WO2011114381A1 - Dispositif d'évacuation des gaz d'échappement pour moteur à combustion interne - Google Patents

Dispositif d'évacuation des gaz d'échappement pour moteur à combustion interne Download PDF

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Publication number
WO2011114381A1
WO2011114381A1 PCT/JP2010/001970 JP2010001970W WO2011114381A1 WO 2011114381 A1 WO2011114381 A1 WO 2011114381A1 JP 2010001970 W JP2010001970 W JP 2010001970W WO 2011114381 A1 WO2011114381 A1 WO 2011114381A1
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WO
WIPO (PCT)
Prior art keywords
exhaust
combustion engine
internal combustion
passage
bypass valve
Prior art date
Application number
PCT/JP2010/001970
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English (en)
Japanese (ja)
Inventor
宇野幸樹
Original Assignee
トヨタ自動車株式会社
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Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/001970 priority Critical patent/WO2011114381A1/fr
Publication of WO2011114381A1 publication Critical patent/WO2011114381A1/fr

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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
    • F01N3/0256—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 the fuel being ignited by electrical means
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
    • F01N3/106—Auxiliary oxidation catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • 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
    • 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
    • F02B29/0437—Liquid cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
    • F01N2260/02—Exhaust treating devices having provisions not otherwise provided for for cooling the device
    • F01N2260/022—Exhaust treating devices having provisions not otherwise provided for for cooling the device using air
    • 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
    • F01N2270/00—Mixing air with exhaust gases
    • F01N2270/02—Mixing air with exhaust gases for cooling exhaust gases or the apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10229—Fluid connections to the air intake system; their arrangement of pipes, valves or the like the intake system acting as a vacuum or overpressure source for auxiliary devices, e.g. brake systems; Vacuum chambers
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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
    • 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 device having a function of reducing the exhaust temperature of an internal combustion engine.
  • the exhaust temperature outside the exhaust passage of the internal combustion engine is lower than a predetermined external reference value.
  • a predetermined external reference value for example, “300 ° C. or less at the outermost end of the vehicle (haystack fire standard)” and “180 ° C. or less at a point 300 mm from the outermost end of the vehicle (burn standard)” are used. There is.
  • a bypass passage is used to blow off unburned fuel and condensed water inside the low-pressure EGR passage in an intake and exhaust system having a turbocharger.
  • the low-pressure EGR passage connects the downstream side of the turbine in the exhaust passage and the upstream side of the compressor in the intake passage.
  • the bypass passage connects a midway portion of the low pressure EGR passage and a downstream side of the compressor in the intake passage. Air compressed by the pressure of the turbine is supplied to the low-pressure EGR passage through the bypass passage and discharged to the exhaust passage.
  • An object of the present invention is to provide a novel means capable of suppressing the influence of the exhaust temperature outside the exhaust passage on the outside.
  • One embodiment of the present invention provides: A bypass passage connecting an intake passage downstream of a supercharging device of an internal combustion engine of a vehicle and an exhaust passage of the internal combustion engine; A bypass valve for opening and closing the bypass passage; An exhaust system for an internal combustion engine comprising a controller for controlling the bypass valve, The controller controls the bypass valve so that the temperature within a predetermined range including the end of the exhaust passage falls below a predetermined external reference value, and intake air pressurized by the supercharger is supplied to the exhaust passage. An exhaust device for an internal combustion engine to be supplied.
  • the controller controls the bypass valve so that the temperature within a predetermined range including the end of the exhaust passage is lower than a predetermined external reference value. Therefore, the influence of the exhaust temperature outside the exhaust passage on the outside can be suppressed.
  • the exhaust passage further includes a PM collection device that collects PM in the exhaust
  • the bypass valve is connected to the exhaust passage on the downstream side of the PM collection device
  • the controller includes: The bypass valve is opened during the regeneration operation for burning or oxidizing the PM collected by the PM collection device.
  • the influence of the exhaust temperature outside the exhaust passage on the outside can be suitably suppressed even during the regeneration operation in which the PM trapping device may be particularly hot.
  • the apparatus supplies a fuel supply device for supplying fuel into the exhaust passage to perform the regeneration operation, an ignition device for igniting the fuel supplied from the fuel supply device, Is further provided.
  • a fuel supply device for supplying fuel into the exhaust passage to perform the regeneration operation
  • an ignition device for igniting the fuel supplied from the fuel supply device
  • the controller has a temperature at a predetermined position in the exhaust passage downstream of the PM collection device and downstream of the position where the bypass passage is connected exceeds a predetermined internal reference value.
  • the bypass valve is opened.
  • the influence of the exhaust temperature outside the exhaust passage on the outside can be suitably suppressed even when the exhaust temperature outside the exhaust passage can be high, such as during or immediately after a high load. Can do.
  • the controller opens the bypass valve when the traveling speed of the vehicle is smaller than a predetermined value.
  • a situation in which an external object is easily affected by the exhaust temperature is avoided as much as possible. Therefore, the influence of the exhaust temperature outside the exhaust passage on the outside can be particularly preferably suppressed.
  • the upstream end of the bypass passage is connected to the downstream side of the intercooler provided in the intake passage.
  • the intercooler since the intake air from the intake passage is cooled by the intercooler, the effect of the present invention can be realized particularly suitably.
  • the means for solving the problems in the present invention can be used in combination as much as possible.
  • the influence of the exhaust temperature outside the exhaust passage on the outside can be suitably suppressed.
  • FIG. 1 is a conceptual diagram of a first embodiment of the present invention.
  • FIG. 2 is a flowchart showing a bypass valve control process in the first embodiment.
  • FIG. 3 is a graph showing an example of intake air temperature / internal reference value map setting in the second embodiment.
  • FIG. 4 is a flowchart showing a bypass valve control process in the second embodiment.
  • FIG. 5 is a conceptual diagram of the third embodiment.
  • FIG. 6 is a graph showing a setting example of the bypass valve opening map in the modification.
  • FIG. 1 shows a first embodiment of the present invention.
  • the engine body 1 is a compression ignition internal combustion engine (diesel engine) using light oil as fuel, but may be another type of internal combustion engine.
  • the engine body 1 has the combustion chamber 2 in each of the four cylinders, the present invention is not limited to a four-cylinder engine.
  • Each combustion chamber 2 is provided with an electronically controlled fuel injection valve 3 for injecting fuel.
  • An intake manifold 4 and an exhaust manifold 5 are connected to the combustion chamber 2.
  • the intake manifold 4 is connected to the outlet of the compressor 7 a of the exhaust turbocharger 7 via the intake pipe 6.
  • An inlet of the compressor 7 a is connected to an air cleaner 9 via an air flow meter 8.
  • the upstream side of the air cleaner 9 is open to the atmosphere.
  • a throttle valve 10 driven by a step motor is disposed in the intake pipe 6, a throttle valve 10 driven by a step motor.
  • the actuator that drives the throttle valve 10 is not limited to a step motor, and other configurations such as a DC motor may be employed.
  • An intercooler 11 for cooling the intake air flowing through the intake pipe 6 is disposed around the intake pipe 6. Engine cooling water is guided into the intercooler 11 and the intake air is cooled by the engine cooling water.
  • the exhaust manifold 5 is connected to the inlet of the exhaust turbine 7 b of the exhaust turbocharger 7.
  • the outlet of the exhaust turbine 7 b is connected to the PM collection device 13 via the exhaust pipe 12.
  • a small oxidation catalyst 14 is disposed in the engine exhaust passage upstream of the PM collection device 13, that is, in the exhaust pipe 12.
  • the small oxidation catalyst 14 has a smaller volume than the PM collection device 13 and a part of the exhaust gas flowing into the PM collection device 13 flows.
  • the present invention is not limited to the exhaust device provided with the small oxidation catalyst 14.
  • the PM collection device 13 and the small oxidation catalyst 14 are obtained by supporting an oxidation catalyst on a base material.
  • the base material is, for example, a honeycomb structure made of porous ceramic, and the honeycomb structure is formed of a ceramic material such as cordierite, silica, or alumina.
  • the base material includes a large number of gas passages each defined by a large number of partition walls and parallel to the flow direction of the exhaust gas.
  • the base material of the PM collecting device 13 is a so-called wall flow type in which a first passage having a plug on the upstream side and a second passage having a plug on the downstream side are alternately formed. .
  • the base material of the small oxidation catalyst 14 is a so-called flow-through type that does not have such plugging and has open end faces on the upstream side and the downstream side of the gas flow path.
  • the oxidation catalyst for example, Pt / CeO 2 , Mn / CeO 2 , Fe / CeO 2 , Ni / CeO 2 , Cu / CeO 2 or the like can be used.
  • a fuel supply valve 15 for supplying fuel to the small oxidation catalyst 14 is arranged with its injection port facing the inside of the exhaust pipe 12.
  • the fuel in the fuel tank 44 is supplied to the fuel supply valve 15 via the fuel pump 43.
  • a pipe line, a control valve, and a compressor for supplying combustion air into the exhaust pipe 12 from the outside may be provided.
  • a glow plug 16 is provided in the exhaust pipe 12 on the downstream side of the fuel supply valve 15.
  • the glow plug 16 is arranged so that the fuel added from the fuel supply valve 15 is in contact with the tip portion which is the heat generating portion.
  • the glow plug 16 is connected to a DC power source and a booster circuit (both not shown) for supplying power thereto.
  • a ceramic heater may be used instead of the glow plug.
  • a collision plate for colliding the fuel injected from the fuel supply valve 15 may be disposed in the exhaust pipe 12.
  • the small oxidation catalyst 14, the fuel supply valve 15, and the glow plug 16 constitute an exhaust temperature raising device 40, which is controlled by an ECU 50 described later.
  • the exhaust manifold 5 and the intake manifold 4 are connected to each other via an EGR passage 18.
  • An electronically controlled EGR control valve 19 is disposed in the EGR passage 18.
  • an EGR cooler 20 for cooling the EGR gas flowing in the EGR passage 18 is disposed.
  • the engine cooling water is guided into the EGR cooler 20, and the EGR gas is cooled by the engine cooling water.
  • a NOx catalyst 21 and a silencer 22 are connected in series to the exhaust pipe 12 on the downstream side of the PM collection device 13.
  • the NOx catalyst is, for example, an NOx storage reduction (NSR) catalyst, and a NOx absorption, such as platinum Pt as a catalyst component, on the surface of a base material made of an oxide such as alumina Al 2 O 3 and the like. Components are supported.
  • the NOx absorbing component is at least one selected from, for example, an alkali metal such as potassium K, sodium Na, lithium Li, and cesium Cs, an alkaline earth such as barium Ba and calcium Ca, and a rare earth such as lanthanum La and yttrium Y. It consists of one.
  • the NOx catalyst 21 absorbs NOx (nitrogen oxide) when the air-fuel ratio of the exhaust gas flowing into the exhaust gas is leaner than a predetermined value (typically the theoretical air-fuel ratio), and the NOx catalyst 21 in the exhaust gas flowing into the NOx catalyst 21 When the oxygen concentration decreases, the absorbed and released NOx soot is released.
  • NOx nitrogen oxide
  • a predetermined value typically the theoretical air-fuel ratio
  • the NOx catalyst 21 absorbs NOx in the exhaust.
  • fuel as a reducing agent is supplied upstream of the NOx catalyst 21 and the air-fuel ratio of the inflowing exhaust gas becomes rich, the NOx catalyst 21 releases the absorbed NOx. The released NOx reacts with the reducing agent and is reduced and purified.
  • a tail pipe 23 constituting the end of the exhaust passage is connected to the downstream side of the silencer 22.
  • the downstream side of the tail pipe 23 is open to the atmosphere.
  • the intake pipe 6 and the exhaust pipe 12 are connected via a bypass passage 30.
  • the bypass passage 30 connects the intake pipe 6 downstream of the compressor 7 a of the exhaust turbocharger 7 and the exhaust pipe 12 downstream of the turbine 7 b and the PM collection device 13 and upstream of the NOx catalyst 21. Yes.
  • the bypass passage 30 is provided with a bypass valve 33 that opens and closes the bypass passage 30.
  • a known butterfly valve or poppet valve can be used as the bypass valve 33.
  • the bypass valve 33 is driven by a step motor, but may be driven by other means such as a DC motor or a negative pressure actuator. When the bypass valve 33 is opened, the intake air pressurized by the compressor 7 a of the exhaust turbocharger 7 is supplied to the downstream side of the PM collection device 13.
  • a catalyst outlet temperature sensor 38 is installed in the intake pipe 12 downstream of the connection point with the bypass passage 30 and upstream of the NOx catalyst 21.
  • the catalyst outlet temperature sensor 38 has a thermistor whose resistance value changes depending on the temperature, and can detect a change in the exhaust temperature based on a change in the resistance value of the thermistor.
  • Each fuel injection valve 3 is connected to a common rail 42 via a fuel supply pipe 41, and this common rail 42 is connected to a fuel tank 44 via an electronically controlled fuel pump 43 with variable discharge amount.
  • the fuel stored in the fuel tank 44 is supplied into the common rail 42 by the fuel pump 43, and the fuel supplied into the common rail 42 is supplied to the fuel injection valve 3 through each fuel supply pipe 41.
  • An electronic control unit (ECU) 50 which is a controller, is composed of a well-known digital computer, and is connected to each other by a bidirectional bus, a ROM (read only memory), a RAM (random access memory), a CPU (microprocessor), an input port. And an output port.
  • ECU electronice control unit
  • the output signal of the catalyst outlet temperature sensor 38 is input to the input port of the ECU 50 via the corresponding AD converter.
  • a load sensor 52 that generates an output voltage proportional to the amount of depression of the accelerator pedal 51 is connected to the accelerator pedal 51, and the output voltage of the load sensor 52 is input to the input port via a corresponding AD converter.
  • a crank angle sensor 53 that generates an output pulse every time the crankshaft of the engine body 1 rotates, for example, 15 ° is connected to the input port.
  • an intake air temperature sensor 54 installed near the throttle valve 10 and a vehicle speed sensor 55 installed near the drive wheel are connected to the input port.
  • the output port of the ECU 50 is connected to each step motor for driving the throttle valve 10, the EGR control valve 19, and the bypass valve 33 through corresponding drive circuits.
  • the output port is also connected to the fuel injection valve 3 and the fuel pump 43 via corresponding drive circuits.
  • the operation of these actuators is controlled by the ECU 50.
  • Various programs and reference values / initial values are stored in the ROM of the ECU 50. Such reference values and initial values include a reference vehicle speed Va used in a bypass valve control process described later.
  • the ECU 50 calculates the fuel supply instruction amount based on parameters indicating the vehicle state, particularly the engine operating state, including the detected values of the air flow meter 8, the load sensor 52, and the crank angle sensor 53, and a time corresponding to the instruction amount. Only a control signal is output to open the fuel injection valves 3 and 15. In accordance with this control signal, an amount of fuel corresponding to the fuel supply instruction amount is supplied from the fuel injection valves 3 and 15.
  • the ECU 50 controls the exhaust temperature raising device 40 to supply and ignite fuel, thereby selectively raising the temperature of the small oxidation catalyst 14. Part or all of the fuel supplied from the fuel supply valve 15 is ignited by the glow plug 16, thereby raising the temperature of the exhaust.
  • a predetermined regeneration execution flag is provided in the RAM of the ECU 50, and the flag is turned on (1) while the regeneration operation is being performed, and is turned off (0) when the regeneration operation is not being performed.
  • the ECU 50 supplies fuel to the PM collection device 13 by injecting more fuel than necessary for the small oxidation catalyst 14 as necessary, and thereby burns the accumulated particulate matter (PM). It is also possible to perform oxidation (regeneration operation) and NOx reduction processing and SOx poisoning recovery processing for the NOx catalyst 21.
  • the temperature of the exhaust discharged from the PM collection device 13 is, for example, about 650 ° C. at the maximum.
  • This value is an external reference value for the exhaust temperature, and is provided to suppress the risk of fire and burns (for example, “300 ° C or less at the outermost end of the vehicle (haystack fire standard)” and “outermost of the vehicle” It is higher than 180 ° C. or less (burn standard) at a point of 300 mm from the end.
  • the exhaust temperature in the exhaust manifold 5 of the engine body 1 is about 200 ° C. to about 300 ° C. during steady operation. While the exhaust gas flows through the exhaust gas turbocharger 7 and the exhaust pipe 12, the exhaust gas temperature is lowered by work and outside air cooling.
  • the exhaust gas temperature is within a predetermined range including the end of the exhaust gas passage.
  • the temperature of the above (for example, in a geometric region where it is considered that there is a low probability of fire or burns due to contact or thermal radiation outside the range, such as a point at the outermost end of the vehicle and 300 mm from the outermost end) It is considered to be sufficiently lower than the external standard value. If the bypass valve 33 is opened and the pressurized intake air is supplied to the exhaust pipe 12 during the regeneration operation, the temperature within a predetermined range including the end of the exhaust passage (tail pipe 23) is set to the external reference value. Will be lower.
  • the ECU 50 further executes the following bypass valve control process in parallel with the above-described controls.
  • This bypass valve control process will be described with reference to FIG.
  • the processing routine of FIG. 2 is repeatedly executed every predetermined time ⁇ t on condition that an ignition switch (not shown) is turned on and the engine body 1 is operating.
  • the ECU 50 reads the value of the regeneration execution flag described above and the vehicle speed detected by the vehicle speed sensor 55 (S10).
  • the ECU 50 determines whether the regeneration operation is being executed based on the read regeneration execution flag value (S20). If NO, that is, if the regeneration operation is not being executed, the ECU 50 outputs a control to the step motor that drives the bypass valve 33 so as to close the bypass valve 33 (S50).
  • step S20 determines whether the vehicle speed is lower than a predetermined reference vehicle speed Va based on the previously detected value of the vehicle speed sensor 55. Judgment is made (S30).
  • the value of the reference vehicle speed Va is, for example, 10 km / h, a value obtained by adding a certain margin value to a speed that is considered to be unlikely to cause a fire or burn due to contact or thermal radiation at a higher speed. If negative, that is, if the vehicle speed is equal to or higher than the reference vehicle speed Va, the bypass valve 33 is closed (S50).
  • step S30 When the determination in step S30 is affirmative, that is, when the regenerating operation is being performed and the vehicle speed is smaller than the reference vehicle speed Va, the ECU 50 outputs a control to the step motor that drives the bypass valve 33 so as to open the bypass valve 33 ( S40). As a result, the air compressed by the pressure of the turbine 7 a is supplied into the exhaust pipe 12 through the bypass passage 30. With the above processing, the temperature within the predetermined range including the tail pipe 23 is lowered so as to be lower than the predetermined external reference value.
  • the bypass passage 30 connecting the intake pipe 6 on the downstream side of the compressor 7a of the exhaust injector 7 and the exhaust pipe 12 on the downstream side of the PM trap 13 and the bypass passage 30 are provided. Since the bypass valve 33 that opens and closes is provided, when the bypass valve 33 is opened, the pressurized air is supplied from the intake pipe 6 on the downstream side of the exhaust injector 7 to the exhaust pipe 12 on the downstream side of the PM collection device 13. To be supplied.
  • the ECU 50 controls the bypass valve 33 so that the temperature within a predetermined range including the tail pipe 23 falls below a predetermined external reference value. Therefore, the influence of the exhaust temperature outside the exhaust passage on the outside can be suppressed.
  • the apparatus of the present embodiment further includes a fuel supply valve 15 that supplies fuel into the exhaust pipe 12 to perform a regeneration operation, and a glow plug 16 that ignites the fuel supplied from the fuel supply valve 15. Since it is provided, the influence of the exhaust temperature outside the exhaust passage on the outside can be suitably suppressed even when the regeneration operation by fuel supply and ignition is performed.
  • the ECU 50 opens the bypass valve 33 when the traveling speed of the vehicle is smaller than a predetermined value. Therefore, a situation in which an external object is easily affected by the exhaust temperature is avoided as much as possible, and the influence of the exhaust temperature outside the exhaust passage on the outside can be particularly preferably suppressed.
  • the second embodiment is characterized in that the bypass valve 33 is opened when the temperature at a predetermined position in the exhaust passage exceeds a predetermined internal reference value.
  • an intake air temperature / internal reference value map as shown in FIG. 3 is created in advance and stored in the ROM of the ECU 50.
  • the intake air temperature / internal reference value map stores the intake air temperature and the internal reference value Ta in association with each other, and the internal reference value Ta is set to be lower as the intake air temperature is higher. Since the remaining mechanical configuration of the second embodiment is the same as that of the first embodiment, a detailed description thereof will be omitted.
  • the ECU 50 executes the bypass valve control process shown in FIG.
  • the processing routine of FIG. 4 is repeatedly executed every predetermined time on condition that an ignition switch (not shown) is turned on and the engine body 1 is operating. 4, the ECU 50 first reads the intake air temperature detected by the intake air temperature sensor 54, the catalyst outlet temperature detected by the catalyst outlet temperature sensor 38, and the vehicle speed detected by the vehicle speed sensor 55 (S110).
  • the ECU 50 calculates the internal reference value Ta by referring to the intake air temperature / internal reference value map described above based on the read intake air temperature (S120).
  • the value of the internal reference value Ta is, for example, 400 ° C. If the temperature is lower than that, a margin value from a temperature at which it is considered that there is a low probability of fire or burns due to contact or thermal radiation near the tail pipe 23. The value obtained by subtracting.
  • the ECU 50 determines whether the catalyst outlet temperature is larger than the internal reference value Ta (S130). If negative, that is, if the catalyst outlet temperature is equal to or lower than the internal reference value Ta, the ECU 50 outputs a control to the step motor that drives the bypass valve 33 so as to close the bypass valve 33 (S160).
  • step S130 determines whether the catalyst outlet temperature is greater than the internal reference value Ta. If the determination in step S130 is affirmative, that is, if the catalyst outlet temperature is greater than the internal reference value Ta, the ECU 50 next determines the reference vehicle speed at which the vehicle speed is determined in advance based on the detection value of the vehicle speed sensor 55 previously read. It is determined whether it is smaller than Va (S140). If negative, that is, if the vehicle speed is equal to or higher than the reference vehicle speed Va, the bypass valve 33 is closed (S160).
  • step S140 If the determination in step S140 is affirmative, that is, if the catalyst outlet temperature is higher than the internal reference value Ta and the vehicle speed is lower than the reference vehicle speed Va, the ECU 50 drives the bypass valve 33 so as to open the bypass valve 33. A control output is made to the motor (S150). As a result, the air compressed by the pressure of the turbine 7 a is supplied into the exhaust pipe 12 through the bypass passage 30. With the above processing, the temperature within the predetermined range including the tail pipe 23 is lowered so as to be lower than the predetermined external reference value.
  • the ECU 50 has a predetermined temperature (that is, a catalyst outlet temperature) at a predetermined position in the exhaust passage downstream of the PM collection device 13 and upstream of the tail pipe 23.
  • a predetermined temperature that is, a catalyst outlet temperature
  • the bypass valve 33 is opened. Therefore, the exhaust temperature outside the exhaust passage affects the outside not only in the catalyst regeneration operation but also in other operating states where the exhaust temperature outside the exhaust passage can be high, such as during high load driving or immediately after that. The influence can be suitably suppressed.
  • the internal reference value Ta is dynamically set based on the intake air temperature, so that the bypass valve 33 is opened at a lower temperature as the outside air temperature is higher, and the influence of the exhaust temperature outside the exhaust passage on the outside. Can be suitably suppressed.
  • the bypass passage 130 is connected to the downstream side of the intercooler 11 provided in the intake pipe 6.
  • the effect of the present invention can be realized particularly suitably.
  • the opening degree of the bypass valve 33 is set to the two states of full opening or full closing, but the opening degree of the bypass valve 33 is changed in a multistage or continuous manner between full opening and full closing. Also good.
  • a bypass valve opening degree map in which, for example, the load and the EGR amount and the opening degree of the bypass valve 33 are defined is created in advance and stored in the ROM of the ECU 50.
  • the opening degree of the bypass valve 33 may be changed by referring to the map. In this case, it is preferable to increase the opening degree of the bypass valve 33 as the load is increased and the EGR amount is decreased.
  • the larger the load and the smaller the EGR amount the larger the amount of intake air supplied from the bypass passage 30 and the better the exhaust gas is cooled. Therefore, the influence of the exhaust temperature outside the exhaust passage on the outside is preferable. Can be suppressed.
  • the position where the bypass passage 30 is connected to the exhaust pipe 12 may be between the NOx catalyst 21 and the silencer 22 or may be downstream of the silencer 22.
  • the position in the exhaust passage where the temperature is acquired for comparison with the internal reference value may be between the blades downstream of the bypass passage 30 connected to the exhaust pipe, between the NOx catalyst 21 and the silencer 22. Further, it may be downstream of the silencer 22.
  • the bypass valve 33 is opened only when the vehicle speed is lower than the reference vehicle speed Va (S30, S140), but such a condition may not be provided.
  • the internal reference value Ta is dynamically set.
  • the internal reference value Ta may be a fixed value.
  • the pm collection device may not carry a catalyst substance.
  • a certain margin time or delay time may be provided between the end of the regeneration operation or when the catalyst outlet temperature falls below the internal reference value Ta until the bypass valve is closed.
  • the fuel is supplied to the catalyst by the fuel injection valve 15 disposed in the exhaust passage.
  • the fuel is supplied to the exhaust passage by so-called post injection (injection at a timing not accompanied by combustion, such as during an exhaust stroke).
  • the fuel injection valve 3 provided in the combustion chamber 2 may be used.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Materials Engineering (AREA)
  • Toxicology (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

L'invention concerne un dispositif d'évacuation des gaz d'échappement pour un moteur à combustion interne, muni des composants suivants : un trajet (30) de dérivation pour relier le trajet (6) d'admission d'air, qui est situé sur le côté aval du dispositif (7) surcompresseur du moteur (1) à combustion interne du véhicule, au trajet (12) d'évacuation des gaz d'échappement du moteur (1) à combustion interne ; une vanne (33) de dérivation pour ouvrir et fermer le trajet (30) de dérivation ; et un contrôleur (50) pour commander la vanne (33) de dérivation. Le contrôleur (50) permet d'alimenter le trajet (12) d'évacuation des gaz d'échappement en air d'admission, qui a été pressurisé par le dispositif (7) surcompresseur, en commandant la vanne (33) de dérivation de telle sorte que la température dans une zone prédéterminée qui comporte l'extrémité (23) du trajet (12) d'évacuation des gaz d'échappement soit en dessous d'une valeur de référence externe prédéterminée.
PCT/JP2010/001970 2010-03-18 2010-03-18 Dispositif d'évacuation des gaz d'échappement pour moteur à combustion interne WO2011114381A1 (fr)

Priority Applications (1)

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PCT/JP2010/001970 WO2011114381A1 (fr) 2010-03-18 2010-03-18 Dispositif d'évacuation des gaz d'échappement pour moteur à combustion interne

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Application Number Priority Date Filing Date Title
PCT/JP2010/001970 WO2011114381A1 (fr) 2010-03-18 2010-03-18 Dispositif d'évacuation des gaz d'échappement pour moteur à combustion interne

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017046379A (ja) * 2015-08-24 2017-03-02 九州旅客鉄道株式会社 補機平均消費電力推定装置、乗務員支援装置及び方法
CN109339919A (zh) * 2018-09-30 2019-02-15 潍柴动力股份有限公司 一种dpf载体保护装置及方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1054228A (ja) * 1996-08-08 1998-02-24 Mitsubishi Motors Corp ディーゼルエンジンの排気浄化装置
US20060096281A1 (en) * 2004-11-08 2006-05-11 Southwest Research Institute Exhaust system and method for controlling exhaust gas flow and temperature through regenerable exhaust gas treatment devices
WO2008069780A1 (fr) * 2006-12-05 2008-06-12 Mack Trucks, Inc. Moteur avec refroidissement d'échappement, et procédés
WO2008082492A2 (fr) * 2006-12-22 2008-07-10 Volvo Group North America, Inc. Procédé et appareil pour réguler la température d'échappement d'un moteur diesel

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1054228A (ja) * 1996-08-08 1998-02-24 Mitsubishi Motors Corp ディーゼルエンジンの排気浄化装置
US20060096281A1 (en) * 2004-11-08 2006-05-11 Southwest Research Institute Exhaust system and method for controlling exhaust gas flow and temperature through regenerable exhaust gas treatment devices
WO2008069780A1 (fr) * 2006-12-05 2008-06-12 Mack Trucks, Inc. Moteur avec refroidissement d'échappement, et procédés
WO2008082492A2 (fr) * 2006-12-22 2008-07-10 Volvo Group North America, Inc. Procédé et appareil pour réguler la température d'échappement d'un moteur diesel

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017046379A (ja) * 2015-08-24 2017-03-02 九州旅客鉄道株式会社 補機平均消費電力推定装置、乗務員支援装置及び方法
CN109339919A (zh) * 2018-09-30 2019-02-15 潍柴动力股份有限公司 一种dpf载体保护装置及方法

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