WO2022191307A1 - Dispositif de surveillance et véhicule - Google Patents

Dispositif de surveillance et véhicule Download PDF

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Publication number
WO2022191307A1
WO2022191307A1 PCT/JP2022/010797 JP2022010797W WO2022191307A1 WO 2022191307 A1 WO2022191307 A1 WO 2022191307A1 JP 2022010797 W JP2022010797 W JP 2022010797W WO 2022191307 A1 WO2022191307 A1 WO 2022191307A1
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WO
WIPO (PCT)
Prior art keywords
amount
filter
ash
ratio
regeneration
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PCT/JP2022/010797
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English (en)
Japanese (ja)
Inventor
佑樹 菅谷
正敏 原
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いすゞ自動車株式会社
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Publication of WO2022191307A1 publication Critical patent/WO2022191307A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • 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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • 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

Definitions

  • the present disclosure relates to monitoring devices and vehicles.
  • the exhaust passage of an internal combustion engine is provided with an exhaust purification device such as a PM filter that collects PM (Particulate Matter) contained in the exhaust.
  • an exhaust purification device such as a PM filter that collects PM (Particulate Matter) contained in the exhaust.
  • this type of PM filter has an upper limit to the amount of PM that can be captured (the mass of PM), regeneration is performed by burning and removing PM in the PM filter (see Patent Document 1, for example).
  • the operating conditions of the internal combustion engine are changed to raise the temperature of the exhaust gas.
  • Burn off (hereinafter referred to as "forced regeneration").
  • HC Hydrocarbons
  • the injection amount of HC which is the fuel injected from the injector, is increased, and the HC is injected by an oxidation catalyst disposed in front of the PM filter or supported by the PM filter. is oxidized and the heat of HC oxidation generated by the oxidation catalyst is used.
  • An object of the present disclosure is to provide a monitoring device and a vehicle that can prevent engine oil dilution.
  • the monitoring device in the present disclosure A monitoring device for monitoring the amount of ash deposited on a filter arranged in an exhaust passage of an internal combustion engine, a first deposition amount calculation unit that calculates a first deposition amount of deposits deposited in the filter based on a pressure difference that is the difference between the pressure on the upstream side of the exhaust gas and the pressure on the downstream side of the filter; a second deposit amount calculator that calculates a second deposit amount of deposits deposited in the filter based on the history of the operating state of the internal combustion engine; a monitoring unit that monitors the amount of ash based on the ratio of the first deposition amount to the second deposition amount; Prepare.
  • a vehicle in the present disclosure is A monitoring device as described above.
  • engine oil dilution can be prevented.
  • FIG. 1 is a diagram showing the configuration of a vehicle according to one embodiment of the present disclosure.
  • FIG. 2 is a block diagram showing the configuration of an ECU according to one embodiment of the present disclosure.
  • FIG. 3 is a diagram showing the ratio of the first deposition amount to the second deposition amount.
  • FIG. 4 is a diagram showing the relationship between travel distance and regeneration interval.
  • FIG. 5 is a flow chart showing the operation of the ECU according to one embodiment.
  • FIG. 6 is a diagram showing the relationship between the travel distance and the soot deposit amount.
  • FIG. 7 is a diagram showing the relationship between the travel progress rate and the accumulation progress rate.
  • FIG. 1 A configuration of a monitoring apparatus according to an embodiment will be described below with reference to FIG. In this embodiment, a mode in which the monitoring device of the present invention is applied to a diesel engine vehicle will be described.
  • FIG. 1 is a diagram showing the configuration of a vehicle 1 according to one embodiment of the present disclosure.
  • the vehicle 1 includes an engine 10, an intake passage 20, an exhaust passage 30, an air cleaner 21, a turbocharger 22, an intake throttle valve 23, an EGR device 31, an exhaust purification system 40, an ECU 50 (Electronic Control Unit), and the like. Consists of
  • the engine 10 includes combustion chambers, injectors (not shown), and the like.
  • the engine 10 generates power for the vehicle 1 by repeating an air intake stroke, an air compression stroke, a combustion gas expansion stroke, and a combustion gas exhaust stroke in the combustion chamber.
  • the engine 10 changes the fuel injection mode or the like of the injector to a low fuel consumption/low exhaust gas operation mode (hereinafter referred to as "normal operation") in which fuel consumption is prioritized, or a forced regeneration operation mode in which the PM filter 42 is forcibly regenerated. configured to be switchable.
  • normal operation a low fuel consumption/low exhaust gas operation mode
  • forced regeneration operation mode a forced regeneration operation mode in which the PM filter 42 is forcibly regenerated. configured to be switchable.
  • the engine 10 is a four-cylinder engine, and the intake passage 20 branches into four combustion chambers via an intake manifold, and the four combustion chambers join the exhaust passage 30 via an exhaust manifold. It is configured to
  • the intake passage 20 is an intake pipe that takes in fresh air (air) from an intake port 20 a on the upstream side and supplies the fresh air to the engine 10 .
  • an air cleaner 21, a compressor of a turbocharger 22, an intake throttle valve 23, and the like are provided in this order from an intake port 20a on the upstream side to the combustion chamber.
  • the exhaust passage 30 is an exhaust pipe that discharges post-combustion exhaust from the engine 10 to the outside of the vehicle 1 .
  • an EGR device 31 In the exhaust passage 30, an EGR device 31, a turbine of the turbocharger 22, an exhaust purification system 40, and the like are provided in this order from the engine 10 toward the downstream side.
  • the exhaust purification system 40 includes an oxidation catalyst 41 , a PM filter 42 , a differential pressure sensor 43 , an oxygen concentration sensor 44 and a temperature sensor 45 .
  • the oxidation catalyst 41 oxidizes and removes unburned fuel hydrocarbons and carbon monoxide contained in the exhaust gas.
  • the oxidation catalyst 41 may be any known oxidation catalyst such as platinum or cerium oxide.
  • porous ceramics such as cordierite and silicon carbide are used, and catalyst components are supported on these. .
  • the oxidation catalyst 41 is arranged adjacent to the upstream side of the PM filter 42 in the exhaust passage 30 .
  • the oxidation catalyst 41 also functions to oxidize hydrocarbons (HC) in the unburned fuel discharged from the engine 10 side and increase the temperature of the exhaust gas by the heat of oxidation. do.
  • the PM filter 42 (corresponding to the "filter” of the present invention) captures PM contained in the exhaust.
  • a porous ceramic such as cordierite or silicon carbide is typically used as a material.
  • the PM filter 42 has, for example, a honeycomb structure in which inlets and outlets are alternately plugged so that exhaust gas passes through collection walls made of the porous ceramic.
  • the differential pressure sensor 43 detects the differential pressure across the PM filter 42 (the pressure difference between the pressure on the upstream side and the pressure on the downstream side of the PM filter 42).
  • the oxygen concentration sensor 44 detects the oxygen concentration of exhaust gas on the inlet side of the oxidation catalyst 41 .
  • a temperature sensor 45 detects the temperature of exhaust gas on the inlet side of the oxidation catalyst 41 .
  • the differential pressure sensor 43, the oxygen concentration sensor 44, and the temperature sensor 45 each transmit sensor information (hereinafter abbreviated as “sensor information”) related to sensor values detected by themselves to the ECU 50.
  • the ECU 50 includes an electronic control unit that performs regeneration control of the PM filter 42 and the like.
  • the ECU 50 includes, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, an output port, and the like.
  • the ECU 50 communicates with each part of the vehicle 1 to control them and receive data from them. Further, the ECU 50 acquires sensor information from various sensors (in this embodiment, the differential pressure sensor 43, the oxygen concentration sensor 44, and the temperature sensor 45) provided in the vehicle 1, and controls the exhaust purification system 40 and the vehicle 1. It detects the state of each part of Dotted arrows in FIG. 1 indicate signal paths.
  • FIG. 2 is a block diagram showing the configuration of the ECU 50 according to this embodiment.
  • the ECU 50 includes a first accumulation amount calculation section 51 , a second accumulation amount calculation section 52 , a determination section 53 , a filter regeneration control section 54 and a monitoring section 55 .
  • the arrows in FIG. 2 indicate signal paths.
  • the first deposit amount calculation unit 51 calculates the pressure loss caused by deposits (PM and ash) deposited in the PM filter 42 from the differential pressure across the PM filter 42 indicated by the differential pressure sensor 43. , a first deposition amount, which is the mass of PM deposited in the PM filter 42, is calculated.
  • the differential pressure across the PM filter 42 increases as the PM accumulates on the PM filter 42 .
  • the PM filter 42 is regenerated, the PM deposited on the PM filter 42 is burned and removed, so the differential pressure across the PM filter 42 becomes smaller.
  • the first deposition amount calculation unit 51 calculates PM A first deposition amount of the deposit on the filter 42 is calculated. Note that the correspondence relationship between the differential pressure across the PM filter 42 and the first deposition amount of deposits deposited on the PM filter 42 is obtained in advance by experiments or the like, and is stored in a storage unit (eg, ROM) of the ECU 50 or the like. It is
  • the first deposit amount calculated by the first deposit amount calculator 51 is It contains an error component caused by ash.
  • the second deposit amount calculator 52 estimates the second deposit amount deposited on the PM filter 42 based on the history of the operating state of the engine 10 .
  • the second deposit amount calculation unit 52 determines the operating state of the engine 10 (for example, the fuel injection amount, the engine speed, the engine load, and the EGR rate, etc.), the amount of PM discharged from the engine 10 per unit time is calculated. Then, the second deposit amount calculator 52 calculates the mass of deposits (here, PM) deposited on the PM filter 42 at the present time by accumulating the amount of PM discharged from the engine 10 per unit time. A second deposition amount (soot deposition amount) is calculated.
  • the second deposition amount calculation unit 52 calculates the amount of PM burned and removed from the PM filter 42 per unit time based on the operating state of the engine 10 (for example, the temperature of the exhaust gas and the oxygen concentration of the exhaust gas). Calculate quantity. Then, the second deposition amount calculation unit 52 subtracts the amount of PM to be burned and removed per unit time from the second deposition amount of PM deposited on the PM filter 42 at the start of filter regeneration. A second deposition amount of deposits (here, PM) deposited on the PM filter 42 at the present time is calculated.
  • PM second deposition amount of deposits
  • the amount of PM discharged from the engine 10 per unit time and the amount of PM burned and removed from the PM filter 42 per unit time are obtained in advance by experiments or the like, and are associated with the operating state of the engine 10. are stored in the storage unit (for example, ROM) of the ECU 50 or the like.
  • the determination unit 53 determines whether or not the first accumulation amount of PM in the PM filter 42 has exceeded a predetermined threshold.
  • the determination unit 53 transmits the determination result to the filter regeneration control unit 54 .
  • the predetermined threshold value is obtained through experiments, simulations, or the like, and is stored in the storage unit of the ECU 50 or the like.
  • the filter regeneration control unit 54 receives the determination result from the determination unit 53, and executes forced regeneration of the PM filter 42 when the first deposition amount in the PM filter 42 exceeds a predetermined threshold value.
  • the filter regeneration control unit 54 outputs a control signal to the engine 10 to operate the engine 10 in the forced regeneration operation mode, thereby forcibly regenerating the PM filter 42. play.
  • the engine 10 increases the amount of fuel injected from the injectors or performs multi-injection to increase the amount of HC (hydrocarbons) in the exhaust.
  • the HC is oxidized by the oxidation catalyst 41, and the heat of HC oxidation by the oxidation catalyst 41 is used to raise the temperature of the exhaust gas to a predetermined temperature (for example, 600° C.).
  • a predetermined temperature for example, 600° C.
  • the PM filter 42 is heated, and the PM in the PM filter 42 is removed by combustion using O 2 in the exhaust gas.
  • the filter regeneration control unit 54 causes the exhaust pipe injector to inject the additional fuel instead of injecting the additional fuel in the engine 10 or along with this. You can spray it.
  • the filter regeneration control unit 54 determines the amount of deposits in the PM filter 42 calculated by the first deposition amount calculation unit 51. Either the first deposition amount or the second deposition amount of the deposits (here, PM) in the PM filter 42 calculated by the second deposition amount calculation unit 52 may be used. A larger value of the second deposition amount may be used. However, in consideration of the respective characteristics of the calculation method of the first accumulation amount by the first accumulation amount calculation unit 51 and the calculation method of the second accumulation amount by the second accumulation amount calculation unit 52, the filter regeneration control unit 54 Either the first deposition amount or the second deposition amount may be selectively used depending on the timing of grasping the deposition amount of the deposit in the filter 42 .
  • FIG. 3 is a diagram showing the ratio of the first deposition amount to the second deposition amount.
  • the horizontal axis of FIG. 3 indicates the second deposition amount, and the vertical axis indicates the first deposition amount.
  • the ratio indicated by the slope of the solid line in FIG. 3 is "1"
  • the first deposition amount and the second deposition amount are equal.
  • the ratio exceeds 1 it means that the first deposition amount is larger than the second deposition amount.
  • the monitoring unit 55 calculates the second deposition amount for the second deposition amount. Calculate the ratio of one deposition amount.
  • the monitoring unit 55 calculates the ratio for each predetermined time interval between forced regenerations of the PM filter 42 and in regeneration intervals represented by distances. Then, the monitoring unit 55 monitors the amount of ash (mass of ash) deposited on the PM filter 42 based on the calculated ratio.
  • the slope of the dashed line shows the predetermined threshold of the ratio (Ash warning threshold).
  • a predetermined threshold value the hatched area in FIG. 3
  • the monitoring unit 55 outputs information indicating that the amount of ash deposited on the PM filter 42 is excessive (ash deposition warning information).
  • a vehicle ECU (not shown) or the like is notified.
  • a predetermined threshold value may be stored in the storage unit of the ECU 50 .
  • the monitoring unit 55 may issue an ash accumulation warning when the ratio exceeds a predetermined threshold and when the regeneration interval is equal to or less than a predetermined first distance.
  • a predetermined first distance may be stored in the storage unit of the ECU 50 .
  • FIG. 4 is a diagram showing the relationship between travel distance and reproduction interval.
  • the regeneration interval (first distance) of the ash accumulation warning line is set longer than the regeneration interval (second distance) of the dilution limit line.
  • the monitoring unit 55 issues a dilution warning indicating that the engine oil of the engine 10 has been diluted.
  • a predetermined second distance may be stored in the storage unit of the ECU 50 . Since the first distance is longer than the second distance, the ash build-up warning will always occur before the dilution warning.
  • the dilution warning is given before the ash accumulation warning is given, the occupants of the vehicle are encouraged to change the engine oil and then wash the ash. And it will be a hassle twice with the engine oil change.
  • the ash accumulation warning can prompt the occupant of the vehicle to wash the ash and replace the engine oil at the same time. Don't waste your time.
  • Each function of the ECU 46 described above is realized, for example, by the CPU referring to control programs and various data stored in the ROM, RAM, or the like.
  • the function is not limited to processing by software, and can of course be realized by a dedicated hardware circuit.
  • FIG. 5 is a flow chart showing the operation of the ECU 50 according to this embodiment.
  • the flowchart shown in FIG. 5 is, for example, executed by the ECU 50 at predetermined intervals (for example, every 100 ms) according to a computer program.
  • Each function of the determination unit 53 and the monitoring unit 55 will be described as being executed by the ECU 50 .
  • step S100 the ECU 50 determines whether the forced regeneration of the PM filter 42 has been completed.
  • the ECU 50 advances the process to step S110.
  • the forced regeneration of the PM filter 42 is not completed (S100: NO)
  • the ECU 50 terminates the series of processes of the flow in FIG.
  • step S ⁇ b>110 the ECU 50 calculates a first deposition amount of deposits in the PM filter 42 using the first deposition amount calculation unit 51 .
  • step S ⁇ b>120 the ECU 50 calculates a second deposition amount of deposits in the PM filter 42 using the second deposition amount calculation section 52 .
  • step S130 the ECU 50 determines whether or not the ratio of the first accumulation amount to the second accumulation amount exceeds a predetermined threshold. Then, when the ratio exceeds the predetermined threshold value (S130: YES), the ECU 50 advances the process to step S140. On the other hand, if the ratio is equal to or less than the predetermined threshold (S130: NO), the ECU 50 terminates the series of processes of the flow in FIG.
  • step S140 the ECU 50, for example, transmits to the vehicle ECU ash accumulation warning information indicating that the amount of ash accumulated on the PM filter 42 is excessive.
  • the vehicle ECU receives the information from the ECU 50, the vehicle ECU displays the information on the instrument panel or the like of the vehicle 1 to notify the passenger.
  • the ECU 50 prompts the passenger to wash the ash by informing the passenger of the ash accumulation warning information described above. , it is possible to prevent the dilution of the engine oil.
  • the ECU 50 determines the first deposition amount (deposition calculated based on the differential pressure across the PM filter) after regeneration of the PM filter 42 is completed when the ratio in the regeneration interval exceeds a predetermined threshold value. amount) is greater than a predetermined value, an ash accumulation warning may be issued. Even if the ratio (the ratio of the first deposition amount to the second deposition amount) exceeds the predetermined threshold value, if the first deposition amount is less than the predetermined value, the engine oil may not be diluted immediately after. This is because the amount of ash deposited on the PM filter 42 is low and the urgency to prompt ash cleaning is also low. By waiting for the first deposition amount to exceed the predetermined value, the certainty that the amount of ash deposited on the PM filter 42 is excessive increases. Therefore, it is possible to accurately give an ash accumulation warning.
  • FIG. 3 shows the forced regeneration threshold value as a predetermined value.
  • the ECU 50 monitoring unit 55
  • the ECU 50 determines whether the ratio and the first accumulation amount are within the hatched area.
  • the ECU 50 filter regeneration control unit 54
  • the ECU 50 (monitoring unit 55) issues an ash accumulation warning when the ratio in the regeneration interval (the ratio of the first accumulation amount to the second accumulation amount) exceeds a predetermined threshold value. If the ratio in each regeneration interval also exceeds a predetermined threshold, that is, if the ratio in each adjacent regeneration interval exceeds a predetermined threshold, an ash accumulation warning may be issued.
  • FIG. 6 is a diagram showing the relationship between the traveling distance and the amount of accumulated soot.
  • the horizontal axis indicates the traveling distance
  • the vertical axis indicates the accumulated soot amount, count-up status, error count number, and error status.
  • the upper limit is one count-up per one reproduction interval.
  • the ECU 50 commands an error count up if the ratio exceeds a predetermined threshold. This increments the error count by one.
  • the error status is established when the number of error counts is equal to or greater than a predetermined number of consecutive times. On the other hand, the ECU 50 resets the error count when the discontinuity occurs less than the predetermined number of times.
  • the error count number is stored in the storage section (EEPROM, for example) of the ECU 50 .
  • the error count number and error count status can be monitored by an external tool (eg, instrument panel, etc.). As shown in FIG. 6, the error status becomes "2" after two consecutive error counts, and the ECU 50 issues an ash accumulation warning. Since the number of consecutive error counts increases the certainty that the amount of ash deposited on the PM filter 42 is excessive, it is possible to reliably prevent the engine oil from being diluted.
  • the ECU 50 also calculates a travel progress rate indicating the ratio of the traveled distance from the completion of forced regeneration of the PM filter 42 to a predetermined distance regeneration threshold.
  • the ECU 50 also calculates a deposition progress rate indicating the ratio of the total deposition amount (the deposition amount based on the first deposition amount and the second deposition amount) to a predetermined deposition amount regeneration threshold.
  • the deposition progress rate may be a ratio of a predetermined ratio (the ratio of the first deposition amount to the second deposition amount) to a threshold value.
  • the ECU 50 (monitoring unit 55) calculates the ratio of the accumulation progress rate to the travel progress rate. Note that the distance reproduction threshold value and the accumulation amount reproduction threshold value are obtained through experiments, simulations, or the like, and are stored in the storage unit of the ECU 50 or the like.
  • FIG. 7 is a diagram showing the relationship between the travel progress rate and the accumulation progress rate.
  • the horizontal axis indicates the travel progress rate [%]
  • the vertical axis indicates the accumulation progress rate [%].
  • FIG. 7 shows the predetermined threshold value by the slope of the dashed line.
  • the area exceeding the inclination angle of the dashed line is defined as the dangerous area
  • the area below the inclination angle of the dashed line is defined as the safe area.
  • the ECU 50 (monitoring unit 55) issues an ash accumulation warning when the ratio of the accumulation progress rate to the travel progress rate exceeds a predetermined threshold value (when the ratio is within the danger zone).
  • the predetermined threshold value is obtained through experiments, simulations, or the like, and is stored in the storage unit of the ECU 50 or the like. For example, when the running progress rate is low and the amount of accumulated soot is close to the forced regeneration threshold, the ratio is within the danger zone and the risk of engine oil dilution is high, so an ash accumulation warning is issued. On the other hand, even if the differential pressure across the PM filter 42 is high, the ratio is within the safe range and the risk of diluting the engine oil is low, so the ash accumulation warning is not issued. This makes it possible to reliably issue an ash accumulation warning.
  • the functions of the first accumulation amount calculation unit 51, the second accumulation amount calculation unit 52, the determination unit 53, the filter regeneration control unit 54, and the monitoring unit 55 are integrated into a computer.
  • the function of the filter regeneration control unit 54 and the function of the monitoring unit 55 may be installed in separate ECUs.
  • the exhaust purification system 40 can also be applied to a gasoline engine vehicle.
  • the exhaust gas purification system 40 for an internal combustion engine a mode applied to a vehicle has been shown.
  • the exhaust gas purification system 40 according to the present invention can be applied not only to vehicles but also to other apparatuses having internal combustion engines, such as ships and aircraft.
  • the present disclosure is suitably used for vehicles equipped with a monitoring device that requires prevention of engine oil dilution.

Abstract

L'invention concerne un dispositif de surveillance et un véhicule grâce auxquels il est possible d'empêcher la dilution de l'huile moteur à l'avance. Ce dispositif de surveillance surveille la quantité de cendres déposées sur un filtre disposé dans un passage d'échappement d'un moteur à combustion interne. Le dispositif de surveillance comprend une première unité de calcul de quantité déposée qui calcule une première quantité déposée d'un dépôt déposé dans le filtre sur la base d'une différence de pression qui est la différence entre la pression exercée sur un côté amont d'échappement du filtre et la pression exercée sur un côté aval d'échappement, une seconde unité de calcul de quantité déposée qui calcule une seconde quantité déposée du dépôt déposé dans le filtre sur la base de l'historique de l'état de fonctionnement du moteur à combustion interne, et une unité de surveillance qui surveille la quantité de cendres sur la base du rapport de la première quantité déposée par rapport à la seconde quantité déposée.
PCT/JP2022/010797 2021-03-11 2022-03-11 Dispositif de surveillance et véhicule WO2022191307A1 (fr)

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JP2021-039140 2021-03-11

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005256628A (ja) * 2004-03-09 2005-09-22 Isuzu Motors Ltd 排気ガス浄化システム
JP2010025043A (ja) * 2008-07-23 2010-02-04 Mazda Motor Corp パティキュレートフィルタ再生装置
WO2011155587A1 (fr) * 2010-06-11 2011-12-15 いすゞ自動車株式会社 Système dpf
JP2013231376A (ja) * 2012-04-27 2013-11-14 Iseki & Co Ltd 作業車両
JP2017025717A (ja) * 2015-07-16 2017-02-02 いすゞ自動車株式会社 微粒子捕集装置のｐｍ再生制御システム、内燃機関、及び微粒子捕集装置のｐｍ再生制御方法
WO2017047349A1 (fr) * 2015-09-15 2017-03-23 株式会社豊田自動織機 Dispositif de purification des gaz d'échappement
JP2019190348A (ja) * 2018-04-24 2019-10-31 株式会社クボタ ディーゼルエンジンの排気処理装置
WO2020066931A1 (fr) * 2018-09-28 2020-04-02 いすゞ自動車株式会社 Dispositif d'estimation et véhicule

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005256628A (ja) * 2004-03-09 2005-09-22 Isuzu Motors Ltd 排気ガス浄化システム
JP2010025043A (ja) * 2008-07-23 2010-02-04 Mazda Motor Corp パティキュレートフィルタ再生装置
WO2011155587A1 (fr) * 2010-06-11 2011-12-15 いすゞ自動車株式会社 Système dpf
JP2013231376A (ja) * 2012-04-27 2013-11-14 Iseki & Co Ltd 作業車両
JP2017025717A (ja) * 2015-07-16 2017-02-02 いすゞ自動車株式会社 微粒子捕集装置のｐｍ再生制御システム、内燃機関、及び微粒子捕集装置のｐｍ再生制御方法
WO2017047349A1 (fr) * 2015-09-15 2017-03-23 株式会社豊田自動織機 Dispositif de purification des gaz d'échappement
JP2019190348A (ja) * 2018-04-24 2019-10-31 株式会社クボタ ディーゼルエンジンの排気処理装置
WO2020066931A1 (fr) * 2018-09-28 2020-04-02 いすゞ自動車株式会社 Dispositif d'estimation et véhicule

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