JPH0612169Y2 - Exhaust particulate treatment device for internal combustion engine - Google Patents
Exhaust particulate treatment device for internal combustion engineInfo
- Publication number
- JPH0612169Y2 JPH0612169Y2 JP1987087362U JP8736287U JPH0612169Y2 JP H0612169 Y2 JPH0612169 Y2 JP H0612169Y2 JP 1987087362 U JP1987087362 U JP 1987087362U JP 8736287 U JP8736287 U JP 8736287U JP H0612169 Y2 JPH0612169 Y2 JP H0612169Y2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- passage
- catalyst
- engine
- trap
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Description
【考案の詳細な説明】 産業上の利用分野 この考案は、内燃機関の排気微粒子処理装置の改良に関
する。TECHNICAL FIELD The present invention relates to an improvement of an exhaust particulate treatment device for an internal combustion engine.
従来の技術 近時、特にディーゼル機関にあっては、排気公害対策の
一環として排気中の微粒子状物質（パーティキュレー
ト）を低減させることが要請されており、第３図は従来
における排気微粒子処理装置の一例を示している（ＳＡ
Ｅ ＰＥＰＡＲ ８５００１５参照）。2. Description of the Related Art Recently, especially in diesel engines, it has been required to reduce particulate matter (particulates) in exhaust gas as part of measures against exhaust pollution, and FIG. 3 shows a conventional exhaust particle treatment apparatus. Shows an example (SA
E PEPAR 850015).
概略を説明すれば、ディーゼル機関１の排気マニホール
ド２の出口に触媒付トラップ３が設置され、ディーゼル
機関１から排出される排気微粒子を含んだ排気ガスは、
触媒付トラップ３を介して流出され、この触媒付トラッ
プ３により排気微粒子が捕集されて清浄化されるように
なっている。Explaining the outline, the trap 3 with catalyst is installed at the outlet of the exhaust manifold 2 of the diesel engine 1, and the exhaust gas containing the exhaust fine particles discharged from the diesel engine 1 is
The trap 3 with a catalyst flows out, and the trap 3 with a catalyst collects and purifies exhaust particulates.
ところで、一般に上述のような触媒付トラップにより捕
集、堆積した排気微粒子は、触媒の作用によって該触媒
の活性化温度（約４００℃）以上の排気温度であれば急
速に燃焼し、触媒付トラップ３の再生が行われる。しか
し、排気微粒子は、活性温度以下の排気温度の運転域で
は、再燃焼しきれずに徐々に触媒付トラップに堆積す
る。このように、排気微粒子が堆積する結果、排気系の
排気圧力が上昇するため、機関を一定速度に維持しよう
とすると、燃料噴射量が増加する。そして、排気温度が
上昇して最終的に活性温度となった時点で再生が始ま
り、今度は排気圧力が下降し始める。このように、排気
圧力が下降すると、燃料噴射量が減少して排気温度が低
下するため、再び排気微粒子が堆積して排気圧力が上昇
する。By the way, generally, the exhaust particulate matter collected and accumulated by the above-mentioned trap with catalyst is rapidly burned by the action of the catalyst at an exhaust temperature higher than the activation temperature (about 400 ° C.) of the catalyst, and the trap with catalyst is attached. 3 is reproduced. However, the exhaust particulates are not completely reburned in the operating range of the exhaust temperature below the activation temperature and gradually accumulate in the trap with catalyst. Thus, as a result of the accumulation of exhaust particulates, the exhaust pressure of the exhaust system rises, so that the amount of fuel injection increases when trying to maintain the engine at a constant speed. Then, when the exhaust gas temperature rises and finally reaches the activation temperature, regeneration starts, and this time, the exhaust gas pressure starts to drop. In this way, when the exhaust pressure decreases, the fuel injection amount decreases and the exhaust temperature decreases, so exhaust particulates accumulate again and the exhaust pressure rises.
以上のような排気温度低下→排気微粒子堆積→排気圧力
上昇→燃料噴射量増加→排気温度上昇→排気圧力下降→
燃料噴射量減少→排気温度低下というサイクルを繰り返
して排気圧力及び排気温度の上昇はあるレベルで平衡状
態となる（第４図参照）。Exhaust temperature decrease → Exhaust particulate accumulation → Exhaust pressure increase → Fuel injection amount increase → Exhaust temperature increase → Exhaust pressure decrease →
By repeating the cycle of decreasing the fuel injection amount and decreasing the exhaust temperature, the exhaust pressure and the exhaust temperature rise to an equilibrium state at a certain level (see FIG. 4).
また、他の従来例として実開昭５８−２３１４号公報に
記載された技術のように、排気通路にバイパス通路を分
岐形成すると共に、排気通路の分岐部下流側に捕集器を
設け、さらに機関の高回転高負荷時に切換弁によって排
気ガスを捕集器側ではなくバイパス通路側を通流させ
て、圧力損失を回避するものも提供されている。Further, as another conventional example, as in the technique described in Japanese Utility Model Laid-Open No. 58-2314, a bypass passage is branched and formed in the exhaust passage, and a collector is provided on the downstream side of the branch portion of the exhaust passage. There is also provided a valve which allows the exhaust gas to flow through the bypass passage side instead of the collector side by a switching valve when the engine is running at high rotation speed and high load.
考案が解決しようとする問題点 しかしながら、第３図に示す前者の従来例にあっては、
内部の触媒担体の活性化を図るために触媒付トラップ３
を、高熱になるディーゼル機関１の近傍、すなわち排気
マニホルド２の出口に設置している。このため、機関ア
イドル運転時や低回転負荷運転域において排気微粒子中
に特に多量に含まれる有機溶媒に可溶な排気成分（以下
ＳＯＦという。）が十分に捕集できない。つまり、触媒
付トラップ３内の温度が極めて高いためＳＯＦがガス状
になって大部分が触媒担体内をそのまま通過して外部に
排出されてしまうといった問題がある。Problems to be Solved by the Invention However, in the former conventional example shown in FIG. 3,
Trap 3 with catalyst for activating the internal catalyst carrier
Is installed in the vicinity of the diesel engine 1 which becomes high temperature, that is, at the outlet of the exhaust manifold 2. For this reason, the exhaust gas component (hereinafter referred to as SOF) soluble in the organic solvent, which is contained in a large amount in the exhaust particulates, cannot be sufficiently collected during the engine idle operation or the low rotation load operation region. That is, since the temperature inside the catalyst-equipped trap 3 is extremely high, there is a problem that SOF becomes a gas and most of it passes through the catalyst carrier as it is and is discharged to the outside.
また、後者の従来例にあっては、低回転低負荷域では、
捕集器によって排気微粒子が捕集されるが、捕集器が単
一であるためＳＯＦを十分に捕集しきれず、大部分が捕
集器を通過して外部に排出されてしまう。また、高回転
高負荷域では、排気ガスをバイパス通路側のみを通過さ
せて触媒付トラップを通過させないため、高熱による触
媒担体を再燃焼することができず、該触媒担体の再生化
が困難になる。Also, in the latter conventional example, in the low rotation and low load range,
The exhaust particulates are collected by the collector, but since the collector is single, the SOF cannot be sufficiently collected, and most of them pass through the collector and are discharged to the outside. Further, in the high rotation and high load region, since the exhaust gas passes only through the bypass passage and does not pass through the catalyst-equipped trap, the catalyst carrier due to high heat cannot be reburned, which makes it difficult to regenerate the catalyst carrier. Become.
課題を解決するための手段 本考案は、前記従来の問題点に鑑みて案出されたもの
で、排気通路の上流側に設けられて排気微粒子を捕集す
る第１捕集器と、上記排気通路の下流部に分岐形成され
た捕集通路に設けられた第２捕集器と、上記排気通路の
下流部と捕集通路とを切換える流路切換弁と、機関低回
転低負荷域では、上記捕集通路を開成すると共に、上記
排気通路の下流部を閉成する一方、中回転中負荷域では
排気通路の下流部を開成し、かつ高回転高負荷域では少
なくとも捕集通路を開成するように上記流路切換弁を切
り換え制御する制御手段とを備えたことを特徴としてい
る。Means for Solving the Problems The present invention has been devised in view of the above-mentioned conventional problems, and includes a first collector provided upstream of an exhaust passage for collecting exhaust particulates, and the exhaust gas. A second collector provided in a collecting passage branched into a downstream portion of the passage, a flow passage switching valve for switching the downstream portion of the exhaust passage and the collecting passage, and an engine low rotation and low load region, The collection passage is opened and the downstream portion of the exhaust passage is closed, while the downstream portion of the exhaust passage is opened in the medium-rotation medium load region, and at least the collection passage is opened in the high rotation and high load region. As described above, the control means for controlling the switching of the flow path switching valve is provided.
作用 この考案によれば、機関低回転低負荷域では、該運転状
態を検出した制御手段によって流路切換弁が、排気通路
の下流側を閉成する一方、捕集通路を開成する。したが
って、機関から排出された高温の排気ガスは、第１捕集
器を通過する際に、所定の排気微粒子がここで効果的に
捕集されるが、高熱によりガス化したＳＯＦはそのまま
通過して捕集通路内にのみ流入する。そして、上記ＳＯ
Ｆは、この捕集通路に到達するまでの間に冷却されてミ
スト状に凝縮するため、第２捕集器により効果的に捕集
されるのである。According to the present invention, in the engine low rotation speed and low load region, the flow passage switching valve closes the downstream side of the exhaust passage and opens the collection passage by the control means detecting the operating state. Therefore, when the hot exhaust gas discharged from the engine passes through the first collector, predetermined exhaust particulates are effectively collected here, but the SOF gasified by high heat passes through as it is. And flows only into the collection passage. And the above SO
Since F is cooled and condensed in the form of mist before reaching the collection passage, it is effectively collected by the second collector.
また、機関高回転高負荷域では、流路切換弁により捕集
通路が開成されるため、高熱の排気ガスが第２捕集器を
通過する。したがって、第２捕集器内の触媒担体が再燃
焼されて再生化が図れる。Further, in the high engine speed and high load region, since the collection passage is opened by the flow path switching valve, the high-heat exhaust gas passes through the second collector. Therefore, the catalyst carrier in the second collector is reburned and regenerated.
実施例 以下、この考案の各実施例を図面に基づいて詳述する。Embodiments Embodiments of the present invention will be described below in detail with reference to the drawings.
第１図はこの考案の第１実施例を示し、図中１１はディ
ーゼル機関、１２は排気マニホルド、１３は排気マニホ
ルド１２に接続された長尺な排気通路、１４は排気マニ
ホルド１２の出口に設けられた第１捕集器たる第１触媒
付トラップ、１５は該第１触媒付トラップ１４から十分
に離れた排気通路１３下流部１３ａに分岐形成された捕
集通路であって、この捕集通路１５には、第２捕集器た
る第２触媒付トラップ１６が設けられている。FIG. 1 shows a first embodiment of the present invention, in which 11 is a diesel engine, 12 is an exhaust manifold, 13 is a long exhaust passage connected to the exhaust manifold 12, and 14 is provided at the outlet of the exhaust manifold 12. The first trap with the first catalyst, which is the first collector, 15 is a collection passage branched into the downstream portion 13a of the exhaust passage 13 sufficiently separated from the first catalyst-containing trap 14, and the collection passage is provided. A trap 16 with a second catalyst, which is a second collector, is provided at 15.
また、上記排気通路１３の下流部１３ａと捕集通路１５
の上流側分岐部には、上記排気通路１３の下流部１３ａ
と捕集通路１５の流路を切換える流路切換弁１７が設け
られている。この流路切換弁１７は、リンク軸１７ａを
介して連動する２つのバタフライ型弁体１７ｂ，１７ｃ
がダイヤフラム式のアクチュエータ１８によって切換作
動するようになっている。The downstream portion 13a of the exhaust passage 13 and the collection passage 15
At the upstream branch portion of the exhaust passage 13 at the downstream portion 13a.
And a flow path switching valve 17 for switching the flow path of the collection passage 15. The flow path switching valve 17 includes two butterfly type valve bodies 17b and 17c which are interlocked via a link shaft 17a.
Is switched by a diaphragm type actuator 18.
上記アクチュエータ１８は、図外のバキュームポンプか
ら負圧通路１９を介して導入される負圧によって駆動
し、この負圧は負圧通路１９に設けられた電磁弁２０に
よって制御されている。The actuator 18 is driven by a negative pressure introduced from a vacuum pump (not shown) through a negative pressure passage 19, and this negative pressure is controlled by a solenoid valve 20 provided in the negative pressure passage 19.
図中２１は上記電磁弁２０を開閉制御する制御手段たる
コンピュータユニットであって、このコンピュータユニ
ット２１は、ディーゼル機関１１により回転する例えば
列型等の燃料噴射ポンプ２２のカムシャフト２３の回転
数を検出する回転数センサ２４と、ディーゼル機関１１
の負荷を検出する負荷センサ２５からの各信号を入力し
て現在の運転状態を検出し、予め設定した運転域内で電
磁弁２０を「開」、設定範囲外で「閉」する信号を出力
するようになっている。In the figure, reference numeral 21 denotes a computer unit which is a control means for controlling the opening and closing of the solenoid valve 20. The computer unit 21 controls the rotation speed of the camshaft 23 of the fuel injection pump 22 of the column type or the like which is rotated by the diesel engine 11. The rotation speed sensor 24 for detecting and the diesel engine 11
Each signal from the load sensor 25 for detecting the load is detected to detect the current operating state, and a signal for "opening" the electromagnetic valve 20 within a preset operating range and outputting a signal for "closing" outside the preset range are output. It is like this.
すなわち、機関１１がアイドリングあるいは低回転低負
荷域には、電磁弁２０が開いてアクチュエータ１８を駆
動させ、流路切換弁１７の一方側弁体１７ｂが排気通路
１３の下流部１３ａを全閉にすると同時に他方側弁体１
７ｃが捕集通路１５を全開にする。したがって、機関１
１から排出された高温の排気ガスは、第１触媒付トラッ
プ１４で主な排気微粒子が効果的に捕集される一方、高
熱によりガス化したＳＯＦの大部分が排気通路１３下流
側の捕集通路１５にのみ流入する。そして、上記ＳＯＦ
は、第１触媒付トラップ１４からこの捕集通路１５に到
達するまでの間に約５０℃以下に冷却されてミスト状に
凝縮する。このため、第２触媒付トラップ１６の担体１
６ａで効果的に捕集され、排気ガス中の有害成分を十分
に低減することができる。That is, when the engine 11 is idling or in a low rotation and low load region, the solenoid valve 20 opens to drive the actuator 18, and the one side valve body 17b of the flow path switching valve 17 fully closes the downstream portion 13a of the exhaust passage 13. At the same time as the other valve body
7c fully opens the collection passage 15. Therefore, institution 1
In the high temperature exhaust gas discharged from No. 1, main exhaust particulates are effectively collected in the first catalyst-attached trap 14, while most of the SOF gasified by high heat is collected on the downstream side of the exhaust passage 13. Only flows into the passage 15. And the above SOF
Is cooled to about 50 ° C. or less before it reaches the collection passage 15 from the first catalyst-attached trap 14, and is condensed in a mist form. Therefore, the carrier 1 of the trap 16 with the second catalyst
6a is effectively collected, and the harmful components in the exhaust gas can be sufficiently reduced.
一方、機関１１が中回転中負荷域つまり第２触媒付トラ
ップ１６入口の排気温度が触媒活性温度以下の運転域で
は、コンピュータユニット２１が電磁弁２０を閉じ、ア
クチュエータ１８によって流路切換弁１７が捕集通路１
５を全閉、排気通路１３を全開にする。したがって、こ
の運転域ではガス化された比較的発生量の少ないＳＯＦ
は、各触媒付トラップ１４，１６に捕集されずにかつ触
媒で燃焼することもなく外部に排出される。On the other hand, in the medium load range of the engine 11, that is, in the operating range in which the exhaust temperature at the inlet of the second trap with catalyst 16 is the catalyst activation temperature or lower, the computer unit 21 closes the solenoid valve 20, and the actuator 18 causes the flow path switching valve 17 to operate. Collection passage 1
5 is fully closed, and the exhaust passage 13 is fully opened. Therefore, in this operating region, the gasified SOF with a relatively small amount is generated.
Is discharged to the outside without being trapped in the traps with catalyst 14 and 16 and without being burned by the catalyst.
更に、機関１１が高回転高負荷域つまり第２触媒付トラ
ップ１６入口の温度が触媒活性温度以上の運転域では、
低回転低負荷域の場合と同様に、コンピュータユニット
２１により流路切換弁１７が排気通路１３を全閉、捕集
通路１５を全開にする。Further, in the high rotation and high load region of the engine 11, that is, in the operating region where the temperature of the inlet of the second trap 16 with the catalyst is equal to or higher than the catalyst activation temperature,
As in the case of the low rotation and low load region, the computer unit 21 causes the flow passage switching valve 17 to fully close the exhaust passage 13 and fully open the collection passage 15.
これによって、高熱排気ガスが、捕集通路１５から第２
触媒付トラップ１６を通るため、触媒担体１６ａに捕集
・堆積したＳＯＦ成分の多い排気微粒子が再燃焼されて
無害化すると同時に、第２触媒付トラップ１６の担体１
６ａを効果的に再生させることができる。尚、図中２６
はターボチャージャ、２７はエアクリーナである。As a result, the hot exhaust gas is discharged from the collection passage 15 to the second
Since it passes through the catalyst-attached trap 16, the exhaust particulates having a large amount of SOF component collected and accumulated on the catalyst-attached carrier 16a are reburned and rendered harmless, and at the same time, the carrier 1 of the second catalyst-attached trap 16
6a can be effectively regenerated. Incidentally, 26 in the figure
Is a turbocharger and 27 is an air cleaner.
第２図はこの考案の第２実施例を示しており、第１実施
例と異なるところは特に第２触媒付トラップ１６の上流
側の捕集通路１５外周に排気ガス冷却用の機関冷却水通
路２８を配設すると共に、第２触媒付トラップ１６の触
媒担体１６ａの直前に担体再生用のヒーター部２９を配
置したところにある。FIG. 2 shows a second embodiment of the present invention. The difference from the first embodiment is that the engine cooling water passage for cooling exhaust gas is provided on the outer periphery of the collecting passage 15 on the upstream side of the second trap 16 with catalyst. 28, and a heater part 29 for regenerating the carrier is disposed immediately before the catalyst carrier 16a of the second catalyst-attached trap 16.
具体的に説明すれば、上記有底円筒状の機関冷却水通路
２８は、捕集通路１５の上流部位全周を被う形に配設さ
れ、一端側に機関冷却水の取入口２８ａが、他端側に取
出口２８ｂが夫々形成されている。一方、ヒーター部２
９は、コンピュータユニット２１からの信号によって制
御されるヒータースイッチ３０により電源３１からの通
電がＯＮ−ＯＦＦされている。More specifically, the bottomed cylindrical engine cooling water passage 28 is arranged so as to cover the entire circumference of the upstream portion of the collecting passage 15, and the engine cooling water inlet 28a is provided at one end side. The outlets 28b are formed at the other ends, respectively. On the other hand, the heater part 2
9, the heater switch 30 controlled by a signal from the computer unit 21 turns on / off the power supply from the power supply 31.
また、コンピュータユニット２１は、第１実施例と同様
に回転数センサ２４及び負荷センサ２５などからの出力
信号に基づいて機関運転状態を検出し、電磁弁２０及び
アクチュエータ１８を介して流路切換弁１７を切換制御
しているが、この実施例では、機関低回転低負荷域で排
気通路１３の下流部１３ａを全閉、捕集通路１５を全開
し、中・高回転中・高負荷域では排気通路１３の下流部
１３ａを全開、捕集通路１５を略半開状態に制御してい
る。また、捕集通路１５のこの略半開状態時に上記ヒー
タースイッチ３０をＯＮしてヒーター部２９に通電して
いる。Further, the computer unit 21 detects the engine operating state based on the output signals from the rotation speed sensor 24, the load sensor 25, etc., as in the first embodiment, and the flow path switching valve via the solenoid valve 20 and the actuator 18. In this embodiment, the downstream portion 13a of the exhaust passage 13 is fully closed and the collecting passage 15 is fully opened in the engine low rotation and low load region, and in the middle / high rotation medium / high load region. The downstream portion 13a of the exhaust passage 13 is controlled to be fully opened and the collection passage 15 is controlled to be substantially half-open. Further, the heater switch 30 is turned on to energize the heater portion 29 when the collection passage 15 is in the substantially half-opened state.
したがって、この実施例によれば機関低回転低負荷域に
は、ガス状のＳＯＦを多量に含む排気ガスが、捕集通路
１５を通過する際に機関冷却水により十分冷却されるた
め、ＳＯＦのミスト状の凝縮化が促進される。したがっ
て第２触媒付トラップ１６の担体１６ａによるＳＯＦを
含む微粒子の捕集効率が向上し、排気浄化性能が著しく
良好となる。Therefore, according to this embodiment, the exhaust gas containing a large amount of gaseous SOF is sufficiently cooled by the engine cooling water when passing through the collection passage 15 in the engine low rotation speed and low load region. Mist-like condensation is promoted. Therefore, the collection efficiency of fine particles containing SOF by the carrier 16a of the trap 16 with the second catalyst is improved, and the exhaust gas purification performance is significantly improved.
一方、中・高回転中・高負荷域では、ＳＯＦの含有量が
少なくなった排気ガスの多くは、排気通路１３から外部
に排出されるが、一部は捕集通路１５を通って第２触媒
付トラップ１６内に流入する。この時、第２触媒付トラ
ップ１６の担体１６ａは、ヒーター部２９によって十分
に加熱されるため、上記低回転低負荷時に担体１６ａに
より捕集・堆積したＳＯＦ成分の多い微粒子が効果的に
再燃焼すると共に、担体１６ａの再生化が図れる。ま
た、上記捕集通路１５に流入した排気ガスの一部が、担
体１６ａに酸素Ｏ２を供給するため、排気浄化作用の促
進は勿論のこと燃焼効率が向上して再生作用が促進され
る。したがって、担体１６ａの再生を最少のエネルギー
で効率良く行うことができる。On the other hand, in the medium / high speed medium / high load range, most of the exhaust gas having a reduced SOF content is discharged to the outside from the exhaust passage 13, but a part of the exhaust gas passes through the collection passage 15 to the second passage. It flows into the trap 16 with catalyst. At this time, the carrier 16a of the second catalyst-attached trap 16 is sufficiently heated by the heater unit 29, so that the fine particles having a large amount of SOF component collected and accumulated by the carrier 16a at the time of the low rotation and low load are effectively reburned. In addition, the carrier 16a can be regenerated. Further, since a part of the exhaust gas flowing into the collection passage 15 supplies oxygen O 2 to the carrier 16a, not only the exhaust gas purification action is promoted but also the combustion efficiency is improved and the regeneration action is promoted. Therefore, the carrier 16a can be efficiently regenerated with the minimum energy.
尚、第２実施例の捕集通路１５内での排気ガスの冷却
は、機関冷却水路２８に替えて冷却ファンによって行う
ことも可能であり、これによって第２触媒付トラップ１
６による排気浄化領域を拡大でき、ＳＯＦの大気への排
出量を一層低減することが可能となる。The exhaust gas in the collection passage 15 of the second embodiment can be cooled by a cooling fan instead of the engine cooling water passage 28, whereby the trap 1 with the second catalyst 1 can be cooled.
The exhaust purification region by 6 can be expanded, and the amount of SOF emitted into the atmosphere can be further reduced.
また、機関中回転中負荷域あるいは高回転高負荷域で
は、排気ガスに含有されるＳＯＦの量が極めて少なくな
るため、大気へ排出されても大気汚染の問題に影響を与
えることが少ない。Further, in the engine middle-rotation medium-load range or the high-rotation high-load range, the amount of SOF contained in the exhaust gas is extremely small, and therefore even if it is discharged to the atmosphere, it does not affect the problem of air pollution.
考案の効果 以上の説明で明らかなように、この考案に係る内燃機関
の排気微粒子処理装置によれば、排気ガス中の主な有害
微粒子を第１捕集器で十分に捕集できることは勿論のこ
と、機関の低回転低負荷域で多量に発生し、かつ第１捕
集器では十分に捕集できないＳＯＦ成分を、排気通路及
び捕集通路の流通中における冷却凝縮を得て第２捕集器
で効果的に捕集することができる。Effect of the Invention As is apparent from the above description, according to the exhaust particulate treatment system for an internal combustion engine of the present invention, it is needless to say that the main harmful particulates in the exhaust gas can be sufficiently collected by the first collector. That is, the SOF component, which is generated in a large amount in the low rotation and low load region of the engine and cannot be sufficiently collected by the first collector, is cooled and condensed during the circulation in the exhaust passage and the collection passage to obtain the second collection. It can be effectively collected with a vessel.
しかも、機関の高回転高負荷域では、捕集通路に高熱の
排気ガスを流入させて第２捕集器を通過させるため、該
第２捕集器に捕集・堆積したＳＯＦ成分の多い排気微粒
子が再燃焼されて無害化すると同時に、触媒担体を再生
することができる。Moreover, in the high rotation and high load region of the engine, high-heat exhaust gas flows into the collection passage and passes through the second collector, so that exhaust gas containing a large amount of SOF components collected and accumulated in the second collector. The catalyst carrier can be regenerated at the same time that the fine particles are reburned to be harmless.
したがって、全運転域に亘って排気浄化性能の向上が図
れ、排気公害防止対策に大きく貢献することができる。Therefore, the exhaust gas purification performance can be improved over the entire operating range, and it can greatly contribute to the exhaust pollution prevention measures.
【図面の簡単な説明】 第１図はこの考案の第１実施例を示す全体構成図、第２
図はこの考案の第２実施例を示す全体構成図、第３図は
従来の内燃機関の微粒子処理装置を示す全体構成図、第
４図はこの装置内における排気温度と排気圧力を示す特
性図である。 １１…ディーゼル機関、１３…排気通路、１３ａ…下流
部、１４…第１捕集器、１５…捕集通路、１６…第２捕
集器、１７…流路切換弁、２１…コンピュータユニット
（制御手段）。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall configuration diagram showing a first embodiment of the present invention, and FIG.
FIG. 4 is an overall configuration diagram showing a second embodiment of the present invention, FIG. 3 is an overall configuration diagram showing a conventional particulate processing device for an internal combustion engine, and FIG. 4 is a characteristic diagram showing exhaust temperature and exhaust pressure in this device. Is. 11 ... Diesel engine, 13 ... Exhaust passage, 13a ... Downstream part, 14 ... First collector, 15 ... Collection passage, 16 ... Second collector, 17 ... Flow path switching valve, 21 ... Computer unit (control) means).
Claims (1)
を捕集する第１捕集器と、上記排気通路の下流部に分岐
形成された捕集通路に設けられた第２捕集器と、上記排
気通路の下流部と捕集通路とを切換える流路切換弁と、
機関低回転低負荷域では、上記捕集通路を開成すると共
に、上記排気通路の下流部を閉成する一方、中回転中負
荷域では排気通路の下流部を開成し、かつ高回転高負荷
域では少なくとも捕集通路を開成するように上記流路切
換弁を切り換え制御する制御手段とを備えたことを特徴
とする内燃機関の排気微粒子処理装置。1. A first collector provided upstream of an exhaust passage for collecting exhaust particulates, and a second collector provided in a collection passage branched from a downstream portion of the exhaust passage. And a flow path switching valve that switches the downstream portion of the exhaust passage and the collection passage,
In the engine low rotation and low load region, the collection passage is opened, and the downstream portion of the exhaust passage is closed, while in the medium rotation and medium load region, the downstream portion of the exhaust passage is opened and the high rotation and high load region is opened. Then, an exhaust particulate treatment device for an internal combustion engine, comprising: a control unit that controls switching of the flow path switching valve so that at least the collection passage is opened.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1987087362U JPH0612169Y2 (en) | 1987-06-05 | 1987-06-05 | Exhaust particulate treatment device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1987087362U JPH0612169Y2 (en) | 1987-06-05 | 1987-06-05 | Exhaust particulate treatment device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63196419U JPS63196419U (en) | 1988-12-16 |
| JPH0612169Y2 true JPH0612169Y2 (en) | 1994-03-30 |
Family
ID=30944499
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1987087362U Expired - Lifetime JPH0612169Y2 (en) | 1987-06-05 | 1987-06-05 | Exhaust particulate treatment device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0612169Y2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002213227A (en) * | 2000-11-17 | 2002-07-31 | Toyota Motor Corp | Exhaust emission control system and method for controlling exhaust gas |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS582314U (en) * | 1981-06-30 | 1983-01-08 | トヨタ自動車株式会社 | Diesel engine exhaust particulate removal device |
| JPS58111310U (en) * | 1982-01-26 | 1983-07-29 | 日産自動車株式会社 | Exhaust purification device for internal combustion engine with supercharger |
-
1987
- 1987-06-05 JP JP1987087362U patent/JPH0612169Y2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63196419U (en) | 1988-12-16 |
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