JPS61164014A - Exhaust purifying device of diesel engine - Google Patents
Exhaust purifying device of diesel engineInfo
- Publication number
- JPS61164014A JPS61164014A JP60003167A JP316785A JPS61164014A JP S61164014 A JPS61164014 A JP S61164014A JP 60003167 A JP60003167 A JP 60003167A JP 316785 A JP316785 A JP 316785A JP S61164014 A JPS61164014 A JP S61164014A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- combustion
- intake
- trap
- catalyst
- 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.)
- Pending
Links
Classifications
-
- 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
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Abstract
Description
【発明の詳細な説明】 〈産業上の利用分野） 本発明はディーゼル機関の排気浄化装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to an exhaust purification device for a diesel engine.
〈従来の技術〉
ディーゼル機関においては排気中にカーボン等の微粒子
が多く含まれるため環境汚染防止の観点からその排気微
粒子を捕集するようにしている。<Prior Art> Diesel engines contain a large amount of fine particles such as carbon in their exhaust gas, so the exhaust fine particles are collected in order to prevent environmental pollution.
かかる従来例として第２図及び第３図に示すようなもの
がある。Such conventional examples include those shown in FIGS. 2 and 3.
これは、ハニカム状の多孔性セラミック部材からなるト
ラップ１の端部を交互に口封じしてトラップケース２に
収納し機関の排気通路３に介装したものである。そして
、排気をトラップｌ内に流通させて排気中の微粒子をト
ラップｌにて捕集した後、排気熱にて排気微粒子を自己
燃焼させる。This is a trap 1 made of a honeycomb-shaped porous ceramic member, whose ends are alternately sealed, housed in a trap case 2, and inserted into an exhaust passage 3 of an engine. Then, the exhaust gas is made to flow through the trap 1, and after the particulates in the exhaust gas are collected by the trap 1, the exhaust particulates are self-combusted by the exhaust heat.
また、トラップ１に例えば酸化触媒を担持させたものが
あり、このトラップ１においては排気温度が充分に高い
運転条件下では排気中のＨＣ及びＣＯの酸化処理も図れ
る。Further, there is a trap 1 in which, for example, an oxidation catalyst is supported, and in this trap 1, HC and CO in the exhaust gas can be oxidized under operating conditions where the exhaust temperature is sufficiently high.
ところで、排気微粒子の自己燃焼温度はＨＣ或いはＣＯ
の酸化反応温度よりさらに高いため排気温度の低い運転
条件では触媒が充分に活性化されず排気微粒子が燃え残
るおそれがあった。このため、補助システムによりＨＣ
，Ｇｏ等の可燃成分を大量に触媒付トラップに供給する
ものがある。By the way, the self-combustion temperature of exhaust particulates is HC or CO.
Since the temperature is higher than the oxidation reaction temperature of the catalyst, there is a risk that the catalyst will not be activated sufficiently under operating conditions where the exhaust gas temperature is low, and the exhaust particulates may remain burned. For this reason, the HC is
, Go, and other combustible components are supplied in large quantities to a catalytic trap.
そして可燃成分を触媒付トラップ内において燃焼させそ
の燃焼熱によりトラップ内温度を上昇させ触媒の活性化
を図り、もって排気微粒子の燃焼処理を図るようにした
ものもある（特開昭５９−２１１７０９号公報、特開昭
５９−２１１７１０号公報参照）。There is also a system that burns combustible components in a trap with a catalyst, uses the heat of combustion to raise the temperature inside the trap, and activates the catalyst, thereby processing the combustion of exhaust particulates (Japanese Patent Laid-Open No. 59-211709). (See Japanese Patent Application Laid-Open No. 59-211710).
また、ＳＡＥペーパー８３００８０．８３０５８８に示
すように、吸気通路に吸気絞弁を介装し該吸気絞弁を過
度に絞って燃焼性能を低下させることにより機関からの
ＨＣ，Ｇｏ等の可燃成分の排出量を増大させ、もって上
記と同様にトラップ内温度を上昇させトラップの再生を
図るものがある。In addition, as shown in SAE paper 830080.830588, combustible components such as HC and Go are discharged from the engine by installing an intake throttle valve in the intake passage and throttling the intake throttle excessively to reduce combustion performance. There is a method in which the amount is increased, thereby raising the temperature inside the trap in the same way as above, and regenerating the trap.
〈発明が解決しようとする問題点〉
しかしながら、このような従来の排気浄化装置において
は、触媒付トラップにＨＣ及びＣＯ等の大量の可燃成分
を供給しその可燃成分を排気熱により燃焼させて触媒の
活性化を図るようにしているが、ディーゼル機関の特性
上アイドリング運転成いは低〜中負荷運転域では排気温
度が低いので前記可燃成分の燃焼が十分でなかった。こ
れにより触媒の活性化が困難となり排気微粒子の燃焼処
理が図れずトラップの目詰まりの原因となるおそれがあ
った。<Problems to be Solved by the Invention> However, in such conventional exhaust gas purification devices, a large amount of combustible components such as HC and CO are supplied to a trap with a catalyst, and the combustible components are burned by exhaust heat to However, due to the characteristics of diesel engines, the exhaust gas temperature is low during idling or low to medium load operation, so the combustion of the combustible components is not sufficient. This makes it difficult to activate the catalyst, making it difficult to combust exhaust particulates, which may lead to clogging of the trap.
本発明は、このような実情に鑑みてなされたもので排気
温度が低い運転状態においても触媒付トラップに捕集さ
れた排気微粒子を燃焼処理できるディーゼル機関の排気
浄化装置を提供することを目的とする。The present invention was made in view of the above-mentioned circumstances, and an object of the present invention is to provide an exhaust purification device for a diesel engine that can combust exhaust particulates collected in a catalytic trap even in operating conditions where the exhaust temperature is low. do.
く問題点を解決するための手段〉
このため、本発明は排気温度が所定値以下となる機関運
転状態を検出する手段と、該手段の検出信号に基づいて
吸気を絞る吸気絞弁装置と、該吸気絞弁装置の作動に同
期して機関の燃焼室にて火花点火を行う点火装置とを備
えるようにした。Means for Solving the Problems> For this reason, the present invention provides means for detecting an engine operating state in which the exhaust gas temperature is below a predetermined value, an intake throttle valve device that throttles intake air based on a detection signal of the means, The engine also includes an ignition device that ignites a spark in the combustion chamber of the engine in synchronization with the operation of the intake throttle valve device.
く作用〉
このようにしてアイドル運転時或いは低負荷運転等にお
いて機関に供給される過度な吸気量を低減させかつ火花
点火により機関燃焼を安定的に制御し排気温度を高め、
もって排気の浄化を図るようにした。In this way, the excessive amount of intake air supplied to the engine during idle operation or low load operation is reduced, engine combustion is stably controlled by spark ignition, and the exhaust temperature is increased.
The aim was to purify the exhaust gas.
〈実施例〉
以下に、本発明の一実施例を第１図に基づいて説明する
。<Example> An example of the present invention will be described below with reference to FIG.
図において、渦流室式ディーゼル機関１１の排気通路１
２にはトラップケース１３が介装され、このトラップケ
ース１３には排気中の微粒子を捕集する円筒状の触媒付
トラップ１４が収納されている。In the figure, an exhaust passage 1 of a swirl chamber diesel engine 11 is shown.
2 is interposed with a trap case 13, and this trap case 13 houses a cylindrical catalyst-equipped trap 14 that collects particulates in the exhaust gas.
主燃焼室１５の上方には咳主燃焼室１５と連通ずる渦流
室１６が設けられ、この渦流室工６にはグロープラグ１
７と燃料噴射ノズル１８と点火栓１９とが臨設されてい
る。A swirl chamber 16 communicating with the main combustion chamber 15 is provided above the main combustion chamber 15, and a glow plug 1 is provided in the swirl chamber 6.
7, a fuel injection nozzle 18, and a spark plug 19 are provided.
また、機関の吸気通路２ｏにはバタフライ式の吸気絞弁
２１が介装され、この吸気絞弁２１は制御装置２２の制
御信号により駆動装置（図示せず）を介して駆動され吸
気通路２０を所定量閉路するように構成されている。Further, a butterfly-type intake throttle valve 21 is interposed in the intake passage 2o of the engine, and this intake throttle valve 21 is driven via a drive device (not shown) by a control signal from a control device 22 to open the intake passage 20. It is configured to close a predetermined amount.
制御装置２２は機関回転速度信号と機関負荷信号とを入
力しこれら信号に基づいて排気温度が所定値以下となる
機関運転状Ｂ（例えばアイドル運転時及び低速〜中速回
転域でかつ低負荷運転領域）を判定する。そして、上記
機関運転状態と判定したときには制御装置２２は吸気絞
弁２１の駆動装置に制御信号を出力すると共に前記点火
栓１９に所定タイミングで点火信号を出力するように構
成されている。The control device 22 inputs an engine rotational speed signal and an engine load signal, and based on these signals, determines engine operating condition B in which the exhaust temperature is below a predetermined value (for example, during idling operation, low-speed to medium-speed rotation range, and low-load operation). area). When it is determined that the engine is in the operating state, the control device 22 is configured to output a control signal to the drive device for the intake throttle valve 21 and to output an ignition signal to the spark plug 19 at a predetermined timing.
ここでは、制御装置２２が検出手段を構成し、また吸気
絞弁２１と制御装置２２と駆動装置により吸気絞弁装置
を構成し、点火栓１９と制御装置２２とにより点火装置
を構成する。Here, the control device 22 constitutes a detection means, the intake throttle valve 21, the control device 22, and a drive device constitute an intake throttle valve device, and the ignition plug 19 and the control device 22 constitute an ignition device.
尚、２３はピストン、２４はシリンダブロック、２５は
シリンダヘッド、２６は吸気ボート、２７は吸気弁であ
る。In addition, 23 is a piston, 24 is a cylinder block, 25 is a cylinder head, 26 is an intake boat, and 27 is an intake valve.
次に作用を説明する。Next, the effect will be explained.
アイドル運転時及び低速〜中速回転域でかつ低負荷運転
領域では排気温度が低く触媒付トラップ４の触媒が不活
性であるため制御装置２２は駆動装置に制御信号を出力
し吸気絞弁２１により吸気通路２０を所定量閉路する。During idling operation, low speed to medium speed rotation range, and low load operation area, the exhaust temperature is low and the catalyst in the catalyst trap 4 is inactive, so the control device 22 outputs a control signal to the drive device and the intake throttle valve 21 The intake passage 20 is closed by a predetermined amount.
これにより主燃焼室１５に供給される吸気流量が適正に
制御されるため、過度の吸気による主燃焼室１５の冷却
が抑制される。As a result, the intake air flow rate supplied to the main combustion chamber 15 is appropriately controlled, so that cooling of the main combustion chamber 15 due to excessive intake air is suppressed.
また、吸気絞弁２１による吸気絞り時には制御装置２２
は点火栓１９に点火信号を出力し渦流室１６にて火花点
火を行わせる。したがって、吸気絞りにより主燃焼室１
５に供給される吸気流量が低下して体積効率が低下し圧
縮行程時渦流室１６に形成されるスワール流か弱くなる
と共に圧縮圧力が低下して圧縮温度が低下し絞り量によ
っては圧縮着火がなされない場合或いは着火が不完全で
排気エミッション特にＨＣの大幅な増加が考えられるが
、点火栓１９により強制的に燃料に点火されるから燃焼
が良好に制御される。Also, when the intake throttle valve 21 throttles the intake air, the control device 22
outputs an ignition signal to the ignition plug 19 to cause the vortex chamber 16 to ignite a spark. Therefore, due to the intake throttle, the main combustion chamber 1
5, the volumetric efficiency decreases, the swirl flow formed in the swirl chamber 16 during the compression stroke becomes weaker, the compression pressure decreases, the compression temperature decreases, and depending on the amount of throttling, compression ignition may not occur. If the fuel is not ignited or the ignition is incomplete, exhaust emissions, especially HC, may increase significantly, but since the fuel is forcibly ignited by the spark plug 19, combustion is well controlled.
以上説明したように、吸気絞り効果により過度の吸気に
よる主燃焼室１５の冷却が抑制されるので、排気温度が
上昇するため、アイドル運転時及び低速〜中速回転域で
かつ低負荷運転時に触媒によるＨＣ，Ｇｏ等の未燃成分
の酸化処理が可能となる。As explained above, the cooling of the main combustion chamber 15 due to excessive intake air is suppressed by the intake throttling effect, which causes the exhaust temperature to rise. This makes it possible to oxidize unburned components such as HC and Go.
また、未燃成分の燃焼熱により触媒材トラップ４内温度
が上昇しもって触媒付トラップ４に捕集された排気微粒
子の燃焼処理が可能となる。特にアルデヒド系のＨＣの
排出量を低減できディーゼル機関で問題となる排気臭を
なくすことができる。Further, the internal temperature of the catalyst material trap 4 rises due to the heat of combustion of the unburned components, thereby making it possible to burn the exhaust particulates collected in the catalyst trap 4. In particular, the amount of aldehyde-based HC emissions can be reduced, and exhaust odor, which is a problem in diesel engines, can be eliminated.
また、吸気を絞ると共に火花点火を行うようにしたので
、渦流室１６に形成されるスワール流か弱くなるため、
機関燃焼が緩慢となって燃焼圧力の上昇が緩慢となり燃
焼騒音が低下する。これにより、ディーゼル機関におい
て問題となるアイドル運転時或いは低速運転時のアイド
ルノック音を大幅に低減できる。更に、このとき燃料の
噴射時期を進めると、燃料の蒸発気化を促し良好な混合
気が形成されるので、燃焼が改善され、未燃焼成分が減
少する。In addition, since the intake air is throttled and spark ignition is performed, the swirl flow formed in the swirl chamber 16 becomes weaker.
Engine combustion slows down, combustion pressure rises slowly, and combustion noise decreases. As a result, it is possible to significantly reduce the idle knocking noise during idling or low-speed operation, which is a problem in diesel engines. Furthermore, advancing the fuel injection timing at this time promotes evaporation of the fuel and forms a good air-fuel mixture, improving combustion and reducing unburned components.
また、機関運転条件が中速〜高速運転域酸いは中負荷〜
高負荷運転域においては吸気絞弁２１は全開に保持され
点火栓１９により火花点火も停止される。In addition, if the engine operating conditions are medium speed to high speed operation, or medium load to
In a high-load operating range, the intake throttle valve 21 is kept fully open and the spark plug 19 also stops spark ignition.
尚、本実施例では、機関回転速度と機関負荷とから所定
の機関運転状態を検出するようにしたが、排気通路１２
の排気温度を直接検出するようにしてもよい。In this embodiment, a predetermined engine operating state is detected from the engine rotation speed and engine load, but the exhaust passage 12
Alternatively, the exhaust gas temperature may be directly detected.
〈発明の効果〉
本発明は、以上説明したように、排気温度が所定値以下
となる運転状態のときに吸気を絞ると共に火花点火を行
わせるようにしたので、排気温度を上昇でき、もって触
媒付トラップにおいてＨＣ。<Effects of the Invention> As explained above, the present invention throttles the intake air and causes spark ignition to occur when the exhaust gas temperature is below a predetermined value. HC in attached trap.
ＣＯ等の可燃成分及び排気微粒子の燃焼処理が図れるた
め排気の浄化を図れる。また、機関燃焼が緩慢となりア
イドル運転時のアイドルノック音を大幅に低減できる。Since combustible components such as CO and exhaust particulates can be burned, exhaust gas can be purified. In addition, the combustion of the engine becomes slower and the idle knocking noise during idle operation can be significantly reduced.
第１図は本発明の一実施例を示す構成図、第２図は触媒
付トラップの従来例を示す断面図、第３図は第２図の■
矢視図である。
１２・・・排気通路 １４・・・触媒付トラップ
１９・・・点火栓 ２０・・・吸気通路 ２１・・
・吸気絞弁２２・・・制御装置Fig. 1 is a block diagram showing one embodiment of the present invention, Fig. 2 is a sectional view showing a conventional example of a trap with a catalyst, and Fig. 3 is a block diagram showing an example of the conventional trap with catalyst.
It is an arrow view. 12...Exhaust passage 14...Trap with catalyst
19... Spark plug 20... Intake passage 21...
・Intake throttle valve 22...control device
Claims (1)
備えるディーゼル機関の排気浄化装置において、排気温
度が所定値以下となる機関運転状態を検出する手段と、
該手段の検出信号に基づいて吸気を絞る吸気絞弁装置と
、該吸気絞弁装置の作動と同期して機関の燃焼室にて火
花点火を行う点火装置とを備えたことを特徴とするディ
ーゼル機関の排気浄化装置。In an exhaust purification device for a diesel engine, the exhaust passage of which is equipped with a trap with a catalyst that collects particulates in the exhaust gas, means for detecting an engine operating state in which the exhaust temperature falls below a predetermined value;
A diesel engine characterized by comprising: an intake throttle valve device that throttles intake air based on a detection signal of the means; and an ignition device that ignites a spark in a combustion chamber of an engine in synchronization with the operation of the intake throttle valve device. Engine exhaust purification device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60003167A JPS61164014A (en) | 1985-01-14 | 1985-01-14 | Exhaust purifying device of diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60003167A JPS61164014A (en) | 1985-01-14 | 1985-01-14 | Exhaust purifying device of diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61164014A true JPS61164014A (en) | 1986-07-24 |
Family
ID=11549809
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60003167A Pending JPS61164014A (en) | 1985-01-14 | 1985-01-14 | Exhaust purifying device of diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61164014A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6644023B2 (en) * | 2000-07-24 | 2003-11-11 | Toyota Jidosha Kabushiki Kaisha | Exhaust emission control device of internal combustion engine |
| EP1463880A1 (en) * | 2001-11-30 | 2004-10-06 | Scania CV AB (publ) | Method and apparatus for a combustion engine having a catalyzer and diesel engine |
| US7596943B2 (en) | 2004-09-07 | 2009-10-06 | Ordeg Co., Ltd. | Method for removing soot of combustion exhaust gas |
| WO2010106640A1 (en) * | 2009-03-17 | 2010-09-23 | トヨタ自動車株式会社 | Device for controlling internal combustion engine |
-
1985
- 1985-01-14 JP JP60003167A patent/JPS61164014A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6644023B2 (en) * | 2000-07-24 | 2003-11-11 | Toyota Jidosha Kabushiki Kaisha | Exhaust emission control device of internal combustion engine |
| EP1463880A1 (en) * | 2001-11-30 | 2004-10-06 | Scania CV AB (publ) | Method and apparatus for a combustion engine having a catalyzer and diesel engine |
| US7596943B2 (en) | 2004-09-07 | 2009-10-06 | Ordeg Co., Ltd. | Method for removing soot of combustion exhaust gas |
| US7607294B2 (en) | 2004-09-07 | 2009-10-27 | Ordeg Co., Ltd. | System for removing soot of combustion exhaust gas |
| WO2010106640A1 (en) * | 2009-03-17 | 2010-09-23 | トヨタ自動車株式会社 | Device for controlling internal combustion engine |
| CN102301116A (en) * | 2009-03-17 | 2011-12-28 | 丰田自动车株式会社 | Device For Controlling Internal Combustion Engine |
| JP5056980B2 (en) * | 2009-03-17 | 2012-10-24 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| CN102301116B (en) * | 2009-03-17 | 2014-09-03 | 丰田自动车株式会社 | Device for controlling internal combustion engine |
| US8875680B2 (en) | 2009-03-17 | 2014-11-04 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine |
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