JP2009167952A - Exhaust gas temperature raising device of non-supercharged engine with dpf - Google Patents

Exhaust gas temperature raising device of non-supercharged engine with dpf Download PDF

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JP2009167952A
JP2009167952A JP2008008703A JP2008008703A JP2009167952A JP 2009167952 A JP2009167952 A JP 2009167952A JP 2008008703 A JP2008008703 A JP 2008008703A JP 2008008703 A JP2008008703 A JP 2008008703A JP 2009167952 A JP2009167952 A JP 2009167952A
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dpf
engine
exhaust
orifice
passage
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Kazunobu Sawazaki
和宣 澤崎
Taido Aoki
泰道 青木
Hiroyuki Ueda
裕之 上田
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Mitsubishi Heavy Industries Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust gas temperature raising device of a non-supercharged engine with a DPF capable of inexpensively and easily regenerating the DPF without a problem such as the deterioration of intake efficiency like as intake throttling, by stably raising exhaust gas temperature during the regeneration of the DPF. <P>SOLUTION: The exhaust gas temperature raising device is provided with the DPF (a graphite removing device) 12. The non-supercharged engine equipped with an EGR passage connecting an exhaust port and an intake port, and a main opening/closing valve installed in the EGR passage and changing a passage area of the EGR passage, comprises an orifice 9 in the EGR passage, a bypass passage 7 coupling an inlet of the orifice and an outlet of the orifice while bypassing the orifice, and a sub bypass valve 8 installed in the bypass passage and controls its opening to raise the exhaust gas temperature of the engine according to a hole diameter of the orifice under no-load of the engine. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、比較的小型のディーゼルエンジンのＤＰＦ（黒煙除去装置）の再生装置に用いられ、排気通路にＤＰＦを備えて、排気ポートと吸気ポートとを接続するＥＧＲ通路、及びＥＧＲ通路の通路面積を変化させる開閉弁を備えた無過給エンジンにおいて、排気温度を上昇させることにより前記ＤＰＦに収集されたパティキュレートを燃焼させるＤＰＦ付き無過給エンジンの排気温度上昇装置に関する。   The present invention is used in a regenerator for a DPF (black smoke removal device) of a relatively small diesel engine, and includes an EGR passage having a DPF in an exhaust passage and connecting an exhaust port and an intake port, and a passage of the EGR passage The present invention relates to a non-supercharged engine having an on-off valve that changes an area, and an exhaust temperature raising device for a non-supercharged engine with a DPF that burns particulates collected in the DPF by raising an exhaust temperature.

ディーゼルエンジンの排気ガス中のパティキュレート（微小固形物、以下ＰＭという）を除去するＤＰＦ（黒煙除去装置）が設けられているＥＧＲ（排気ガス再循環装置）付きディーゼルエンジンにおいて、図６に示すように、エンジン１００の各シリンダ１からの排気ガスを排気ポート２から排気管２ａに流し、該排気管２ａに設けられたＤＰＦ（黒煙除去装置）１２によって排気ガス中のＰＭを捕獲している。
一方、前記排気管２ａのＤＰＦ上流側から分岐されたＥＧＲ管５は、エンジン１００の吸気ポート３に連通される吸気管３ａに接続されている。該ＥＧＲ管５にはＥＧＲガスを冷却するＥＧＲクーラ１０ａが設置され、また、該ＥＧＲ管５にはその通路面積を変化させるＥＧＲ弁１０が設置されている。１１は吸気のエアクリーナである。 FIG. 6 shows a diesel engine with an EGR (exhaust gas recirculation device) provided with a DPF (black smoke removal device) for removing particulates (micro solids, hereinafter referred to as PM) in exhaust gas of a diesel engine. As described above, exhaust gas from each cylinder 1 of the engine 100 flows from the exhaust port 2 to the exhaust pipe 2a, and PM in the exhaust gas is captured by the DPF (black smoke removal device) 12 provided in the exhaust pipe 2a. Yes.
On the other hand, the EGR pipe 5 branched from the DPF upstream side of the exhaust pipe 2 a is connected to an intake pipe 3 a communicating with the intake port 3 of the engine 100. The EGR pipe 5 is provided with an EGR cooler 10a for cooling EGR gas, and the EGR pipe 5 is provided with an EGR valve 10 for changing the passage area. Reference numeral 11 denotes an intake air cleaner.

かかるエンジン１００では、エンジン１００の負荷運転時に前記ＥＧＲ弁１０を開き、排気管２ａ内のガスをＥＧＲガスとしてＥＧＲ管５に流し、該ＥＧＲガスはＥＧＲクーラ１０ａにて降温されて吸気管３ａ内の吸気に混入して、各シリンダ１に供給され、各シリンダ１内の燃焼温度を低下させることにより、排気ガス中のＮＯｘの発生を抑制している。   In such an engine 100, during the load operation of the engine 100, the EGR valve 10 is opened, and the gas in the exhaust pipe 2a is caused to flow as EGR gas to the EGR pipe 5, and the EGR gas is cooled by the EGR cooler 10a and is discharged into the intake pipe 3a. The mixture is supplied to each cylinder 1 and supplied to each cylinder 1 to reduce the combustion temperature in each cylinder 1, thereby suppressing the generation of NOx in the exhaust gas.

しかしながら、かかるディーゼルエンジンにおいては、周知のように、前記ＤＰＦにおけるＰＭの堆積量が増加して該ＤＰＦ出入口間の排気ガスの差圧が増加すると、エンジン背圧即ちＤＰＦ入口排気圧力と燃焼室内の圧力との圧力差が大きくなって、ＤＰＦ差圧の上昇によるエンジン出力の低下や排気温度の過大な上昇等の問題点が発生する。
このような問題を回避するため、ＤＰＦの強制再生では、筒内の燃焼に寄与しない噴射タイミングで燃料を噴射する方式、排気管に燃料を添加する方式が多く用いられている。これらは、後処理装置に未燃成分を供給し、触媒反応にてＤＰＦ入口温度を昇温することにより、ＤＰＦに収集されたＰＭを燃焼除去する方式である。
また、燃焼用バーナを用いて、ＤＰＦに流入する排気ガス中で火炎を発生させることにより、直接加熱する方式もある。 However, in such a diesel engine, as is well known, when the PM accumulation amount in the DPF increases and the differential pressure of the exhaust gas between the DPF inlet and outlet increases, the engine back pressure, that is, the DPF inlet exhaust pressure and the combustion chamber internal pressure are increased. The pressure difference from the pressure increases, and problems such as a decrease in engine output due to an increase in the DPF differential pressure and an excessive increase in exhaust temperature occur.
In order to avoid such a problem, in the forced regeneration of the DPF, a method of injecting fuel at an injection timing that does not contribute to in-cylinder combustion and a method of adding fuel to the exhaust pipe are often used. These are systems in which unburned components are supplied to the aftertreatment device, and the PM collected in the DPF is burned and removed by raising the DPF inlet temperature by catalytic reaction.
There is also a method of directly heating by using a combustion burner and generating a flame in the exhaust gas flowing into the DPF.

このようなＤＰＦ再生装置に、特許文献１（特許第３３４１８００号公報）及び特許文献２（特開平８−２６０９４４号公報）等で提供されている技術がある。
特許文献１及び２においては、排気通路に設けられたＤＰＦを、ＤＰＦの上流側に燃料噴射ノズル及び点火プラグを有するバーナ燃焼室が配設され、前記ＤＰＦに連結する通路とバーナ燃焼室との接続部に第２のＤＰＦが配設されたことを特徴としている。 As such a DPF regeneration device, there is a technique provided in Patent Document 1 (Japanese Patent No. 3341800), Patent Document 2 (Japanese Patent Laid-Open No. 8-260944), and the like.
In Patent Documents 1 and 2, a DPF provided in an exhaust passage is provided with a burner combustion chamber having a fuel injection nozzle and a spark plug on the upstream side of the DPF, and a passage connected to the DPF and the burner combustion chamber A feature is that a second DPF is disposed in the connection portion.

特許第３３４１８００号公報Japanese Patent No. 3341800 特開平８−２６０９４４号公報JP-A-8-260944

図６に示されているような、排気ガス通路に排気ガス中のＰＭを除去するＤＰＦが設けられているエンジンにおいては、前記のようなＰＭの強制再生手段が多く用いられ、かかるＰＭの強制再生手段では、筒内燃料噴射や排気管内の軽油添加により、排気ガス後処理装置即ちＤＰＦに未燃成分を供給し、触媒反応によってＤＰＦの入口温度を昇温させ、ＤＰＦにおいて捕集されたＰＭを燃焼させて除去している。   In an engine provided with a DPF for removing PM in exhaust gas in an exhaust gas passage as shown in FIG. 6, the above-mentioned forced regeneration means for PM is often used. In the regeneration means, unburned components are supplied to the exhaust gas aftertreatment device, that is, the DPF by in-cylinder fuel injection or addition of light oil in the exhaust pipe, and the inlet temperature of the DPF is raised by catalytic reaction, and the PM collected in the DPF It is removed by burning.

前記のように、ＤＰＦ
でＰＭを燃焼させる場合、特許文献１（特許第３３４１８００号公報）及び特許文献２（特開平８−２６０９４４号公報）等においては、ＤＰＦの上流側に燃料噴射ノズル及び点火プラグを有するバーナ燃焼室が備わっており、特に点火プラグにはＰｔ等の高コストな材料を用いられているため、比較的小型の農業用のディーゼルエンジンにおいては、さらに低コストでＤＰＦ再生機能が優れたＤＰＦ再生装置の提供が望まれる。 As mentioned above, DPF
In a case where PM is burned by a burner, in Patent Document 1 (Japanese Patent No. 3341800) and Patent Document 2 (Japanese Patent Laid-Open No. 8-260944), etc., a burner combustion chamber having a fuel injection nozzle and a spark plug upstream of the DPF In particular, because spark plugs are made of high-cost materials such as Pt, relatively small-sized agricultural diesel engines have a DPF regenerator with excellent DPF regeneration function at a lower cost. Offer is desired.

そこで、ＤＰＦ でＰＭを強制燃焼させるためには、ＤＰＦに送り込む排気ガスの温度を、ＰＭの燃焼温度まで上昇させる必要がある。
さらに、酸化触媒と排気管内の燃料噴射により、排気ガスの燃焼を行う場合でも、最低でも約２００〜２５０℃の排気ガス温度が必要となる。
従って、エンジンの無負荷状態で排気ガス温度を前記２５０℃（５２３Ｋ）以上に安定的に保持すれば、従来の吸気絞りのように、吸気効率を下げることなく、また、低温始動による排気温度の上昇によって白煙の低減、及び筒内温度の上昇による始動性の改善できるというメリットがある。 Therefore, in order to forcibly burn PM with the DPF, it is necessary to raise the temperature of the exhaust gas fed into the DPF to the combustion temperature of the PM.
Furthermore, even when the exhaust gas is burned by the oxidation catalyst and the fuel injection in the exhaust pipe, an exhaust gas temperature of about 200 to 250 ° C. is required at the minimum.
Therefore, if the exhaust gas temperature is stably maintained at 250 ° C. (523 K) or more in a no-load state of the engine, the exhaust temperature can be reduced without lowering the intake efficiency as in the case of the conventional intake throttle. There is an advantage that the white smoke can be reduced and the startability can be improved by increasing the in-cylinder temperature.

本発明はかかる従来技術の課題に鑑み、ＤＰＦの再生時に排気温度を安定的に上昇させることにより、ＤＰＦの再生を、低コストで容易に且つ吸気絞りのように吸気効率を下げる等の弊害を伴うことなく行い得るＤＰＦ付き無過給エンジンの排気温度上昇装置を提供することを目的とする。   In view of the problems of the prior art, the present invention stably raises the exhaust temperature at the time of regeneration of the DPF, so that the regeneration of the DPF can be easily performed at a low cost and the intake efficiency is lowered like the intake throttle. An object of the present invention is to provide an exhaust temperature raising device for a non-supercharged engine with a DPF that can be performed without being accompanied.

本発明はかかる課題を解決するもので、排気ポートに連なる排気通路にＤＰＦ（黒鉛除去装置）を備え、排気ポートと吸気ポートとを接続するＥＧＲ通路、及び前記ＥＧＲ通路に設置されて該ＥＧＲ通路の通路面積を変化させるメイン開閉弁を備えた無過給エンジンにおいて、前記ＥＧＲ通路にオリフィスと、該オリフィスの入口とオリフィスの出口とを該オリフィスをバイパスして連結するバイパス通路と、該バイパス通路に設置されて、エンジンの無負荷時に前記オリフィスの孔径に対応してその開度を前記エンジンの排気温度が上昇するように制御するサブバイパス弁を備えたことを特徴とする（請求項１）。   The present invention solves such a problem. An EGR passage is provided with a DPF (graphite removing device) in an exhaust passage connected to an exhaust port, and is connected to the exhaust port and the intake port. The EGR passage is installed in the EGR passage. In a non-supercharged engine having a main on-off valve that changes the passage area of the EGR passage, an orifice is connected to the EGR passage, and a bypass passage that connects the inlet and the outlet of the orifice by bypassing the orifice, and the bypass passage And a sub-bypass valve that controls the opening degree of the orifice so that the exhaust temperature of the engine rises in accordance with the hole diameter of the orifice when the engine is not loaded (Claim 1). .

かかる発明において、好ましくは次のように構成する。
（１）前記エンジンの無負荷時に前記オリフィスの孔径に対応して前記サブバイパス弁の開度を前記エンジンの排気温度が上昇するように制御するコントローラを備える（請求項２）。
（２）前記コントローラは、前記メイン開閉弁とサブバイパス弁との開度を、該メイン開閉弁及びサブバイパス弁の開度が全開の時と、前記メイン開閉弁が全開で前記サブバイパス弁が全閉の時との間で前記排気温度を制御する（請求項３）。 In this invention, the following configuration is preferable.
(1) A controller is provided for controlling the opening of the sub-bypass valve so that the exhaust temperature of the engine rises corresponding to the hole diameter of the orifice when the engine is not loaded.
(2) The controller determines the opening degrees of the main opening / closing valve and the sub bypass valve when the opening degrees of the main opening / closing valve and the sub bypass valve are fully open, and when the main opening / closing valve is fully open, The exhaust gas temperature is controlled between when it is fully closed.

また、本発明は、次のように構成することもできる。
排気ポートに連なる排気通路にＤＰＦ（黒鉛除去装置）を備え、排気ポートと吸気ポートとを接続するＥＧＲ通路、及び前記ＥＧＲ通路に設置されて該ＥＧＲ通路の通路面積を変化させるＥＧＲ弁を備えた無過給エンジンにおいて、前記ＥＧＲ弁の開度をエンジンの無負荷時に前記エンジンの排気温度が許容温度範囲まで上昇させ該許容温度範囲に維持するコントローラを備えたことを特徴とする（請求項４）。 The present invention can also be configured as follows.
The exhaust passage connected to the exhaust port is provided with a DPF (graphite removing device), an EGR passage connecting the exhaust port and the intake port, and an EGR valve installed in the EGR passage to change the passage area of the EGR passage. In the non-supercharged engine, a controller is provided that increases the exhaust temperature of the EGR valve to an allowable temperature range when the engine is not loaded and maintains the exhaust gas temperature within the allowable temperature range. ).

本発明によれば、ＥＧＲ通路にオリフィスと、該オリフィスの入口とオリフィスの出口とを該オリフィスをバイパスして連結するバイパス通路と、エンジンの無負荷時にオリフィスの孔径に対応してその開度を前記エンジンの排気温度が上昇するように制御するサブバイパス弁をバイパス通路に設け（請求項１）、好ましくは、エンジンの無負荷時に前記オリフィスの孔径に対応してサブバイパス弁の開度をエンジンの排気温度が上昇するように制御するコントローラで前記制御を行うようにしたので（請求項２）、エンジンの無負荷時にエンジン回転数を上げ、この回転数を前記排気ガスの強制燃焼を行う際の最低でも約２００〜２５０℃以上に、排気ガス温度がなるように上昇せしめることができる。   According to the present invention, an orifice is connected to the EGR passage, the bypass passage connecting the orifice inlet and the orifice outlet by bypassing the orifice, and the opening degree of the orifice corresponding to the orifice diameter when the engine is not loaded. A sub-bypass valve for controlling the exhaust temperature of the engine to rise is provided in the bypass passage (Claim 1). Preferably, the opening degree of the sub-bypass valve is set according to the hole diameter of the orifice when the engine is not loaded. Since the control is performed by the controller that controls the exhaust temperature of the engine to rise (Claim 2), when the engine is not loaded, the engine speed is increased, and when the exhaust gas is forcibly burned, The exhaust gas temperature can be raised to about 200 to 250 ° C. or more at a minimum.

そして、ＥＧＲ通路に設けたオリフィスを通る排気ガス量と、前記オリフィスの出入口間をバイパスするバイパス通路のサブバイパス弁を通るバイパス排気ガス量との関係を、前記コントローラの制御によって保持して、排気ガス量とバイパス排気ガス量との関係を、
前記排気ガス温度が所定の目標とする排気ガス温度範囲に保持させる。
この場合、前記無過給エンジンであるので、排気ポート側の方が吸気ポート側よりも圧力が高いので、排気ガスはＥＧＲ通路を通って容易に吸気ポート側に流すことができる。
従って、本発明によれば、従来の吸気絞りのように、吸気効率を下げることがなく、また、低温始動時による排気温度の上昇によって白煙の低減、及び筒内温度の上昇による始動性の改善できるという効果がある。
そして、かかる高温の排気ガス温度の排気ガスを前記ＤＰＦ（黒鉛除去装置）に送り込み、ＤＰＦ中のＰＭを燃焼させる。 The relationship between the amount of exhaust gas passing through the orifice provided in the EGR passage and the amount of bypass exhaust gas passing through the sub-bypass valve of the bypass passage bypassing between the inlet and outlet of the orifice is maintained by the control of the controller, The relationship between gas volume and bypass exhaust gas volume
The exhaust gas temperature is maintained within a predetermined target exhaust gas temperature range.
In this case, since the non-supercharged engine is used, the pressure on the exhaust port side is higher than that on the intake port side, so that the exhaust gas can easily flow through the EGR passage to the intake port side.
Therefore, according to the present invention, unlike the conventional intake throttle, the intake efficiency is not lowered, the white smoke is reduced by the increase of the exhaust temperature during the low temperature start, and the startability by the increase of the in-cylinder temperature. There is an effect that it can be improved.
Then, the exhaust gas having such a high exhaust gas temperature is sent to the DPF (graphite removing device), and PM in the DPF is combusted.

また、前記コントローラは、メイン開閉弁とサブバイパス弁との開度を、該メイン開閉弁及びサブバイパス弁の開度が全開の時と、前記メイン開閉弁が全開で前記サブバイパス弁が全閉の時との間で前記排気温度を制御するので（請求項２）、排気温度を上げるときはメイン開閉弁及びサブバイパス弁を開いてＥＧＲ量を増加し、前記排気温度が目標値に達すると前記サブバイパス弁を閉じるという動作を繰り返すことにより、排気温度を目標値の範囲に保持できる。   Further, the controller sets the opening degrees of the main opening / closing valve and the sub bypass valve when the opening degrees of the main opening / closing valve and the sub bypass valve are fully open, and when the main opening / closing valve is fully open and the sub bypass valve is fully closed. (Claim 2), when increasing the exhaust temperature, the main on-off valve and the sub bypass valve are opened to increase the EGR amount, and when the exhaust temperature reaches the target value By repeating the operation of closing the sub-bypass valve, the exhaust temperature can be maintained within the target value range.

また、ＥＧＲ弁を備えた無過給エンジンにおいて、ＥＧＲ弁の開度をエンジンの無負荷時にエンジンの排気温度が許容温度範囲まで上昇させ該許容温度範囲に維持するコントローラを備えれば（請求項４）、無負荷時にエンジンのＥＧＲ量を増加させて排気温度を許容の温度範囲まで上昇させることにより、ＤＰＦ中のＰＭの燃焼を可能とし、その温度範囲で保持させて、かかる高温になった排気ガス温度の排気ガスを前記ＤＰＦ（黒鉛除去装置）に送り込み、ＤＰＦ中のＰＭを燃焼させる。   Further, in a non-supercharged engine equipped with an EGR valve, a controller is provided that raises the opening of the EGR valve to an allowable temperature range when the engine is not loaded and maintains the engine exhaust temperature within the allowable temperature range. 4) By increasing the EGR amount of the engine when no load is applied and raising the exhaust temperature to an allowable temperature range, the PM in the DPF can be burned and maintained in that temperature range, and the temperature has become high. Exhaust gas having an exhaust gas temperature is sent to the DPF (graphite removing device), and PM in the DPF is combusted.

以下、本発明を図に示した実施例を用いて詳細に説明する。但し、この実施例に記載されている構成部品の寸法、材質、形状、その相対配置などは特に特定的な記載がない限り、この発明の範囲をそれのみに限定する趣旨ではなく、単なる説明例にすぎない。   Hereinafter, the present invention will be described in detail with reference to the embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.

図１は本発明の第１実施例に係るＤＰＦ付き無過給ディーゼルエンジンの排気温度上昇装置の平面図である。
図１において、エンジン１００の各シリンダ１からの排気ガスを排気ポート２から排気管２ａに流し、該排気管２ａに設けられたＤＰＦ（黒煙除去装置）１２によって排気ガス中のＰＭを捕獲している。
一方、前記排気管２ａのＤＰＦ上流側から分岐されたＥＧＲ管５は、エンジン１００の吸気ポート３に連通される吸気管３ａに接続されている。前記ＥＧＲ管５には、排気温度を高温に保持するため、ＥＧＲクーラは設けていない。 FIG. 1 is a plan view of an exhaust temperature raising device for a non-supercharged diesel engine with a DPF according to a first embodiment of the present invention.
In FIG. 1, exhaust gas from each cylinder 1 of the engine 100 flows from an exhaust port 2 to an exhaust pipe 2a, and PM in the exhaust gas is captured by a DPF (black smoke removal device) 12 provided in the exhaust pipe 2a. ing.
On the other hand, the EGR pipe 5 branched from the DPF upstream side of the exhaust pipe 2 a is connected to an intake pipe 3 a communicating with the intake port 3 of the engine 100. The EGR pipe 5 is not provided with an EGR cooler in order to keep the exhaust temperature at a high temperature.

前記ＥＧＲ管５には、該ＥＧＲ管５の管路を開閉するバタフライ式のメインバタフライ弁６が設けられ、該メインバタフライ弁６の吸気ポート３側には、通過孔９ａが穿孔されたオリフィス９が設けられている。
前記オリフィス９は、図５に示すように、通過孔９ａの孔径が大きくなると流量が増して排気温度が上昇するようになっており、オリフィス９の通過孔９ａの孔径と後述するサブバイパス弁８との関係で排気温度が決まる。
また、該オリフィス９の入口とオリフィス９の出口とを該オリフィス９をバイパスして連結するバイパス通路７が設けられ、該バイパス通路７を開閉するサブバイパス弁８が設けられている。 The EGR pipe 5 is provided with a butterfly-type main butterfly valve 6 that opens and closes a pipe line of the EGR pipe 5, and an orifice 9 having a passage hole 9 a formed on the intake port 3 side of the main butterfly valve 6. Is provided.
As shown in FIG. 5, the orifice 9 is configured such that when the diameter of the passage hole 9a is increased, the flow rate is increased and the exhaust temperature is increased. The diameter of the passage hole 9a of the orifice 9 and the sub-bypass valve 8 to be described later. The exhaust temperature is determined by the relationship.
Further, a bypass passage 7 for connecting the inlet of the orifice 9 and the outlet of the orifice 9 by bypassing the orifice 9 is provided, and a sub-bypass valve 8 for opening and closing the bypass passage 7 is provided.

１３はコントローラで、前記ＤＰＦ１２の上流側の排気圧力Ｐ１, ＤＰＦ１２の下流側の排気圧力Ｐ２、及びＤＰＦ１２入口の排気温度Ｔ１の検出値が入力され、かかる検出値に基づき前記メインバタフライ弁６及びサブバイパス弁８の開度を制御する。   Reference numeral 13 denotes a controller to which the exhaust pressure P1 on the upstream side of the DPF 12, the exhaust pressure P2 on the downstream side of the DPF 12, and the detected value of the exhaust temperature T1 at the inlet of the DPF 12 are inputted. The opening degree of the bypass valve 8 is controlled.

かかる実施例によれば、ＥＧＲ通路５に通過孔９ａが穿孔されたオリフィス９を設け、該オリフィス９の入口とオリフィス９の出口とを該オリフィス９をバイパスして連結するバイパス通路７を設け、該バイパス通路７にはサブバイパス弁８を設けている。
そして、エンジン１００の無負荷時には、オリフィス９の通過孔９ａの孔径に対応して、サブバイパス弁８の開度を、コントローラ１３でエンジン排気温度が上昇するように制御するようにしている。
従って、エンジンの無負荷時にはエンジン回転数を上げ、この回転数を前記排気温度Ｔ１の検出値により制御し、該排気温度Ｔ１が排気ガスの強制燃焼を行う際の約２００〜２５０℃以上になるように上昇せしめる。
この場合、前記エンジン１００は無過給エンジンであることから、排気ポート２側の方が吸気ポート３側よりも圧力が高いので、排気ガスはＥＧＲ通路を通って容易に吸気ポート側に流れる。
よって、かかる実施例によれば、従来の吸気絞りのように、吸気効率を下げることがなく、また、低温始動時における排気温度の上昇によって白煙の低減、及び筒内温度の上昇による始動性の改善できるという効果がある。 According to this embodiment, the EGR passage 5 is provided with an orifice 9 having a passage hole 9a, and the bypass passage 7 for connecting the inlet of the orifice 9 and the outlet of the orifice 9 by bypassing the orifice 9 is provided. The bypass passage 7 is provided with a sub bypass valve 8.
When the engine 100 is not loaded, the opening degree of the sub bypass valve 8 is controlled by the controller 13 so as to increase the engine exhaust temperature corresponding to the diameter of the passage hole 9a of the orifice 9.
Therefore, when the engine is not loaded, the engine speed is increased, and the engine speed is controlled by the detected value of the exhaust temperature T1, and the exhaust temperature T1 is about 200 to 250 ° C. or higher when forced combustion of exhaust gas is performed. Raise like so.
In this case, since the engine 100 is a non-supercharged engine, the pressure on the exhaust port 2 side is higher than that on the intake port 3 side, so that the exhaust gas easily flows to the intake port side through the EGR passage.
Therefore, according to such an embodiment, unlike the conventional intake throttle, the intake efficiency is not lowered, the white smoke is reduced by the rise of the exhaust temperature at the low temperature start, and the startability by the rise of the in-cylinder temperature. There is an effect that can be improved.

そして、ＥＧＲ通路５に設けたオリフィス９の通過孔９ａを通る排気ガス量と、前記オリフィス９の出入口間をバイパスするバイパス通路７のサブバイパス弁８を通るバイパス排気ガス量との関係を、次のようにして制御する。
即ち、図２において、ＤＰＦ再生期間においては、前記コントローラ１３の制御によって、メインバタフライ弁６及びサブバイパス弁８の開度を上昇し、排気温度を上げる。
そして、排気温度が最大温度Ｔｍｘになったらサブバイパス弁８を閉じて排気温度を下げ、また排気温度が最小温度Ｔｍｉになったらサブバイパス弁８を開いて排気温度を上げる。この動作を繰り返すことにより排気温度を、前記最大温度Ｔｍｘと最小温度Ｔｍｉの間、つまり排気温度を目標値の範囲に保持できる。
そして、かかる高温の排気ガス温度の排気ガスを前記ＤＰＦ１２（黒鉛除去装置）に送り込み、ＤＰＦ１２中のＰＭを燃焼させる。 The relationship between the amount of exhaust gas passing through the passage hole 9a of the orifice 9 provided in the EGR passage 5 and the amount of bypass exhaust gas passing through the sub bypass valve 8 of the bypass passage 7 that bypasses between the inlet and outlet of the orifice 9 is as follows. Control as follows.
That is, in FIG. 2, during the DPF regeneration period, the opening of the main butterfly valve 6 and the sub bypass valve 8 is increased by the control of the controller 13, and the exhaust temperature is raised.
When the exhaust temperature reaches the maximum temperature Tmx, the sub bypass valve 8 is closed to lower the exhaust temperature, and when the exhaust temperature reaches the minimum temperature Tmi, the sub bypass valve 8 is opened to increase the exhaust temperature. By repeating this operation, the exhaust temperature can be maintained between the maximum temperature Tmx and the minimum temperature Tmi, that is, the exhaust temperature is within the target value range.
Then, the exhaust gas having such a high exhaust gas temperature is sent to the DPF 12 (graphite removing device), and PM in the DPF 12 is combusted.

尚、前記サブバイパス弁８を、エンジン１００の無負荷運転時に前記オリフィス９の通路孔９ａの孔径に対応して、その開度を前記エンジン１００の排気温度が上昇するように制御し、且つ、排気温度が最大温度Ｔｍｘになったらサブバイパス弁８を閉じ、そして排気温度が最小温度Ｔｍｉになったらサブバイパス弁８を開いて、排気温度を上げる動作を繰り返し行うように構成すれば、前記コントローラ１３を省略することも出来る。   The opening of the sub-bypass valve 8 is controlled so that the exhaust temperature of the engine 100 rises corresponding to the diameter of the passage hole 9a of the orifice 9 during no-load operation of the engine 100; If the sub-bypass valve 8 is closed when the exhaust gas temperature reaches the maximum temperature Tmx, and the sub-bypass valve 8 is opened when the exhaust gas temperature reaches the minimum temperature Tmi to repeat the operation of raising the exhaust gas temperature, the controller 13 can also be omitted.

図３は本発明の第２実施例に係るＤＰＦ付き無過給ディーゼルエンジンの平面構成図である。
この第２実施例においては、図３に示すように、エンジン１００の各シリンダ１からの排気ガスを排気ポート２から排気管２ａに流し、該排気管２ａに設けられたＤＰＦ（黒煙除去装置）１２によって排気ガス中のＰＭを捕獲している。
一方、前記排気管２ａのＤＰＦ上流側から分岐されたＥＧＲ管５は、エンジン１００の吸気ポート３に連通される吸気管３ａに接続されている。前記ＥＧＲ管５には、排気温度を高温に保持するため、ＥＧＲクーラは設けていない。
また、該ＥＧＲ管５にはその通路面積を変化させるＥＧＲ弁１０が設置されている。１１は吸気のエアクリーナである。 FIG. 3 is a plan view of a non-supercharged diesel engine with DPF according to a second embodiment of the present invention.
In the second embodiment, as shown in FIG. 3, the exhaust gas from each cylinder 1 of the engine 100 is caused to flow from the exhaust port 2 to the exhaust pipe 2a, and a DPF (black smoke removing device) provided in the exhaust pipe 2a. ) To capture PM in the exhaust gas.
On the other hand, the EGR pipe 5 branched from the DPF upstream side of the exhaust pipe 2 a is connected to an intake pipe 3 a communicating with the intake port 3 of the engine 100. The EGR pipe 5 is not provided with an EGR cooler in order to keep the exhaust temperature at a high temperature.
The EGR pipe 5 is provided with an EGR valve 10 that changes its passage area. Reference numeral 11 denotes an intake air cleaner.

１３はコントローラで、前記ＤＰＦ１２の上流側の排気圧力Ｐ１, ＤＰＦ１２の下流側の排気圧力Ｐ２、及びＤＰＦ１２入口の排気温度Ｔ１の検出値が入力され、かかる検出値に基づき前記ＥＧＲ弁１０の開度を制御する。   Reference numeral 13 denotes a controller to which detection values of the exhaust pressure P1 upstream of the DPF 12, the exhaust pressure P2 downstream of the DPF 12, and the exhaust temperature T1 at the inlet of the DPF 12 are input, and the opening of the EGR valve 10 is based on the detection values. To control.

この実施例においては、無負荷運転時にエンジン１００の回転数を上昇させ、ＥＧＲ管５のＥＧＲ弁１０の開度を増大して、ＥＧＲ量を増加させることにより、排気温度を上昇させる。
即ち図４において、ＤＰＦ再生期間においては、前記コントローラ１３の制御によって、ＥＧＲ弁１０の開度を増加させ、排気温度を上げて、排気温度が最大温度Ｔｍｘと最小温度Ｔｍｉの間の目標温度域の範囲に保持できる。
そして、かかる高温の排気ガス温度の排気ガスを前記ＤＰＦ１２（黒鉛除去装置）に送り込み、ＤＰＦ１２中のＰＭを燃焼させる。 In this embodiment, the exhaust temperature is raised by increasing the number of revolutions of the engine 100 during no-load operation, increasing the opening degree of the EGR valve 10 of the EGR pipe 5 and increasing the EGR amount.
That is, in FIG. 4, during the DPF regeneration period, the controller 13 controls to increase the opening degree of the EGR valve 10 and raise the exhaust temperature so that the exhaust temperature is within the target temperature range between the maximum temperature Tmx and the minimum temperature Tmi. Can be kept within the range.
Then, the exhaust gas having such a high exhaust gas temperature is sent to the DPF 12 (graphite removing device), and PM in the DPF 12 is combusted.

本発明によれば、ＤＰＦの再生時に排気温度を安定的に上昇させることにより、ＤＰＦの再生を、低コストで容易に且つ吸気絞りのように吸気効率を下げる等の弊害を伴うことなく行い得るＤＰＦ付き無過給エンジンの排気温度上昇装置を提供できる。   According to the present invention, by stably raising the exhaust temperature during regeneration of the DPF, the regeneration of the DPF can be easily performed at a low cost without causing any adverse effects such as lowering the intake efficiency like the intake throttle. An exhaust temperature raising device for a non-supercharged engine with a DPF can be provided.

本発明の第１実施例に係るＤＰＦ付き無過給ディーゼルエンジンの排気温度上昇装置の平面図である。It is a top view of the exhaust temperature raising apparatus of the non-supercharged diesel engine with DPF which concerns on 1st Example of this invention. 前記第１実施例における排気温度の変化線図である。It is a change line figure of exhaust temperature in the 1st example. 本発明の第２実施例に係るＤＰＦ付き無過給ディーゼルエンジンの平面構成図である。It is a plane block diagram of the non-supercharged diesel engine with DPF which concerns on 2nd Example of this invention. 前記第２実施例における排気温度の変化線図である。It is a change line figure of exhaust temperature in the 2nd example. オリフィスの排気温度の変化線図である。It is a change line figure of the exhaust temperature of an orifice. 従来のＥＧＲ及びＤＰＦ付き無過給ディーゼルエンジンの平面構成図である。It is a plane block diagram of the conventional non-supercharged diesel engine with EGR and DPF.

符号の説明Explanation of symbols

１ シリンダ
２ 排気ポート
２ａ 排気管
３ 吸気ポート
３ａ 吸気管
５ ＥＧＲ管
６ メインバタフライ弁
７ バイパス通路
８ サブバイパス弁
９ オリフィス
９ａ 通過孔
１０ ＥＧＲ弁
１２ ＤＰＦ（黒煙除去装置）
１３ コントローラ
１００ エンジン DESCRIPTION OF SYMBOLS 1 Cylinder 2 Exhaust port 2a Exhaust pipe 3 Intake port 3a Intake pipe 5 EGR pipe 6 Main butterfly valve 7 Bypass passage 8 Sub bypass valve 9 Orifice 9a Passing hole 10 EGR valve 12 DPF (black smoke removal device)
13 Controller 100 Engine

Claims (4)

排気ポートに連なる排気通路にＤＰＦ（黒鉛除去装置）を備え、排気ポートと吸気ポートとを接続するＥＧＲ通路、及び前記ＥＧＲ通路に設置されて該ＥＧＲ通路の通路面積を変化させるメイン開閉弁を備えた無過給エンジンにおいて、前記ＥＧＲ通路にオリフィスと、該オリフィスの入口とオリフィスの出口とを該オリフィスをバイパスして連結するバイパス通路と、該バイパス通路に設置されて、エンジンの無負荷時に前記オリフィスの孔径に対応してその開度を前記エンジンの排気温度が上昇するように制御するサブバイパス弁を備えたことを特徴とするＤＰＦ付き無過給エンジンの排気温度上昇装置。   An exhaust passage connected to the exhaust port is provided with a DPF (graphite removing device), an EGR passage connecting the exhaust port and the intake port, and a main on-off valve installed in the EGR passage to change the passage area of the EGR passage. In the non-supercharged engine, an orifice is connected to the EGR passage, a bypass passage connecting the inlet of the orifice and the outlet of the orifice by bypassing the orifice, and the bypass passage is installed in the bypass passage so that the engine is not loaded. An exhaust temperature increasing device for a non-supercharged engine with a DPF, comprising a sub-bypass valve for controlling the opening degree of the orifice so as to increase the exhaust temperature of the engine corresponding to the hole diameter of the orifice. 前記エンジンの無負荷時に前記オリフィスの孔径に対応して前記サブバイパス弁の開度を前記エンジンの排気温度が上昇するように制御するコントローラを備えたことを特徴とする請求項１に記載のＤＰＦ付き無過給エンジンの排気温度上昇装置。   2. The DPF according to claim 1, further comprising a controller that controls an opening degree of the sub-bypass valve so that an exhaust temperature of the engine rises corresponding to a hole diameter of the orifice when the engine is not loaded. Exhaust temperature rise device for non-supercharged engines 前記コントローラは、前記メイン開閉弁とサブバイパス弁との開度を、該メイン開閉弁及びサブバイパス弁の開度が全開の時と、前記メイン開閉弁が全開で前記サブバイパス弁が全閉の時との間で前記排気温度を制御することを特徴とする請求項２に記載のＤＰＦ付き無過給エンジンの排気温度上昇装置。   The controller determines the opening degrees of the main opening / closing valve and the sub bypass valve when the opening degrees of the main opening / closing valve and the sub bypass valve are fully open, and when the main opening / closing valve is fully open and the sub bypass valve is fully closed. The exhaust temperature increasing device for an unsupercharged engine with a DPF according to claim 2, wherein the exhaust temperature is controlled with time. 排気ポートに連なる排気通路にＤＰＦ（黒鉛除去装置）を備え、排気ポートと吸気ポートとを接続するＥＧＲ通路、及び前記ＥＧＲ通路に設置されて該ＥＧＲ通路の通路面積を変化させるＥＧＲ弁を備えた無過給エンジンにおいて、前記ＥＧＲ弁の開度をエンジンの無負荷時に前記エンジンの排気温度が許容温度範囲まで上昇させ該許容温度範囲に維持するコントローラを備えたことを特徴とするＤＰＦ付き無過給エンジンの排気温度上昇装置。   The exhaust passage connected to the exhaust port is provided with a DPF (graphite removing device), an EGR passage connecting the exhaust port and the intake port, and an EGR valve installed in the EGR passage to change the passage area of the EGR passage. A non-supercharged engine comprising a controller for increasing the opening degree of the EGR valve to an allowable temperature range when the engine is not loaded and maintaining the engine exhaust temperature within the allowable temperature range. Exhaust temperature rise device for feed engine.
JP2008008703A 2008-01-18 2008-01-18 Exhaust gas temperature raising device of non-supercharged engine with dpf Withdrawn JP2009167952A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011185178A (en) * 2010-03-09 2011-09-22 Yanmar Co Ltd Exhaust gas treatment system of engine
US20180051659A1 (en) * 2015-03-05 2018-02-22 Borgwarner Inc. Compressor system for a motor vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011185178A (en) * 2010-03-09 2011-09-22 Yanmar Co Ltd Exhaust gas treatment system of engine
US20180051659A1 (en) * 2015-03-05 2018-02-22 Borgwarner Inc. Compressor system for a motor vehicle
US10495033B2 (en) * 2015-03-05 2019-12-03 Borgwarner Inc. Compressor system for a motor vehicle

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