body 124 to balance the weight with the working unit 127.
  • the control unit 125 is provided with a control seat 128 on which an operator is seated, a control handle 129, levers and switches as operation means for the diesel engine 70 and the working unit 127, and the like.
  • a fork 126 is mounted on the mast 130, which is a component of the working unit 127, so as to be movable up and down.
  • the fork 126 is moved up and down, a pallet (not shown) loaded with a load is placed on the fork 126, the traveling machine body 124 is moved forward and backward, and a cargo handling operation such as transportation of the pallet is performed. Yes.
  • the diesel engine 70 is arranged such that the flywheel housing 78 is located on the front side of the traveling machine body 124 and the cooling fan 76 is located on the rear side of the traveling machine body 124. That is, the diesel engine 70 is arranged so that the direction of the engine output shaft 74 is along the front-rear direction in which the working unit 127 and the counterweight 131 are arranged.
  • the diesel engine 70 is supported in an anti-vibration manner via an engine leg 97 on an engine mounting chassis 81 constituting the traveling machine body 124.
  • a mission case 132 is connected to the front side of the flywheel housing 78. The power from the diesel engine 70 via the flywheel 79 is appropriately changed in the transmission case 132 and transmitted to the hydraulic drive sources of the front wheels 122, the rear wheels 123, and the forks 126.
  • a radiator 134 for cooling the engine opposes the cooling fan 76 at a high position near the counterweight 131 between the control seat 128 and the counterweight 131 disposed behind the control seat 128 in the cover body 133.
  • the engine device for mounting a work vehicle according to the present invention is not limited to the backhoe 100 and the forklift car 120 as described above, but various work vehicles such as agricultural machines such as a combine and a tractor, and special work vehicles such as a crane truck. Widely applicable to.
  • the structure of each part in this invention is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

L'invention porte sur un dispositif de recirculation des gaz d'échappement (91) pour la recirculation, en tant que gaz de recirculation des gaz d'échappement, d'une partie du gaz d'échappement, qui est évacué à partir d'un collecteur d'échappement (71), jusqu'à un collecteur d'admission (73), lequel dispositif est conçu pour pouvoir être utilisé en commun parmi différents modèles d'une diversité de véhicules de chantier. Dans le dispositif de recirculation des gaz d'échappement (91), le collecteur d'admission (73) et un élément de papillon des gaz d'admission (146) pour l'introduction d'air frais sont reliés par un conduit relais (145). Le côté sortie d'une conduite de recirculation (148) s'étendant à partir du collecteur d'échappement (71) est relié au conduit relais (145). Le conduit relais (145) est disposé de telle sorte que la direction de celui-ci peut être modifiée dans de multiples directions autour de la section d'entrée (73a) du collecteur d'admission (73). Ainsi, la direction d'un système d'admission sur le côté amont du collecteur d'admission (73) peut être choisie et modifiée sans modifier la structure du conduit relais (145).
PCT/JP2010/050544 2009-02-05 2010-01-19 Dispositif de recirculation des gaz d'échappement et dispositif moteur le comprenant WO2010090069A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2009-024736 2009-02-05
JP2009024736A JP2010180768A (ja) 2009-02-05 2009-02-05 Ｅｇｒ装置及びこれを備えた作業車両搭載用のエンジン装置
JP2009025644A JP5328022B2 (ja) 2009-02-06 2009-02-06 作業車両搭載用のエンジン装置
JP2009025643A JP2010180793A (ja) 2009-02-06 2009-02-06 Ｅｇｒ装置及びこれを備えたエンジン
JP2009-025643 2009-02-06
JP2009-025644 2009-02-06

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WO2010090069A1 true WO2010090069A1 (fr) 2010-08-12

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103459377A (zh) * 2011-03-18 2013-12-18 鲁平有限公司 作为钙敏感受体调变剂的苯并[b][1，4]噁嗪衍生物
WO2015141470A1 (fr) * 2014-03-20 2015-09-24 ヤンマー株式会社 Dispositif moteur

Citations (3)

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Publication number Priority date Publication date Assignee Title
JP2003155957A (ja) * 2001-09-04 2003-05-30 Mitsubishi Motors Corp Ｅｇｒ制御装置及びｅｇｒ制御方法
JP2007085302A (ja) * 2005-09-26 2007-04-05 Kubota Corp 多気筒エンジン
JP2008101472A (ja) * 2006-10-17 2008-05-01 Yamaha Motor Co Ltd 火花点火式多気筒エンジン

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003155957A (ja) * 2001-09-04 2003-05-30 Mitsubishi Motors Corp Ｅｇｒ制御装置及びｅｇｒ制御方法
JP2007085302A (ja) * 2005-09-26 2007-04-05 Kubota Corp 多気筒エンジン
JP2008101472A (ja) * 2006-10-17 2008-05-01 Yamaha Motor Co Ltd 火花点火式多気筒エンジン

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103459377A (zh) * 2011-03-18 2013-12-18 鲁平有限公司 作为钙敏感受体调变剂的苯并[b][1，4]噁嗪衍生物
WO2015141470A1 (fr) * 2014-03-20 2015-09-24 ヤンマー株式会社 Dispositif moteur
JP2015183539A (ja) * 2014-03-20 2015-10-22 ヤンマー株式会社 エンジン装置
US10161282B2 (en) 2014-03-20 2018-12-25 Yanmar Co., Ltd. Engine device

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