WO2011138929A1 - 作業機の排気ガス浄化システム - Google Patents
作業機の排気ガス浄化システム Download PDFInfo
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- WO2011138929A1 WO2011138929A1 PCT/JP2011/060462 JP2011060462W WO2011138929A1 WO 2011138929 A1 WO2011138929 A1 WO 2011138929A1 JP 2011060462 W JP2011060462 W JP 2011060462W WO 2011138929 A1 WO2011138929 A1 WO 2011138929A1
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- exhaust gas
- engine
- regeneration
- gas purification
- rotation speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
- F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/01—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust by means of electric or electrostatic separators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/0235—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using exhaust gas throttling means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/36—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an exhaust flap
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
- F01N2550/04—Filtering activity of particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/103—Oxidation catalysts for HC and CO only
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an exhaust gas purification system for work machines such as construction machines, agricultural machines, and engine generators.
- DPF diesel particulate filter
- PM particulate matter
- JP 2000-145430 A Japanese Patent Laid-Open No. 2003-27922
- the present invention has a technical problem to provide an exhaust gas purification system for a work machine that has been improved by examining the current situation.
- An exhaust gas purification system for a work machine includes an engine mounted on the work machine, an exhaust gas purification device disposed in an exhaust system of the engine, and particulate matter in the exhaust gas purification device And an exhaust gas purification system that is operable when the clogged state of the exhaust gas purification device is above a specified level, the regeneration device A regeneration permission input means for permitting the operation of the engine and a rotation speed holding input means for maintaining the rotation speed of the engine at a predetermined rotation speed, and the rotation in a state where the permission operation of the regeneration permission input means is performed.
- the speed holding input means is turned on, the engine rotation speed holding operation is executed with priority over the operation of the playback device.
- the operation for maintaining the rotational speed of the engine is performed in a state where the permission operation of the regeneration permission input means is performed. It is that.
- the operation of the regenerator is interrupted when the rotation speed holding input means is turned on while the regenerator is in operation. Then, it is configured to execute the rotation speed maintaining operation of the engine.
- the clogged state of the exhaust gas purification device exceeds the specified level during the operation of maintaining the rotational speed of the engine.
- the engine speed exceeds the level, it is configured to operate the regeneration device by interrupting the operation of maintaining the rotational speed of the engine.
- the exhaust gas purification system for a working machine further comprising a regeneration notice means that is activated when the clogged state of the exhaust gas purification device exceeds the limit level.
- the engine mounted in a working machine the exhaust gas purification apparatus arrange
- a regeneration permission input for permitting the operation of the regenerator, wherein the regenerator is operable when the clogged state of the exhaust gas purifier is equal to or higher than a specified level.
- a rotation speed holding input means for holding the rotation speed of the engine at a predetermined rotation speed, and the turning operation of the rotation speed holding input means is performed in a state where the permission operation of the regeneration permission input means is performed.
- the operation for maintaining the rotational speed of the engine is configured to be executed with priority over the operation of the playback device.
- the driving state of the engine can be maintained at a rotation speed suitable for a precise operation performed by an operator relying on engine sound. That is, the engine drive state can be maintained at a rotation speed suitable for the precise work while prohibiting the regeneration operation of the exhaust gas purifying device according to the operator's intention according to the work state of the work implement and the like. Therefore, the precise operation can be smoothly performed while the regeneration control for recovering the particulate matter collecting ability of the exhaust gas purifying apparatus can be executed. That is, there is an effect that the dense work can be performed in a concentrated manner without the disadvantages of the regeneration operation of the exhaust gas purification device that may hinder the dense work.
- the operation for maintaining the rotational speed of the engine is performed in a state in which the permission operation of the regeneration permission input means is performed. Therefore, when the clogged state of the exhaust gas purifying device is above a specified level, if the rotation speed holding input means is turned off, the regeneration operation of the exhaust gas purifying device by the regenerating device is surely performed. Become. For this reason, particularly during the precise operation, human error such as forgetting to operate the regeneration permission input means can be remarkably reduced, and the exhaust gas purification device regenerating operation cannot be performed due to the human error and the exhaust gas purification device cannot be executed. There is an effect that it is possible to effectively prevent problems such as clogging of the device.
- the regenerator in the exhaust gas purification system for a working machine according to the second aspect, when the rotation speed holding input means is turned on while the regenerator is in operation, the regenerator is operated. Since it is configured to interrupt and execute the rotation speed holding operation of the engine, when it is desired to perform the precise work even when the reproducing apparatus is operating, the rotation speed holding input means is entered and operated. With this, it is possible to easily switch to the engine driving state suitable for the precise work. Accordingly, it is possible to accurately set the driving state of the engine according to the working state of the working machine (particularly the precise work) and to execute the regeneration control for recovering the particulate matter collecting ability of the exhaust gas purifying device. However, there is an effect that workability can be improved.
- the clogged state of the exhaust gas purification device exceeds the specified level during the operation of maintaining the rotational speed of the engine.
- it is configured to operate the regeneration device by interrupting the rotation speed holding operation of the engine, for example, without performing a return operation for mode change, for example, It is possible to smoothly shift to the regeneration operation of the exhaust gas purification device by the regeneration device. Therefore, while avoiding the trouble of operation, it is possible to reliably avoid the state of particulate matter over-deposition in the exhaust gas purification device and to prevent the exhaust gas purification device and the engine from being damaged due to the particulate matter over-deposition. There is an effect that it can be prevented.
- the exhaust gas purification device further comprises a regeneration notice means that operates when the clogged state of the exhaust gas purification device exceeds the limit level.
- the operator can grasp in advance the fact that the regeneration device moves to the exhaust gas purification device regeneration operation by the operation of the regeneration notification means, Changes in engine sound can be assumed in advance. Therefore, it is possible to reduce an operator's uncomfortable feeling caused by the regeneration operation of the exhaust gas purification device.
- a backhoe 141 which is an example of a work machine, includes a crawler type traveling device 142 having a pair of left and right traveling crawlers 143 (shown only on the left side in FIG. 1), and a swivel base 144 (airframe) provided on the traveling device 142. I have.
- the swivel 144 is configured to be capable of horizontal swivel over all 360 ° directions with a swivel motor (not shown).
- An earth discharging plate 145 is attached to the front portion of the traveling device 142 so as to be rotatable up and down.
- the swivel 144 is equipped with a cabin 146 as a control section and a diesel four-cylinder type engine 70.
- a working unit 150 having a boom 151, an arm 152, and a bucket 153 for excavation work is provided at the front of the swivel base 144.
- a cabin 146 has a control seat 148 on which an operator is seated, a throttle lever 166 as a throttle operating means for setting and maintaining the output rotational speed of the engine 70, and a working part operating means.
- the lever / switch groups 167 to 170 are arranged.
- the boom 151 which is a component of the working unit 150, is formed in a shape that protrudes forward at the tip side and is bent in a letter shape in side view.
- a base end portion of the boom 151 is pivotally attached to a boom bracket 154 attached to the front portion of the swivel base 144 so as to be swingable about a horizontal boom shaft 155.
- a one-rod double-acting boom cylinder 156 for swinging it up and down is disposed on the inner surface (front surface) side of the boom 151.
- the cylinder side end of the boom cylinder 156 is pivotally supported by the front end of the boom bracket 154 so as to be rotatable.
- the rod side end of the boom cylinder 156 is pivotally supported by a front bracket 157 fixed to the front surface side (dent side) of the bent portion of the boom 151.
- a base end portion of a long-angle cylindrical arm 152 is pivotally mounted so as to be swingable about a lateral arm shaft 159.
- a single-rod double-acting arm cylinder 160 for swinging and swinging the arm 152 is disposed on the front side of the upper surface of the boom 151.
- the cylinder side end of the arm cylinder 160 is pivotally supported by a rear bracket 158 that is fixed to the back side (protrusion side) of the bent portion of the boom 151.
- the rod side end portion of the arm cylinder 160 is pivotally supported by an arm bracket 161 fixed to the outer surface (front surface) of the base end side of the arm 152.
- a bucket 153 serving as an excavation attachment is pivotally attached to the distal end portion of the arm 152 so as to be swiveled around a lateral bucket shaft 162.
- a one-rod double-acting bucket cylinder 163 for scooping and rotating the bucket 153 is disposed on the outer surface (front surface) side of the arm 152.
- the cylinder side end of the bucket cylinder 163 is pivotally supported by the arm bracket 161 so as to be rotatable.
- the rod side end of the bucket cylinder 163 is pivotally supported by the bucket 153 via a connection link 164 and a relay rod 165.
- the engine 70 is a four-cylinder diesel engine as described above, and includes a cylinder block 75 having a cylinder head 72 fastened to the upper surface.
- An intake manifold 73 is connected to one side of the cylinder head 72, and an exhaust manifold 71 is connected to the other side.
- a common rail system 117 that supplies fuel to each cylinder of the engine 70 is provided below the intake manifold 73 on the side surface of the cylinder block 75.
- An intake pipe 76 connected to the intake upstream side of the intake manifold 73 is connected to an intake throttle device 81 and an air cleaner (not shown) for adjusting the intake pressure (intake amount) of the engine 70.
- a fuel tank 118 is connected to each of the injectors 115 for four cylinders in the engine 70 via a common rail system 117 and a fuel supply pump 116.
- Each injector 115 is provided with an electromagnetic switching control type fuel injection valve 119.
- the common rail system 117 includes a cylindrical common rail 120.
- a fuel tank 118 is connected to the suction side of the fuel supply pump 116 via a fuel filter 121 and a low pressure pipe 122. The fuel in the fuel tank 118 is sucked into the fuel supply pump 116 via the fuel filter 121 and the low pressure pipe 122.
- the fuel supply pump 116 of the embodiment is disposed in the vicinity of the intake manifold 73.
- a common rail 120 is connected to the discharge side of the fuel supply pump 116 via a high-pressure pipe 123.
- the common rail 120 is connected to injectors 115 for four cylinders via four fuel injection pipes 126.
- the fuel in the fuel tank 118 is pumped to the common rail 120 by the fuel supply pump 116, and high-pressure fuel is stored in the common rail 120.
- Each fuel injection valve 119 is controlled to open and close, whereby high-pressure fuel in the common rail 120 is injected from each injector 115 to each cylinder of the engine 70. That is, by electronically controlling each fuel injection valve 119, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector 115 are controlled with high accuracy. Therefore, nitrogen oxide (NOx) from the engine 70 can be reduced, and noise and vibration of the engine 70 can be reduced.
- NOx nitrogen oxide
- the common rail system 117 is configured to execute the main injection A near the top dead center (TDC).
- TDC top dead center
- the common rail system 117 executes a small amount of pilot injection B for the purpose of reducing NOx and noise at the time of the crank angle ⁇ 1 about 60 ° before the top dead center
- Pre-injection C is executed for the purpose of noise reduction immediately before the crank angle ⁇ 2
- particulate matter hereinafter referred to as PM
- the after-injection D and the post-injection E are executed for the purpose of promoting purification.
- a fuel supply pump 116 is connected to the fuel tank 118 via a fuel return pipe 129.
- a common rail return pipe 131 is connected to the end of the cylindrical common rail 120 in the longitudinal direction via a return pipe connector 130 that limits the pressure of fuel in the common rail 120. That is, surplus fuel from the fuel supply pump 116 and surplus fuel from the common rail 120 are collected in the fuel tank 118 via the fuel return pipe 129 and the common rail return pipe 131.
- An exhaust pipe 77 connected to the exhaust downstream side of the exhaust manifold 71 includes an exhaust throttle device 82 for adjusting the exhaust pressure of the engine 70 and a diesel particulate filter 50 (hereinafter referred to as DPF) which is an example of an exhaust gas purification device. Connected). Exhaust gas discharged from each cylinder to the exhaust manifold 71 is purified through the exhaust pipe 77, the exhaust throttle device 82, and the DPF 50, and then released to the outside.
- DPF diesel particulate filter 50
- the DPF 50 is for collecting PM and the like in the exhaust gas.
- the DPF 50 according to the embodiment is configured by accommodating a diesel oxidation catalyst 53 such as platinum and a soot filter 54 in series in a substantially cylindrical filter case 52 in a casing 51 made of a refractory metal material.
- the diesel oxidation catalyst 53 is disposed on the exhaust upstream side of the filter case 52, and the soot filter 54 is disposed on the exhaust downstream side.
- the soot filter 54 has a honeycomb structure having a large number of cells partitioned by porous (filterable) partition walls.
- an exhaust introduction port 55 communicating with the exhaust downstream side of the exhaust throttle device 82 in the exhaust pipe 76 is provided.
- One end of the casing 51 is closed by a first bottom plate 56, and one end of the filter case 52 facing the first bottom plate 56 is closed by a second bottom plate 57.
- the annular gap between the casing 51 and the filter case 52 and the gap between the bottom plates 56 and 57 are filled with a heat insulating material 58 such as glass wool so as to surround the diesel oxidation catalyst 53 and the soot filter 54.
- the other side of the casing 51 is closed by two lid plates 59 and 60, and a substantially cylindrical exhaust outlet 61 passes through both the lid plates 59 and 60.
- a resonance chamber 63 that communicates with the inside of the filter case 52 via a plurality of communication pipes 62 is provided between the lid plates 59 and 60.
- An exhaust gas introduction pipe 65 is inserted into an exhaust introduction port 55 formed on one side of the casing 51.
- the tip of the exhaust gas introduction pipe 65 projects across the casing 51 to the side surface opposite to the exhaust introduction port 55.
- a plurality of communication holes 66 opening toward the filter case 52 are formed on the outer peripheral surface of the exhaust gas introduction pipe 65.
- a portion of the exhaust gas introduction pipe 65 that protrudes from the side surface opposite to the exhaust introduction port 55 is closed by a lid 67 that is detachably screwed to the portion.
- the DPF 50 is provided with a DPF temperature sensor 26 that detects an exhaust gas temperature in the DPF 50 as an example of a detection unit.
- the DPF temperature sensor 26 of the embodiment is mounted through the casing 51 and the filter case 52, and the tip thereof is located between the diesel oxidation catalyst 53 and the soot filter 54.
- the DPF 50 is provided with a differential pressure sensor 68 for detecting the clogged state of the soot filter 54 as an example of a detecting means.
- the differential pressure sensor 68 of the embodiment detects a pressure difference (differential pressure) between the upstream and downstream sides of the soot filter 54 in the DPF 50.
- the upstream side exhaust pressure sensor 68 a constituting the differential pressure sensor 68 is attached to the lid 67 of the exhaust gas introduction pipe 65, and the downstream side exhaust pressure sensor 68 b is interposed between the soot filter 54 and the resonance chamber 63. It is installed. It is well known that there is a certain law between the pressure difference between the upstream and downstream of the DPF 50 and the amount of PM accumulated in the DPF 50.
- the PM accumulation amount in the DPF 50 is estimated from the pressure difference detected by the differential pressure sensor 68, and the intake throttle device 81 and the common rail 120 are operated based on the estimation result, thereby regenerating the soot filter 54.
- Control DPF regeneration control
- the clogged state of the soot filter 54 is not limited to the differential pressure sensor 68 but may be an exhaust pressure sensor that detects the pressure upstream of the soot filter 54 in the DPF 50.
- the exhaust pressure sensor is adopted, the pressure (reference pressure) on the upstream side of the soot filter 54 when PM is not deposited on the soot filter 54 is compared with the current pressure detected by the exhaust pressure sensor. As a result, the clogged state of the soot filter 54 is determined.
- the exhaust gas from the engine 5 enters the exhaust gas introduction pipe 65 via the exhaust introduction port 55 and is ejected into the filter case 52 from each communication hole 66 formed in the exhaust gas introduction pipe 65.
- the diesel oxidation catalyst 53 and the soot filter 54 are passed through in this order for purification.
- PM in the exhaust gas is collected without passing through the porous partition wall between the cells in the soot filter 54.
- exhaust gas that has passed through the diesel oxidation catalyst 53 and the soot filter 54 is discharged from the exhaust outlet 61.
- the ECU 70 is provided with an ECU 11 that operates a fuel injection valve 119 of each cylinder in the engine 70.
- the ECU 11 includes a CPU 31 that executes various arithmetic processes and controls, a ROM 32 that stores various data fixedly in advance, an EEPROM 33 that stores control programs and various data in a rewritable manner, and temporarily stores control programs and various data.
- the engine speed sensor 14 that performs the injection
- the injection setter 15 that detects and sets the number of fuel injections of the injector 115 (the number of fuel injections during one stroke)
- the throttle position sensor 16 that detects the operating position of the throttle lever 166
- the intake path An intake air temperature sensor 17 for detecting the intake air temperature of the engine, an exhaust gas temperature sensor 18 for detecting the exhaust gas temperature in the exhaust passage, a coolant temperature sensor 19 for detecting the coolant temperature of the engine 70, and the fuel temperature in the common rail 120 are detected.
- Fuel temperature sensor 20 and DPF 50 Regeneration switch 21 as permission input means, differential pressure sensor 68 (upstream exhaust pressure sensor 68a and downstream exhaust pressure sensor 68b), DPF temperature sensor 26 for detecting the exhaust gas temperature in DPF 50, and rotational speed of engine 70
- a rotation speed holding switch 27 is connected as a rotation speed holding input means for holding N at the intermediate rotation speed Nm.
- each fuel injection valve 119 for at least four cylinders is connected to the output side of the ECU 11. That is, the high-pressure fuel stored in the common rail 120 is injected from the fuel injection valve 119 in a plurality of times during one stroke while controlling the fuel injection pressure, the injection timing, the injection period, and the like, so that nitrogen oxide (NOx ), And complete combustion with reduced generation of PM, carbon dioxide, and the like is performed to improve fuel efficiency.
- NOx nitrogen oxide
- a warning is given for a malfunction of the intake throttle device 81 for adjusting the intake pressure (intake amount) of the engine 70, the exhaust throttle device 82 for adjusting the exhaust pressure of the engine 70, and the ECU 11.
- An ECU failure lamp 22, an exhaust temperature warning lamp 23 as an abnormally high temperature notification means for notifying an abnormally high exhaust gas temperature in the DPF 50, and a regeneration lamp 24 that is turned on in accordance with the DPF 50 regeneration operation are connected. Data relating to blinking of the lamps 22 to 24 is stored in the EEPROM 33 of the ECU 11 in advance.
- the regeneration lamp 24 serves as a regeneration notification means that operates when the clogged state of the DPF 50 exceeds a specified level or exceeds a limit level, and serves as a regeneration notification means for notifying that the DPF 50 regeneration operation is being performed. It constitutes a single indicator that also serves as a role. As shown in FIGS. 2 and 7, the regeneration switch 21 and the lamps 22 to 24 are provided on the instrument panel 40 in the working machine (backhoe 140) to be mounted with the engine 70.
- the regeneration switch 21 is an alternate operation type. That is, the playback switch 21 is a lock-type push switch that is locked at the pressed position when pressed once and returns to the original position when pressed again. If the regeneration switch 21 is locked in the depressed position when the regeneration lamp 24 flashes to notify that the clogged state of the DPF 50 has reached the specified level, it can be shifted to each mode described later.
- the rotation speed holding switch 27 is of an alternate operation type similar to the regeneration switch 21. As will be described in detail later, if the rotation speed holding switch 27 is locked at the pressed position, the electronic control of the common rail system 117 adjusts the fuel injection state (injection pressure, injection timing, injection period, etc.) to each cylinder.
- the rotational speed N of the engine 70 is held at the intermediate rotational speed Nm in preference to each mode described later.
- the intermediate rotational speed Nm is a value between the low idle rotational speed (minimum rotational speed when the engine 70 is not loaded) and the high idle rotational speed (maximum rotational speed of the engine 70).
- the intermediate rotational speed Nm of the embodiment is set to 1800 min ⁇ 1 (1800 rpm, 300 s ⁇ 1), for example.
- the EEPROM 33 of the ECU 11 stores in advance an output characteristic map M (see FIG. 6) indicating the relationship between the rotational speed N of the engine 70 and the torque T (load).
- the output characteristic map M is obtained by experiments or the like.
- the rotational speed N is taken on the horizontal axis and the torque T is taken on the vertical axis.
- the output characteristic map M is a region surrounded by a solid line Tmx drawn upwardly.
- a solid line Tmx is a maximum torque line representing the maximum torque for each rotational speed N.
- the model of the engine 70 is the same, the output characteristic maps M stored in the ECU 11 are all the same (common). As shown in FIG.
- the output characteristic map M is divided vertically by a boundary line BL representing the relationship between the rotational speed N and the torque T when the exhaust gas temperature is the regeneration boundary temperature (about 300 ° C.). .
- the upper region across the boundary line BL is a reproducible region in which PM deposited on the soot filter 54 can be oxidized and removed (the oxidizing action of the oxidation catalyst 53 works), and the lower region is not oxidized and removed of PM. This is a non-reproducible region that accumulates on the soot filter 54.
- the ECU 11 basically calculates the torque T based on the output characteristic map M, the rotational speed N detected by the engine speed sensor 14, and the throttle position detected by the throttle position sensor 16 and performs target fuel injection.
- the fuel injection control for obtaining the amount and operating the common rail system 117 based on the calculation result is executed.
- the fuel injection amount is adjusted by adjusting the valve opening period of each fuel injection valve 119 and changing the injection period to each injector 115.
- DPF 50 regeneration control by the ECU 11 will be described with reference to the flowchart of FIG.
- a control mode of the engine 70 control format related to DPF 50 regeneration
- exhaust is performed when the regeneration switch 21 is pressed.
- the intake air amount and the exhaust air amount are limited by closing at least one of the intake throttle device 81 and the exhaust throttle device 82 to a predetermined opening based on the detection information of the differential pressure sensor 68.
- the load on the engine 70 increases.
- the engine 70 output is increased in conjunction with this, and the exhaust gas temperature from the engine 70 is increased.
- PM in the DPF 50 sin filter 54
- the forced regeneration mode is executed when the clogged state of the DPF 50 is not improved even though the clogged state of the DPF 50 is not less than a specified level, and the non-pressed state of the regeneration switch 21 continues for a long time.
- fuel is supplied into the DPF 50 by post-injection E, and the fuel is combusted by the diesel oxidation catalyst 53, thereby increasing the exhaust gas temperature in the DPF 50 (about 560 ° C.).
- the PM in the DPF 50 sin filter 54
- the engine 70, the intake throttle device 81, the exhaust throttle device 82, the common rail system 117, and the like are members involved in the DPF 50 regeneration operation.
- These 70, 81, 82, and 117 constitute a regeneration device for burning and removing PM in the DPF 50.
- each of the above modes is executed based on a command from the ECU 11. That is, the algorithm shown in the flowchart of FIG. 8 is stored in the EEPROM 33. Each mode described above is executed by calling the algorithm to the RAM 34 and then processing the CPU 31.
- the PM accumulation amount in the DPF 50 is estimated based on the detection result from the differential pressure sensor 68, and whether or not the estimation result is equal to or greater than a specified amount (specified level).
- a specified amount specified level
- measurement based on the time information of the timer 35 is started and the regeneration lamp 24 is blinked at a low speed (S02). Notice the execution of the playback operation (automatic auxiliary playback mode).
- the prescribed amount in the embodiment is set to 8 g / l, for example.
- the blinking frequency of the reproduction lamp 24 is set to 1 Hz, for example.
- step S03 it is determined whether or not the regeneration switch 21 is depressed (S03). If the regeneration switch 21 is not locked in the depressed state (S03: OFF), a predetermined time (for example, about 30 minutes) has elapsed since the regeneration lamp 24 started blinking slowly. Is determined (S04). If the predetermined time has not elapsed (S04: NO), the process returns to step S03. In steps S03 to S04, the control mode of the engine 70 remains in the normal operation mode even though the PM accumulation amount is not less than the specified amount, and the current driving state of the engine 70 is maintained. That is, the transition to the manual auxiliary regeneration mode (which may be referred to as the DPF 50 regeneration operation or the operation of the regeneration device) is prohibited.
- the manual auxiliary regeneration mode which may be referred to as the DPF 50 regeneration operation or the operation of the regeneration device
- the blinking cycle of the regeneration lamp 24 is set to be shorter as the PM accumulation amount in the DPF 50 increases (the regeneration lamp 24 blinks at shorter intervals as the PM accumulation amount in the DPF 50 increases). For this reason, the operator's attention can be alerted by the flashing speed of the regeneration lamp 24.
- step S04 When the predetermined time has elapsed in step S04 (S04: YES), it is assumed that the PM accumulation amount is equal to or greater than the predetermined amount, and it is assumed that the regeneration switch 21 is left unattended for a long time.
- the forced regeneration mode is executed (S06).
- the fuel is supplied into the DPF 50 by the post-injection E of the common rail system 117, and the fuel is burned by the diesel oxidation catalyst 53, whereby the exhaust gas temperature in the DPF 50 is raised.
- the PM in the DPF 50 is forcibly burned and removed, and the PM collection capability of the DPF 50 is restored.
- the forced regeneration mode in step S06 is executed, for example, for about 15 minutes (see S07). After the time has elapsed, the common rail system 117 ends the post injection E, turns off the regeneration lamp 24 (S08), and then the forced regeneration mode. Notify the end of.
- step S09 if the regeneration switch 21 is locked in the depressed state (S03: ON), it is next determined whether or not the rotation speed holding switch 27 is depressed (S09). If the rotation speed holding switch 27 is not locked in the pressed state (S09: OFF), the regeneration lamp 24 blinking at a low speed is turned on (S10), and the manual auxiliary regeneration mode is executed (S11).
- the load on the engine 70 is increased by restricting the intake air amount or the exhaust air amount using at least one of the intake air throttle device 81 and the exhaust air throttle device 82, and the engine 70 output is increased accordingly. Increase the exhaust gas temperature.
- the manual auxiliary regeneration mode in step S11 is executed, for example, for about 20 minutes (see S13).
- step S12 in which the manual auxiliary regeneration mode is being executed (while the reproducing apparatus is operating), the rotation speed holding switch 27 is pressed. It is determined whether or not.
- step S12 If the rotation speed holding switch 27 is not locked in the depressed state (S12: OFF), after the elapse of a predetermined time (S13: YES), the opening of the intake throttle device 81 or the exhaust throttle device 82 is reduced before it is reduced. Return to the state. Then, the regeneration lamp 24 is turned off (S14) to notify the end of the manual auxiliary regeneration mode.
- step S12 When the operation for turning on the rotation speed holding switch is performed in step S12 (S12: ON), the process proceeds to step S15 to be described later, and the operation of the regeneration device is interrupted to execute the rotation speed holding operation of the engine 70 (see S16). It will be.
- step S16 if the rotation speed holding switch 27 is locked in the depressed state (S09: ON), the rotation speed holding operation of the engine 70 (see S16) is executed with priority over the operation of the playback device. That is, after the regeneration lamp 24 that has been flashing slowly is turned on (S15), the fuel injection state to each cylinder is controlled by the electronic control of the common rail system 117 without executing the manual auxiliary regeneration mode or the forced regeneration mode. By adjusting, the rotational speed N of the engine 70 is maintained at the intermediate rotational speed Nm (S16).
- the regeneration operation of the DPF 50 can be prohibited by turning on the rotation speed holding switch 27.
- the driving state of the engine 70 can be maintained at a rotational speed suitable for a precise operation performed by the operator relying on the engine sound. That is, the driving state of the engine 70 can be maintained at a rotational speed suitable for the precise work while prohibiting the regeneration operation of the DPF 50 by the operator's intention according to the work state of the backhoe 140 and the like. Therefore, while performing regeneration control for recovering the PM collection ability of the DPF 50, the dense work can be performed smoothly. In other words, the dense work can be performed in a concentrated manner without the disadvantages of the DPF 50 regeneration operation that could hinder the fine work.
- step S12 when the rotation speed holding switch 27 is turned on while the manual auxiliary regeneration mode is being executed (when the regeneration device is operating), the manual auxiliary regeneration mode (operation of the regeneration device) is interrupted. Then, the rotational speed holding operation of the engine 70 is executed. Therefore, if the precise work is to be performed even when the manual auxiliary regeneration mode is being executed, the precise work can be performed only by turning on the rotational speed holding switch 27 and operating it. It is possible to easily switch to a suitable driving state of the engine 70. Therefore, the driving state of the engine 70 can be accurately set according to the working state of the backhoe 140 (particularly the above-described precise work), and regeneration control for recovering the PM trapping ability of the DPF 50 can be executed. Improvements can be made.
- the rotational speed maintaining operation of the engine 70 is executed in a state where the regeneration switch 21 is pressed (permitted), so that the clogged state of the DPF 50 is a specified amount (specified level).
- the rotational speed holding switch 27 is turned off, the manual auxiliary regeneration mode is surely shifted (the DPF 50 regeneration operation by the regeneration device is performed reliably). For this reason, especially during the precise work, human error such as forgetting to operate the regenerative switch 21 can be remarkably reduced, and the problem that the DPF 50 cannot be executed due to the human error and the DPF 50 is clogged is effectively prevented. it can.
- the PM accumulation amount in the DPF 50 is estimated based on the detection result of the differential pressure sensor 68, and it is determined whether or not the estimation result is a limit amount (limit level) or more (S17).
- the limit amount is set to a value exceeding the above-mentioned prescribed amount (see S01). That the estimation result is greater than or equal to the limit amount means a state in which the DPF 50 is PM over-deposited and there is a possibility of PM runaway combustion. Therefore, when it is determined that the PM accumulation amount is less than the limit amount (S17: NO), the process returns to step S09.
- the regeneration lamp 24 is turned on (S18), and then the rotation speed maintaining operation of the engine 70 is stopped by electronic control of the common rail system 117 (S19). Then, the manual auxiliary regeneration mode is executed (S20).
- the manual auxiliary regeneration mode in step S20 is executed, for example, for about 20 minutes (see S21), and after the predetermined time has elapsed (S21: YES), the opening degree of the intake throttle device 81 and the exhaust throttle device 82 is not reduced. Return to the original state. Then, the regeneration lamp 24 is turned off (S22), the end of the manual auxiliary regeneration mode is notified, and the process returns to step S09.
- the operator when interrupting the rotation speed maintaining operation of the engine 70, the operator can grasp in advance the fact that the operation is switched to the manual auxiliary regeneration mode (the DPF 50 regeneration operation by the regeneration device) by the operation of the regeneration lamp 24, and the output fluctuations that occur thereafter. Changes in impact and engine sound can be anticipated in advance. Therefore, the operator's uncomfortable feeling due to the regeneration operation of the DPF 50 can be reduced.
- the engine 70 mounted on the work machine 140, the exhaust gas purification device 50 disposed in the exhaust system 77 of the engine 70, and the exhaust Regenerators 70, 81, 82, and 117 for burning and removing particulate matter in the gas purifier 50, and the regenerator 70 when the clogged state of the exhaust gas purifier 50 is above a specified level.
- 81, 82, 117 can be operated, the regeneration permission input means 21 for permitting the operation of the regeneration devices 70, 81, 82, 117, and the rotational speed N of the engine 70.
- the rotation speed holding input means 27 is in a state where the reproduction permission input means 21 is operated.
- the rotation speed maintaining operation of the engine 70 is executed with priority over the operation of the playback devices 70, 81, 82, 117. Even if the permitting operation is performed, the regeneration operation of the exhaust gas purifying device 50 can be prohibited by the turning-on operation of the rotation speed holding input means 27.
- the driving state of the engine 70 can be maintained at a rotation speed suitable for a precise work performed by an operator relying on engine sound.
- the driving state of the engine 70 can be maintained at a rotation speed suitable for the precise work while prohibiting the regeneration operation of the exhaust gas purifying device 50 according to the operator's intention according to the working state of the working machine 140 and the like. Therefore, while the regeneration control for recovering the particulate matter collecting ability of the exhaust gas purifying device 50 can be executed, the dense work can be performed smoothly. In other words, there is an effect that the dense work can be performed in a concentrated manner without the disadvantages of the regeneration operation of the exhaust gas purification device 50 that may hinder the dense work.
- the rotational speed maintaining operation of the engine 70 is configured to be executed in a state where the permission operation of the regeneration permission input means 21 is performed.
- the regeneration device 70, 81, 82, 117 regenerates the exhaust gas purification device 50 by turning off the rotation speed holding input means 27.
- the operation is surely performed. For this reason, especially during the precise operation, human error such as forgetting to operate the regeneration permission input means 21 can be remarkably reduced, and the exhaust gas purification device 50 regeneration operation cannot be performed due to the human error, and the exhaust gas can not be executed. There exists an effect that the malfunction that the gas purification apparatus 50 is blocked can be prevented effectively.
- the reproducing device 70, 81, 82, 117 is configured to interrupt the operation of the engine 70 by interrupting the operation of the engine 70. Therefore, even when the playback devices 70, 81, 82, 117 are in operation, When it is desired to perform a precise work, it is possible to easily switch to the driving state of the engine 70 suitable for the precise work simply by entering and operating the rotational speed holding input means 27.
- the driving state of the engine 70 can be accurately set according to the working state of the working machine 140 (particularly the precise work), and regeneration control for recovering the particulate matter collecting ability of the exhaust gas purification device 50 is executed. Although it is possible, the workability can be improved.
- the clogged state of the exhaust gas purifying device 50 exceeds the limit level exceeding the specified level during the operation of maintaining the rotational speed of the engine 70.
- the operation of maintaining the rotational speed of the engine 70 is interrupted and the playback devices 70, 81, 82, 117 are operated.
- a return operation for changing the mode is not performed.
- the exhaust gas purifying device 50 includes the regeneration notice means 24 that operates when the clogged state exceeds the limit level.
- the operator can grasp in advance the fact that the operation of the regeneration notice unit 24 shifts to the regeneration operation of the exhaust gas purification device 50 by the regeneration devices 70, 81, 82, 117.
- the impact of output fluctuation and the change of engine sound can be assumed in advance. Therefore, it is possible to reduce the operator's uncomfortable feeling caused by the regeneration operation of the exhaust gas purification device 50.
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Abstract
Description
まず始めに、図1及び図2を参照して、エンジン70が搭載される作業機の一例であるバックホウ141の概略構造について説明する。なお、図2では説明の便宜上、キャビン146の図示を省略している。
次に、図3及び図4を参照しながら、エンジン70及びその周辺の構造を説明する。図4に示すように、エンジン70は前述の通り、4気筒型のディーゼルエンジンであり、上面にシリンダヘッド72が締結されたシリンダブロック75を備えている。シリンダヘッド72の一側面には吸気マニホールド73が接続されており、他側面には排気マニホールド71が接続されている。シリンダブロック75の側面のうち吸気マニホールド73の下方には、エンジン70の各気筒に燃料を供給するコモンレールシステム117が設けられている。吸気マニホールド73の吸気上流側に接続された吸気管76には、エンジン70の吸気圧(吸気量)を調節するための吸気絞り装置81とエアクリーナ(図示省略)とが接続される。
次に、図3、図6及び図7等を参照しながら、エンジン70の制御関連の構成を説明する。図3に示す如く、エンジン70における各気筒の燃料噴射バルブ119を作動させるECU11を備えている。ECU11は、各種演算処理や制御を実行するCPU31の他、各種データを予め固定的に記憶させたROM32、制御プログラムや各種データを書換可能に記憶するEEPROM33、制御プログラムや各種データを一時的に記憶するRAM34、時間計測用のタイマ35、及び入出力インターフェイス等を有しており、エンジン70又はその近傍に配置される。
次に、図8のフローチャート等を参照しながら、ECU11によるDPF50再生制御の一例について説明する。さて、エンジン70の制御モード(DPF50再生に関する制御形式)としては少なくとも、路上走行や各種作業をする通常運転モードと、DPF50の詰り状態が規定水準以上になると、再生スイッチ21を押下した場合に排気ガス温度を上昇させる手動補助再生モードと、ポスト噴射EにてDPF50内に燃料を供給する強制再生モードとがある。
上記の記載並びに図3、図7及び図8から明らかなように、作業機140に搭載されるエンジン70と、前記エンジン70の排気系77に配置された排気ガス浄化装置50と、前記排気ガス浄化装置50内の粒子状物質を燃焼除去するための再生装置70,81,82,117とを備えており、前記排気ガス浄化装置50の詰り状態が規定水準以上の場合に前記再生装置70,81,82,117が作動可能になっている排気ガス浄化システムであって、前記再生装置70,81,82,117の作動を許可する再生許可入力手段21と、前記エンジン70の回転速度Nを所定回転速度Nmに保持するための回転速度保持入力手段27とを備えており、前記再生許可入力手段21の許可操作をした状態で前記回転速度保持入力手段27の入り操作をした場合は、前記エンジン70の回転速度保持動作を前記再生装置70,81,82,117の作動に優先して実行するように構成されているから、前記再生許可入力手段21の許可操作をしていたとしても、前記回転速度保持入力手段27の入り操作によって、前記排気ガス浄化装置50の再生動作を禁止できる。これに加えて、前記エンジン70の駆動状態を、オペレータがエンジン音を頼りに実行する緻密作業に適した回転速度に保持できる。すなわち、前記作業機140の作業状態等に応じオペレータの意思によって、前記排気ガス浄化装置50の再生動作を禁止しながら、前記エンジン70の駆動状態を前記緻密作業に適した回転速度に保持できる。従って、前記排気ガス浄化装置50の粒子状物質捕集能力を回復させる再生制御を実行可能なものでありながら、前記緻密作業をスムーズに行える。つまり、前記緻密作業を阻害しかねない前記排気ガス浄化装置50再生動作の欠点をなくして、前記緻密作業を集中して行えるという効果を奏する。
本願発明は、前述の実施形態に限らず、様々な態様に具体化できる。各部の構成は図示の実施形態に限定されるものではなく、本願発明の趣旨を逸脱しない範囲で種々変更が可能である。
21 再生スイッチ(再生許可入力手段)
23 排気温度警告ランプ(異常高温報知手段)
24 再生ランプ(再生予告手段)
26 DPF温度センサ
27 回転速度保持スイッチ(回転速度保持入力手段)
50 DPF(排気ガス浄化装置)
70 エンジン
117 コモンレールシステム
120 コモンレール
Claims (5)
- 作業機に搭載されるエンジンと、前記エンジンの排気系に配置された排気ガス浄化装置と、前記排気ガス浄化装置内の粒子状物質を燃焼除去するための再生装置とを備えており、前記排気ガス浄化装置の詰り状態が規定水準以上の場合に前記再生装置が作動可能になっている排気ガス浄化システムであって、
前記再生装置の作動を許可する再生許可入力手段と、前記エンジンの回転速度を所定回転速度に保持するための回転速度保持入力手段とを備えており、
前記再生許可入力手段の許可操作をした状態で前記回転速度保持入力手段の入り操作をした場合は、前記エンジンの回転速度保持動作を前記再生装置の作動に優先して実行するように構成されている、
作業機の排気ガス浄化システム。 - 前記エンジンの回転速度保持動作は、前記再生許可入力手段の許可操作をした状態で実行されるように構成されている、
請求項1に記載した作業機の排気ガス浄化システム。 - 前記再生装置の作動中において前記回転速度保持入力手段の入り操作をした場合は、前記再生装置の作動を中断して前記エンジンの回転速度保持動作を実行するように構成されている、
請求項2に記載した作業機の排気ガス浄化システム。 - 前記エンジンの回転速度保持動作の実行中において前記排気ガス浄化装置の詰り状態が前記規定水準を超える限界水準以上になった場合は、前記エンジンの回転速度保持動作を中断して前記再生装置を作動させるように構成されている、
請求項2又は3に記載した作業機の排気ガス浄化システム。 - 前記排気ガス浄化装置の詰り状態が前記限界水準以上になると作動する再生予告手段を備えている、
請求項4に記載した作業機の排気ガス浄化システム。
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CN201180022858.2A CN102884286B (zh) | 2010-05-07 | 2011-04-28 | 作业机的排气气体净化*** |
US13/695,898 US8844273B2 (en) | 2010-05-07 | 2011-04-28 | Exhaust gas purification system of working machine |
EP11777448.9A EP2568135B1 (en) | 2010-05-07 | 2011-04-28 | Exhaust gas purification system for working machine |
KR1020127029096A KR101802225B1 (ko) | 2010-05-07 | 2011-04-28 | 작업기의 배기가스 정화 시스템 |
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JP2010107348A JP5828579B2 (ja) | 2010-05-07 | 2010-05-07 | 作業機の排気ガス浄化システム |
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JP (1) | JP5828579B2 (ja) |
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US9759146B2 (en) | 2013-05-31 | 2017-09-12 | Kobelco Cranes Co., Ltd. | Exhaust gas purification control device for construction machine |
JP5928507B2 (ja) * | 2013-05-31 | 2016-06-01 | コベルコクレーン株式会社 | 建設機械の排気浄化制御装置 |
CN105673154B (zh) * | 2014-11-21 | 2019-11-08 | 天纳克(苏州)排放***有限公司 | 共轨、该共轨的应用、尿素喷射***及其控制方法 |
JP6444778B2 (ja) * | 2015-03-09 | 2018-12-26 | ヤンマー株式会社 | エンジン、及び当該エンジンを備えた作業車両 |
JP6843693B2 (ja) * | 2017-04-25 | 2021-03-17 | 株式会社クボタ | 作業機 |
JP6957380B2 (ja) * | 2018-02-07 | 2021-11-02 | 住友重機械建機クレーン株式会社 | 作業機械 |
US11499459B2 (en) | 2018-05-04 | 2022-11-15 | Catalytic Combustion Corporation | Near-zero emitting diesel-electric locomotive using a high-speed diesel engine |
CN110552801B (zh) * | 2019-09-25 | 2022-04-26 | 潍柴动力股份有限公司 | 一种工程机械的驻车再生控制方法和装置 |
KR102438924B1 (ko) * | 2020-10-22 | 2022-09-01 | 세명대학교 산학협력단 | 축열식 연소 산화장치의 운영을 위한 IoT 기반의 센싱 및 지능형 모니터링 시스템, 및 그 운영방법 |
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KR101802225B1 (ko) | 2017-11-28 |
EP2568135A1 (en) | 2013-03-13 |
CN102884286A (zh) | 2013-01-16 |
US8844273B2 (en) | 2014-09-30 |
KR20130067270A (ko) | 2013-06-21 |
JP5828579B2 (ja) | 2015-12-09 |
EP2568135B1 (en) | 2022-04-06 |
CN102884286B (zh) | 2015-07-22 |
US20130067895A1 (en) | 2013-03-21 |
EP2568135A4 (en) | 2018-04-04 |
JP2011236769A (ja) | 2011-11-24 |
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