JP2019112949A - engine - Google Patents

Abstract

To provide an engine for promoting the activation of a catalyst.SOLUTION: The engine includes an exhaust manifold 1, an exhaust lead-out passage 2 led out of a manifold exit 1a of the exhaust manifold 1, a catalyst case 3 provided in the exhaust lead-out passage 2, and a catalyst 4 stored in the catalyst case 3, the exhaust manifold 1 and the catalyst case 3 being both mounted in the longitudinal direction where a crankshaft 14 is mounted, and arranged side by side in the direction perpendicular to the longitudinal direction. A supercharger 6 is mounted to the manifold exit 1a of the exhaust manifold 1, and the catalyst case 3 is desirably mounted to a turbine exit 6a of the supercharger 6. An exhaust relay pipe 7 is mounted to the manifold exit 1a of the exhaust manifold 1, and the catalyst case 3 is desirably mounted to a relay pipe exit 7a of the exhaust relay pipe 7. An exhaust throttle device 8 is desirably provided on the exhaust downstream of the catalyst 4.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an engine, and more particularly to an engine in which catalyst activation is promoted.

  Conventionally, there is an engine provided with an exhaust manifold, an exhaust lead-out path led out from the manifold outlet of the exhaust manifold, a catalyst case provided in the exhaust lead-out path, and a catalyst housed in the catalyst case (eg, Patent Document 1) reference).

JP, 2010-185340, A (refer to Drawing 1, Drawing 4, and Drawing 6)

問題 Problems 点 The catalyst is difficult to activate.
In the engine of Patent Document 1, the catalyst case is at a position distant from the manifold outlet of the exhaust manifold, and the temperature of the exhaust gas flowing out of the manifold outlet decreases before reaching the catalyst, and the catalyst is difficult to be activated.

  An object of the present invention is to provide an engine in which catalyst activation is promoted.

The invention specific matters of the present invention are as follows.
As illustrated in FIGS. 1 (A) and 1 (B), an exhaust manifold (1), an exhaust lead-out path (2) derived from the manifold outlet (1a) of the exhaust manifold (1), and an exhaust lead-out path (2) In an engine provided with a catalyst case (3) provided in the and a catalyst (4) accommodated in the catalyst case (3),
The exhaust manifold (1) and the catalyst case (3) are both mounted in the front-rear direction with the installation direction of the crankshaft (14) as the front-rear direction, and are arranged side by side in the direction orthogonal to the front-rear direction. Feature engine.

The present invention has the following effects.
<< Effect >> The activation of the catalyst is promoted.
The catalyst case (3) is positioned close to the manifold outlet (1a) of the exhaust manifold (1), and the temperature of the exhaust (5) flowing out of the manifold outlet (1a) decreases to reach the catalyst (4) And the activation of the catalyst (4) is promoted.
<< Effect >> The activation temperature of the catalyst is easily maintained.
The heat radiation from the catalyst case (3) is suppressed by the radiant heat from the wall (1b) of the exhaust manifold (1), the temperature of the catalyst (4) does not easily decrease, and the activation temperature of the catalyst (4) is easily maintained.

FIG. 1 (A) is a basic example, FIG. 1 (B) is a modified example in which the mounting structure of the catalyst case is different, and FIG. 1 (C) is a schematic view for explaining the exhaust system of the engine according to the first embodiment of the present invention. These show the modification from which arrangement | positioning of an exhaust temperature sensor differs. It is a schematic diagram explaining the water cooling device of the engine of FIG. It is a flowchart explaining control of the clogging elimination mode of the engine of FIG. It is a flowchart explaining control of DPF regeneration mode of an engine of FIG. It is a schematic diagram explaining the water cooling system of the engine which concerns on 2nd Embodiment of this invention.

1 to 4 illustrate an engine according to a first embodiment of the present invention, and FIG. 5 illustrates an engine according to a second embodiment of the present invention.
In each embodiment, a vertical water-cooled in-line multi-cylinder diesel engine is used.

An engine according to a first embodiment of the present invention will be described.
As shown in FIG. 1A, this engine includes a cylinder block (20a) and a cylinder head (20b) attached to the top of the cylinder block (20a). The cooling water pump (25) and the timing transmission case (15) are assembled at the front of the cylinder block (20a) with the installation direction of the crankshaft (14) front to back and one of the front and the rear. There is. An engine cooling fan (16) is attached to a pump input shaft of a cooling water pump (25), and the cooling water pump (25) and the engine cooling fan (16) are mounted on a crankshaft (14) via a fan belt (17). Driven by A radiator (26) is disposed in front of the engine cooling fan (16). A flywheel (14a) attached to the rear end of the crankshaft (14) is disposed at the rear of the cylinder block (20a).

  As shown in FIG. 1A, the exhaust manifold (1) is assembled on one side of the cylinder head (20b) with the width direction of the engine as the lateral direction, and from the manifold outlet (1a) of the exhaust manifold (1) An exhaust gas derivation path (2) is derived. The exhaust lead-out path (2) comprises a turbocharger (6), a catalyst case (3), an exhaust throttle device (8), and an exhaust purification case (18), which are disposed in order from the exhaust upstream side, The exhaust (5) flowing out of the manifold outlet (1a) of the manifold (1) passes through the turbine of the turbocharger (6), the catalyst case (3), the exhaust throttle device (8) and the exhaust purification case (18) in this order Released.

  As shown in FIG. 1A, an intake manifold (30) is assembled on the other side of the cylinder head (20b), and a manifold inlet (30a) of the intake manifold (30) is connected via a supercharging pipe (31). The compressor outlet (6b) of the turbocharger (6) is connected, the air cleaner (33) is connected to the compressor inlet (6c) via the air flow sensor case (32), and the air (34) is an air cleaner (33) ), The compressor of the supercharger (6), the supercharging pipe (31), and the manifold inlet (30a) sequentially supercharge the intake manifold (30).

  As shown in FIG. 1 (A), the EGR gas lead-out path (19) is led out from the exhaust manifold (1), and the EGR gas lead-out path (19) A valve device (27) is provided, the outlet end of the EGR gas outlet path (19) is connected to the manifold inlet (30a) of the intake manifold (30), and the exhaust of the exhaust manifold (1) is diverted A part is supplied as an EGR gas (23a) to the intake manifold (30) through an EGR cooler (23) and an EGR valve device (27) in this order.

This engine includes a fuel injection valve (35) of a common rail type combustion injection device and a control device (10) for controlling the opening of the fuel injection valve (35), and the control device (10) uses a predetermined sensor. The injection timing and the injection amount of the fuel from the fuel injection valve (35) are set based on the detected engine target rotation speed, the engine actual rotation speed, the engine load, the intake amount, and the intake temperature.
An engine ECU is used for the control device (10). The ECU is an abbreviation of an electronic control unit and is a microcomputer.

As shown in FIGS. 1 (A) and 1 (B), this engine includes an exhaust manifold (1), an exhaust lead-out path (2) derived from the manifold outlet (1a) of the exhaust manifold (1), and an exhaust lead-out path A catalyst case (3) provided in (2) and a catalyst (4) accommodated in the catalyst case (3) are provided.
The exhaust manifold (1) and the catalyst case (3) are both bridged in the front-rear direction, with the installation direction of the crankshaft (14) as the front-rear direction, and arranged in a direction perpendicular to the front-rear direction.

This engine has the following advantages:
The catalyst case (3) is positioned close to the manifold outlet (1a) of the exhaust manifold (1), and the temperature of the exhaust (5) flowing out of the manifold outlet (1a) decreases to reach the catalyst (4) And the activation of the catalyst (4) is promoted.
The heat radiation from the catalyst case (3) is suppressed by the radiant heat from the wall (1b) of the exhaust manifold (1), the temperature of the catalyst (4) does not easily decrease, and the activation temperature of the catalyst (4) is easily maintained.
The exhaust manifold (1) and the catalyst case (3) are disposed one above the other, with the catalyst case (3) at the top and the exhaust manifold (1) at the bottom.
The catalyst case (3) is made of metal and is disposed along the upper wall (1b) of the exhaust manifold (1) along the wall (1b).
The exhaust manifold (1) and the catalyst case (3) may be down the catalyst case (3) and up the exhaust manifold (1).
The exhaust manifold (1) and the catalyst case (3) may be disposed side by side at the same height, or may be disposed side by side at different heights.

The catalyst (4) on the exhaust upstream side of the exhaust gas throttle device (8) purifies harmful components in the exhaust gas (5), and is a catalyst for exhaust gas purification or exhaust gas temperature raising catalyst combustion of unburned fuel.
DOC is used for the catalyst (4). DOC is an abbreviation for diesel oxidation catalyst. The DOC is a flow-through honeycomb type in which a large number of cells extending in the axial direction are arranged in a penetrating manner. The DOC carries an oxidation catalyst component in the cell. In DOC, HC (hydrocarbon) and CO (carbon monoxide) in the exhaust (5) are oxidized to become H ₂ O (water) and CO ₂ . Further, in the DOC, the unburned fuel supplied into the exhaust gas (5) is catalytically burned, the temperature of the exhaust gas (5) rises, and regeneration of the DPF (12) disposed downstream is achieved. When the catalyst downstream side catalyst (13) is used in place of the DPF (12), the temperature rises and activation is achieved.

DPF is an abbreviation for diesel particulate filter and captures PM contained in exhaust (5). PM is an abbreviation for particulate matter.
The DPF (12) is a wall flow honeycomb type in which a large number of cells extending in the axial direction are juxtaposed inside and the exhaust inlet (12a) and the exhaust outlet (12b) of adjacent cells are alternately sealed. is there.

For the catalyst (4) on the exhaust upstream side of the exhaust gas throttle device (8), an SCR catalyst or an NO _X storage reduction catalyst can be used.
The SCR catalyst is an abbreviation of a selective catalytic reduction type catalyst, and a flow-through honeycomb type catalyst in which a large number of cells extending in the axial direction are juxtaposed in the axial direction is used. The urea water injector is arranged on the side, and ammonia water is obtained at high temperature by injecting urea water into the exhaust gas, NOx (nitrogen oxide) is reduced by this ammonia, N ₂ (nitrogen gas) and H ₂ Obtain O (water vapor).
_The NO _X storage reduction catalyst is temporarily occluded NO _X in the exhaust gas, a catalyst for reducing (N ₂ reduction) after.

As shown in FIG. 1 (A), the supercharger (6) attached to the manifold outlet (1a) of the exhaust manifold (1) is provided, and the catalyst case (3) has a turbine outlet of the turbocharger (6) It is attached to (6a).
This engine has the following advantages:
The catalyst case (3) is disposed close to the manifold outlet (1a) of the exhaust manifold (1) to facilitate activation of the catalyst (4).

As shown in FIG. 1 (B), the attachment of the catalyst case (3) may be modified as follows.
That is, the exhaust relay pipe (7) attached to the manifold outlet (1a) of the exhaust manifold (1) is provided, and the catalyst case (3) is attached to the relay pipe outlet (7a) of the exhaust relay pipe (7) It may be one.
Also in this case, the engine has the following advantages as described above.
That is, the catalyst case (3) is disposed at a position close to the manifold outlet (1a) of the exhaust manifold (1) to promote the activation of the catalyst (4).
An elbow pipe is used for the exhaust relay pipe (7).

As shown in FIG. 1A, an exhaust gas throttle device (8) is provided downstream of the exhaust gas of the catalyst (4).
This engine has the following advantages:
The temperature of the exhaust (5) rises and the temperature of the catalyst (4) rises due to the rise of back pressure by the restriction of the exhaust gas throttle device (8), and the unburned matter adheres to the exhaust inlet (4a) of the catalyst (4) The incineration of the deposit and the activation of the catalyst (4) are promoted.

  The unburned deposit adhering to the exhaust inlet (4a) of the catalyst (4) is a mixture of unburned fuel of the main injection fuel and PM, and when the engine load is small and the exhaust temperature is low, the catalyst (4) And clog the exhaust inlet (4a) of the catalyst (4).

As shown in FIG. 1 (A), the exhaust temperature sensor (9) disposed between the catalyst (4) and the exhaust gas throttle device (8) cooperates with the exhaust gas temperature sensor (9) and the exhaust gas throttle device (8) Control device (10) for adjusting the opening degree of the exhaust gas throttle device (8) based on the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9). It is configured.
In this case, this engine has the following advantages.
The exhaust temperature sensor (9) for directly detecting the temperature of the exhaust (5) on the upstream side of the exhaust gas throttle device (8) quickly detects the temperature rise of the upstream side exhaust gas (5) of the exhaust gas throttle device (8) Therefore, the control delay of the opening of the exhaust gas throttle device (8) hardly occurs, the temperature of the exhaust gas (5) does not rise excessively, and the thermal deterioration of the exhaust gas throttle device (8) is suppressed.

As shown in FIG. 1 (C), the exhaust temperature sensor (9) disposed at the nearest position on the exhaust downstream side of the exhaust gas throttle device (8), the exhaust gas temperature sensor (9) and the exhaust gas throttle device (8) A control device (10) is provided, and the control device (10) is configured to adjust the opening degree of the exhaust gas throttle device (8) based on the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9). It may be done.
In this case, this engine has the following advantages.
The temperature of the exhaust (5) on the upstream side of the exhaust gas throttle device (8) is quickly raised by the exhaust gas temperature sensor (9) that detects the temperature of the exhaust gas (5) at the immediate downstream position of the exhaust gas throttle device (8). The exhaust throttle device (8) is less likely to delay the control of the opening degree of the exhaust throttle device (8), the temperature of the exhaust gas (5) does not rise excessively, and the thermal deterioration of the exhaust throttle device (8) is suppressed.
The separation distance from the exhaust gas throttle device (8) to the exhaust gas temperature sensor (9) is sufficiently shorter than the separation distance from the exhaust gas throttle device (8) to the throttle downstream catalyst (11). It is desirable to make it less than one, and it is more desirable to make it less than one third of the latter.

As shown in FIG. 1 (A), it has a throttle downstream side catalyst (11) disposed downstream of the exhaust throttle device (8), and the control device (10) is detected by the exhaust temperature sensor (9). Based on the temperature of the exhaust gas (5), the temperature of the exhaust gas (5) on the exhaust inlet (11a) side of the throttle downstream side catalyst (11) of the exhaust gas throttle device (8) is estimated. Based on the estimation, control of the exhaust process using the throttle downstream catalyst (11) is performed.
This engine has the following advantages:
The exhaust temperature sensor (9) used for the control of the exhaust gas throttle device (8) is also used to control the exhaust process using the throttle downstream side catalyst (11), and the number of exhaust gas temperature sensors is reduced.

  The same throttle downstream catalyst (11) as the throttle downstream catalyst (4) can be used. The same DOC as the catalyst (4) on the throttle upstream side is used for the throttle downstream catalyst (11).

As shown in FIG. 1 (A), the exhaust gas treatment using the throttle downstream catalyst (11) is carried out by catalytically burning the unburned fuel supplied in the exhaust (5) with the throttle downstream catalyst (11) With processing.
This engine has the following advantages:
When the DPF (12) is disposed on the downstream side of the throttle downstream catalyst (11), the DPF (12) can be regenerated by the exhaust gas temperature raising process.
When the catalyst downstream side catalyst (13) is disposed on the downstream side of the throttle downstream side catalyst (11) instead of the DPF (12), the exhaust gas temperature rising process can activate the catalyst downstream side catalyst (13) It becomes.

The throttle downstream catalyst (11) and the DPF (12) are accommodated in the exhaust gas purification case (18), the throttle downstream catalyst (11) is disposed upstream of the exhaust, and the DPF (12) is disposed downstream of the exhaust. ing.
When the catalyst downstream side catalyst (13) is used instead of the DPF (12), the catalyst downstream side catalyst (13) is disposed on the exhaust downstream side of the throttled downstream side catalyst (11).
A catalyst similar to the catalyst (4) on the throttled upstream side can be used as the throttled downstream side catalyst (11). It is desirable to use the same DOC as the catalyst (4) on the throttle upstream side for this throttle downstream catalyst (11).
For the catalyst downstream side catalyst (13), an SCR catalyst, an NO _X storage reduction catalyst or the like can be used instead of DOC.
When an SCR catalyst is used as the throttle downstream catalyst (11), it is desirable to use DOC for the catalyst downstream catalyst (13) to purify ammonia that has passed through the SCR catalyst.

The configuration of the water cooling device is as follows.
As shown in FIG. 2, a main water channel (21) for water cooling the engine body (20) and a bypass water channel (22) branched from the main water channel (21) are provided. ) Is connected.
This engine has the following advantages:
The exhaust gas throttle device (8) heated by the exhaust gas (5) is water cooled, the temperature of the exhaust gas throttle device (8) is lowered, and the thermal deterioration of the exhaust gas throttle device (8) is suppressed.

  The exhaust throttle device (8) comprises an exhaust throttle valve (8a), a valve case (8b), a water jacket (8c) along the valve case (8b), and a valve drive actuator (8d) penetrating the water jacket (8c) The bypass cooling water (22a) to the exhaust throttle device (8) passes through the water jacket (8c) and water-cools the valve case (8b) and the valve drive actuator (8d).

As shown in FIG. 2, an EGR throttle (23) and a pair of bypass water channels (22) (24) branched respectively from a main water channel (21) for water cooling the engine body (20) are provided, and an exhaust throttle device (8) and the EGR cooler (23) are individually connected to the pair of bypass water channels (22) and (24), respectively.
This engine has the following advantages:
The resistance of each of the pair of bypass channels (22) and (24) to which the exhaust throttle device (8) and the EGR cooler (23) are individually connected is small, and the bypass cooling water (22a) to the exhaust throttle device (8) Therefore, the temperature of the exhaust gas throttle device (8) is reduced, and the thermal deterioration of the exhaust gas throttle device (8) is suppressed.
Each channel resistance of the pair of bypass channels (22) and (24) is small, the amount of bypass cooling water (24a) supplied to the EGR cooler (23) increases, the temperature of the EGR gas (23a) decreases, and EGR gas ( The density of 23a) increases and the EGR rate increases.

  The EGR cooler (23) includes a plurality of heat radiation pipes (23b) for passing the EGR gas (23a), and a water jacket (23c) surrounding the heat radiation pipes (23b) juxtaposed, and the water jacket (23c) The EGR gas (23a) is water-cooled by the bypass cooling water (24a) passing through.

As shown in FIG. 2, the main water channel (21) is driven by a cooling water pump (25), and the main cooling water (21a) is a water jacket (20d) of the cylinder block (20a) and a cylinder head (20b). The water jacket (20e) and the radiator (26) are circulated in this order.
The bypass water passage (24) to which the EGR cooler (23) is connected is branched from the water jacket (20d) of the cylinder block (20a).
This engine has the following advantages:
The bypass cooling water (24a) branched from the relatively low temperature main cooling water (21a) before it becomes high temperature with the cylinder head (20b) is supplied to the EGR cooler (23), and the cooling performance of the EGR cooler (23) is enhanced .

A bypass water passage (22) to which the exhaust throttle device (8) is connected is branched from a water jacket (20e) of the cylinder head (20b).
This engine has the following advantages:
Proper temperature bypass cooling water (22a) which absorbed the heat of the cylinder block (20a) and the cylinder head (20b) is supplied to the high temperature exhaust gas throttle device (8), and the malfunction of the exhaust gas throttle device (8) due to overcooling Be suppressed.

As shown in FIG. 2, the water jacket (20e0039) of the cylinder head (20b) is attached to the radiator (26) with the installation direction of the crankshaft (14) as the front and back direction, with any one of them as the front and the other as the rear. The bypass water passage (22) provided on the front side with the main cooling water outlet (20c) for delivering the main cooling water (21a) and connected with the exhaust throttle device (8) is behind the water jacket (20e) of the cylinder head (20b) It is branched from the side.
This engine has the following advantages:
The bypass cooling water (22a) branched from the relatively low temperature main cooling water (21a) before reaching the main cooling water outlet (20c) is supplied to the exhaust gas throttle device (8), and the cooling of the exhaust gas throttle device (8) Performance is increased.

As shown in FIG. 2, the EGR valve device (27) is provided, and the EGR valve device (27) is a bypass water passage (B) branched from the main water passage (21) except for the pair of bypass water passages (22) and (24). 28) connected.
This engine has the following advantages:
The water passage resistance of the bypass water passage (28) not connected with the EGR cooler (23) and the exhaust gas throttle device (8) is small, and the supply amount of bypass cooling water (28a) to the EGR valve device (27) increases. The temperature of the valve device (27) decreases, and the thermal deterioration of the EGR valve device (27) is suppressed.

  The EGR valve device (27) comprises an EGR valve (27a), a valve case (27b), a water jacket (27c) along the valve case (27b), and a valve drive actuator (27d) penetrating the water jacket (27c) The bypass cooling water (28a) to the EGR valve device (27) passes through the water jacket (27c), and water-cools the valve case (27b) and the valve drive actuator (27d).

As shown in FIG. 2, the bypass water passage (28) connected to the EGR valve device (27) is branched from the water jacket (20d) of the cylinder block (20a).
This engine has the following advantages:
The bypass cooling water (28a) branched from the relatively low temperature main cooling water (21a) before becoming high temperature with the cylinder head (20b) is supplied to the EGR valve device (27), and the cooling performance of the EGR valve device (27) Increase.

The flow of control of the engine is as follows.
In this engine, the control device (10) performs the following control.
The clogging elimination mode shown in FIG. 3 is implemented when it is determined that the exhaust inlet (4a) of the catalyst (4) is clogged with unburned deposits.
The DPF regeneration mode shown in FIG. 4 is implemented when PM is deposited on the DPF (12) and a DPF regeneration request is made.
If there is a DPF regeneration request during execution of the clogging elimination mode, the DPF regeneration mode is implemented after the clogging of the exhaust port (4a) of the catalyst (4) is eliminated in the clogging elimination mode .
When the clogging determination of the catalyst (4) is affirmed during the DPF regeneration mode, after the clogging of the exhaust port (4a) of the catalyst (4) is eliminated in the clogging elimination mode, the DPF regeneration is performed. Mode is resumed.

As shown in FIG. 3, it is determined in step (S1) whether or not the exhaust inlet (4a) of the catalyst (4) is clogged with unburned deposits. If the determination of clogging in step (S1) is negative, step (S1) is repeated until the determination is affirmative.
When the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9) at the exhaust gas outlet (4b) of the catalyst (4) does not reach a predetermined time when the accumulated time for which the predetermined low temperature state is continuously maintained It is estimated that there is no clogging, the determination in step (S1) is denied, and if the above time accumulation reaches a predetermined time, it is estimated that the clogging has occurred in step (S1) The determination of is affirmed. The differential pressure between the exhaust inlet (4a) and the exhaust outlet (4b) of the catalyst (4) is detected, and when the differential pressure is a predetermined pressure or more, the determination of clogging is affirmed and the differential pressure is less than the predetermined pressure In some cases, the determination of clogging may be denied.
If the determination in step (S1) is affirmed, the process proceeds to step (S2-1).

  In step (S2-1), it is determined whether or not the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9) is in the incineration temperature range of unburned deposits adhering to the exhaust gas inlet (4a). If the determination is affirmative, the process proceeds to step (S3). If the determination in step (S2-1) is negative, in step (S2-2), the opening degree of the exhaust gas throttle device (8) is adjusted. The incineration temperature range is set to, for example, 400 ° C. to 450 ° C., and if the detected temperature of the exhaust gas (5) is less than this region, the incineration temperature region is adjusted to reduce the opening degree of the exhaust gas throttle device (8) If the temperature of the exhaust (5) exceeds this range, the exhaust throttle device (8) is adjusted to increase the opening degree.

In step (S3), it is determined whether clogging of the catalyst (4) has been eliminated. If the determination in step (S3) is affirmed, the process proceeds to step (S4). If the determination in step (S3) is negative, the process returns to step (S2-1).
In the step (S3), when the cumulative time during which the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9) is maintained at the incineration temperature of unburned matter reaches a predetermined time, clogging Is determined to have been eliminated, the determination in step (S3) is affirmed, and if the accumulation of time does not reach a predetermined time, it is estimated that clogging has not been eliminated, and step (S3) The decision in) is denied. The differential pressure between the exhaust inlet (4a) and the exhaust outlet (4b) of the catalyst (4) is detected, and if the differential pressure is less than a predetermined pressure, the determination in step (S3) is affirmed and the differential pressure is predetermined When the pressure is higher than the pressure, the determination in step (S3) may be made negative.
In step (S4), the opening degree of the exhaust gas throttle device (8) is fully opened, and the process returns to step (S1).

As shown in FIG. 4, in step (S5), it is determined whether or not there is a DPF regeneration request, and if the regeneration request determination is affirmed, the process proceeds to step (S6-1) to enter the DPF regeneration mode.
The DPF regeneration request is made by the control device (10) when the deposition estimated value of PM deposited on the DPF (12) reaches a predetermined value.
The deposition estimated value of PM detects a differential pressure between the exhaust inlet (12a) and the exhaust outlet (12b) of the DPF (12), and if the differential pressure is equal to or higher than a predetermined pressure, DPF regeneration is required and the differential pressure Is less than the predetermined pressure, DPF regeneration is not required.

In the DPF regeneration mode shown in FIG. 4, the catalyst activation in which the target exhaust temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9) conforms to the activation of the catalyst (4) and the throttle downstream catalyst (11). It is set in the temperature range.
In step (S6-1) shown in FIG. 4, it is determined whether the temperature of the exhaust gas (5) detected by the exhaust gas sensor (9) is in the catalyst activation temperature range, and the determination in step (S6-1) is If affirmed, it will transfer to step (S7). If the determination in step (S6-1) is negative, the opening degree of the exhaust gas throttle device (8) is adjusted in step (S6-2), and the process returns to step (S6-1).

The catalyst activation temperature range is set, for example, to 250 ° C. to 300 ° C., and when the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9) is less than this range, the exhaust gas throttle device It is adjusted to reduce the opening of (8), and if the temperature of the exhaust (5) exceeds this range, it is adjusted to increase the opening of the exhaust throttle device (8), and the exhaust (5) Temperature is within the catalyst activation temperature range which is the target exhaust temperature.
After the temperature of the exhaust gas (5) reaches the catalyst activation temperature range which is the target exhaust gas temperature, the control means (10) controls the target exhaust gas temperature of the exhaust gas (5) detected by the exhaust gas sensor (9) to be DPF. It is set in the DPF regeneration temperature region that conforms to the regeneration temperature of (12). The DPF regeneration temperature range is set to be higher than the catalyst activation temperature range, for example, 500 ° C. to 550 ° C.
Thereby, the temperature of the exhaust inlet (12a) of the DPF (12) is adjusted to 600 ° C. to 650 ° C. suitable for regeneration of the DPF (12).

In step (S7), post injection is performed, and the process proceeds to step (S8-1).
The post injection is a fuel injection that is performed to the combustion chamber (36) in the expansion stroke or the exhaust stroke after the main injection from the fuel injection valve (35) during the combustion cycle.
The unburned fuel supplied into the exhaust (5) by post injection was catalytically burned by the catalyst (4) and the throttle downstream catalyst (11), the temperature of the exhaust (5) rose, and the DPF (12) was deposited PM is incinerated and removed, and the DPF (12) is regenerated.
The injection timing and injection amount of post injection injected from the fuel injection valve (35) are the intake amount detected by the air flow sensor case (32) and the back pressure between the catalyst (4) and the exhaust throttle device (8) The temperature of the back pressure and exhaust (5) detected by the sensor (40) and the exhaust temperature sensor (9), and the exhaust (5) detected by the exhaust temperature sensor (38) of the exhaust inlet (12a) of the DPF (12) Is set and controlled by the control device (10) on the basis of the temperature of.
The supply of unburned fuel to the exhaust (5) can also be performed by exhaust pipe injection in which fuel is injected into the exhaust lead-out path (2) by the fuel injection nozzle, in addition to post injection.

In step (S8-1), it is determined whether the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9) is in the catalytic combustion temperature range, and the determination in step (S8-1) is affirmed If the determination in step (S8-1) is negative, the opening degree of the exhaust gas throttle device (8) is adjusted in step (S8-2), and the process proceeds to step (S7). Return. If the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9) is less than the catalytic combustion temperature range, the opening degree of the exhaust gas throttle device (8) is adjusted to be smaller. If the temperature exceeds this range, the opening degree of the exhaust gas throttle device (8) is adjusted to be large, and the detected temperature of the exhaust gas (5) is stored in the catalytic combustion temperature region which is the target exhaust gas temperature.
In step (S9), it is determined whether the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (38) at the exhaust gas inlet (12a) of the DPF (12) is in the DPF regeneration temperature region or not. If the determination is negative, the process proceeds to step (S10), and if the determination in step (S9) is affirmed, the process returns to step (S7).

In step (S10), it is determined whether DPF regeneration has ended, and if the determination is affirmed, the opening degree of the exhaust gas throttle device (8) is fully opened in step (S11), and the process returns to step (S5) . If the determination in step (S10) is negative, the process returns to step (S7).
Step (S10) if the cumulative time during which the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (38) at the exhaust gas inlet (12a) of the DPF (12) is maintained within the DPF regeneration temperature region reaches a predetermined time If the determination at step S10 is negative, the determination at step (S10) is negative. The DPF regeneration temperature range is set to, for example, 600 ° C. to 650 ° C. The differential pressure sensor (37) detects the differential pressure between the exhaust inlet (12a) and the exhaust outlet (12b) of the DPF (12). If the differential pressure is less than a predetermined pressure, the determination in step (S10) is If it is affirmed and the differential pressure is equal to or higher than the predetermined pressure, the determination in step (S10) may be denied. When the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (39) on the exhaust gas outlet (12b) side of the DPF (12) reaches an abnormal temperature exceeding a predetermined upper limit temperature, the DPF regeneration is urgently stopped. The upper limit temperature is set to 700 ° C., for example.

The main components and advantages of DPF regeneration are as follows.
As shown in FIGS. 1 (A) to 1 (C), the catalyst (4), the exhaust temperature sensor (9), the exhaust throttle device (8), and the exhaust temperature sensor (4) disposed on the exhaust upstream side of the DPF (12) 9) A control device (10) in which an exhaust throttle device (8) is linked is provided.
As shown in FIGS. 1 (A) to (C) and FIG. 4, the catalyst activation process and the subsequent DPF regeneration process are performed under the control of the control device (10). In the catalyst activation process, the catalyst (4) The target temperature of the exhaust gas (5) at the exhaust gas outlet (4b) is set in the first temperature range (E1) to control the opening degree of the exhaust gas throttle device (8), and in the DPF regeneration process, the target temperature Is set in the second temperature range (E2), and the target temperature of the exhaust (5) of the exhaust inlet (12a) of the DPF (12) is set in the third temperature range (E3). While the opening of (8) is controlled, unburned fuel is supplied into the exhaust (5).
As shown in FIG. 4, the second temperature range (E2) is higher than the first temperature range (E1), and the third temperature range (E3) is higher than the second temperature range (E2). The temperature difference (T12) between the first temperature range (E1) and the second temperature range (E2) is larger than the temperature difference (T23) between the second temperature range (E2) and the third temperature range (E3) Is set as.

This engine has the following advantages.
Even if exhaust gas (5) is heated by catalytic combustion of unburned fuel during transition from catalyst activation processing to DPF regeneration processing, the exhaust throttle device is used in DPF regeneration processing where the second temperature range (E2) that is high is the target temperature The opening of (8) becomes gentle, and the accident of opening of the exhaust throttle device (8), that is, the sudden decrease of back pressure, the temperature of exhaust (5) drops sharply, and the post injection etc. The unburned fuel supply is stopped, and the DPF regeneration is less likely to occur unexpectedly, and the DPF regeneration is promoted.

As shown in FIG. 4, the temperature difference (T12) between the first temperature range (E1) of catalyst activation and the second temperature range (E2) of catalytic combustion ranges from a minimum of 200 ° C. to a maximum of 300 ° C. The temperature difference (T23) between the temperature range of catalytic combustion (E2) and the third temperature range (T3) of DPF regeneration is in the range of minimum 50 ° C. to maximum 150 ° C.
As shown in FIG. 4, the ratio of the temperature difference (T12) (T23) is maximum 300: 50, minimum 200: 150, ie maximum 6: 1, minimum 1.3: 1.
When the ratio of the temperature difference (T12) (T23) exceeds 6: 1 and the temperature difference (T12) becomes large, the second temperature range (E2) of the catalytic combustion becomes too high, and the exhaust gas throttle device (8) When the temperature difference (T12) becomes smaller with less than 1.3: 1 and tends to deteriorate, the second temperature range (E2) of catalytic combustion becomes too low, and the exhaust gas throttle device (8) in the DPF regeneration process The opening suddenly becomes sudden, and the unintended situation accompanied by the sudden opening of the exhaust throttle device (8), that is, the rapid fall of the back pressure, the temperature of the exhaust (5) sharply falls, and the unburned fuel by post injection etc. It is easy for an unexpected situation where supply is stopped and DPF regeneration stagnates, and DPF regeneration stagnates.
The post injection is stopped when the temperature of the exhaust (5) falls below the catalyst activation temperature range.

As shown in FIGS. 1 (A) to (C) and FIG. 3, when the exhaust inlet (4a) of the catalyst (4) is clogged with unburned deposits, the control device (10) controls the clogging. The clogging elimination process is performed, and in the clogging elimination process, the target temperature of the exhaust (5) at the exhaust inlet (4a) of the catalyst (4) is set in the incineration temperature range (E0) of unburned deposits, The opening of the device (8) is configured to be controlled.
This engine has the following advantages.
By the clogging elimination process, unburned deposits that clog the exhaust inlet (4a) of the catalyst (4) are incinerated, and clogging of the exhaust inlet (4a) of the catalyst (4) is suppressed.

Next, a second embodiment will be described.
The engine of the second embodiment differs from the first embodiment in the following points.
As shown in FIG. 5, an exhaust gas throttle device (8) and an EGR valve device (27) are connected in series to the bypass water passage (22).
This engine has the following advantages.
The number of bypass channels can be reduced by sharing the bypass channels (22).
Further, since the EGR cooler (23) is not connected to the bypass channel (22) to which the exhaust gas throttle device (8) and the EGR valve device (27) are connected, the exhaust gas throttle device (8) and the EGR valve device (27) There is no possibility that the supply amount of the bypass cooling water (24a) to the EGR cooler (23) decreases due to the water passage resistance), the cooling efficiency of the EGR cooler (23) is maintained high, and the EGR rate does not decrease.

As shown in FIG. 5, an EGR valve device (27) is connected to the upstream side of the bypass water passage (22), and an exhaust gas throttle device (8) is connected to the downstream side.
In this engine, the bypass cooling water (22a) of appropriate temperature which absorbed the heat of the EGR valve device (27) is supplied to the high temperature exhaust gas throttle device (8), and the malfunction due to the overcooling of the exhaust gas throttle device (8) is suppressed Be done.

As shown in FIG. 1A, the EGR valve device (27) is disposed downstream of the EGR cooler (23) in the flow passage of the EGR gas (23a).
In this engine, the EGR valve device (27) is supplied with the relatively low temperature EGR gas (23a) cooled by the EGR cooler (23), so the heat load on the EGR valve device (27) is small, as shown in FIG. As shown in the figure, even if the supply amount of the bypass cooling water (22a) decreases due to the channel resistance of the exhaust gas throttle device (8), there is no hindrance to the cooling of the EGR valve device (27). 27) thermal degradation is suppressed.

As shown in FIG. 5, the main water channel (21) is driven by the cooling water pump (25), the main cooling water (21a), the water jacket (20d) of the cylinder block (20a), and the cylinder head (20b) The water jacket (20e) and the radiator (26) are circulated in this order.
The bypass passage (22) is derived from the water jacket (20d) of the cylinder block (20a).
This engine has the following advantages.
The bypass cooling water (22a) branched from the relatively low temperature main cooling water (21a) before becoming high temperature with the cylinder head (20b) is supplied to the EGR valve device (27) and the exhaust gas throttle device (8), and the EGR valve The cooling performance of the device (27) and the exhaust throttle device (8) is enhanced.

As shown in FIG. 5, the bypass passage (22) to which the exhaust gas throttle device (8) is connected is derived from the water jacket (20d) of the cylinder block (20a).
This engine has the following advantages.
The bypass cooling water (22a) branched from the relatively low temperature main cooling water (21a) before it becomes high temperature with the cylinder head (20b) is supplied to the exhaust gas throttle device (8), and the cooling performance of the exhaust gas throttle device (8) Increase.

As shown in FIG. 5, the bypass passage (22) to which the EGR valve device (27) is connected is derived from the water jacket (20d) of the cylinder block (20a).
This engine has the following advantages.
The bypass cooling water (22a) branched from the relatively low temperature main cooling water (21a) before it becomes high temperature with the cylinder head (20b) is supplied to the EGR valve device (27), and the cooling performance of the EGR valve device (27) Increase.
The other configurations and functions are the same as those of the engine of the first embodiment, and in FIG. 5, the same elements as those of the first embodiment are denoted by the same reference numerals as those of FIG.

  (1) exhaust manifold, (1a) exhaust outlet, (1b) wall, (2) exhaust lead-out path, (3) catalyst case, (4) catalyst, (5) exhaust, (6) ... Supercharger, (6a) ... Turbine outlet, (7) ... Exhaust relay pipe, (7a) ... Relay pipe outlet, (8) ... Exhaust throttle device, (9) ... Exhaust temperature sensor, (10) ... Control device , (11) ... Throttling downstream side catalyst, (11a) ... Exhaust inlet, (20) ... Engine body, (20a) ... Cylinder block, (20b) ... Cylinder head, (20c) ... Main coolant outlet, (20d) ... water jacket (cylinder block), (20e) ... water jacket (cylinder head), (21) ... main channel, (21a) ... main coolant, (22) ... bypass channel, (22a) ... bypass coolant, ( 23) ... EGR cooler, (23a) ... EGR gas, (24) ... bypass channel, (24a) ... bypass cooling water, (25) ... cooling water pump, (26) ... Jieta, (27) ... EGR valve device.

Claims (21)

An exhaust manifold (1), an exhaust lead-out path (2) led out from the manifold outlet (1a) of the exhaust manifold (1), a catalyst case (3) provided in the exhaust lead-out path (2) In an engine equipped with a catalyst (4) contained in 3)
The exhaust manifold (1) and the catalyst case (3) are both mounted in the front-rear direction with the installation direction of the crankshaft (14) as the front-rear direction, and are arranged side by side in the direction orthogonal to the front-rear direction. Feature engine. In the engine according to claim 1,
Comprising a supercharger (6) attached to the manifold outlet (1a) of the exhaust manifold (1) and a catalyst case (3) attached to the turbine outlet (6a) of the supercharger (6), An engine characterized by In the engine according to claim 1,
The exhaust relay pipe (7) attached to the manifold outlet (1a) of the exhaust manifold (1), and the catalyst case (3) is attached to the relay pipe outlet (7a) of the exhaust relay pipe (7), An engine characterized by In the engine according to any one of claims 1 to 3,
An engine comprising an exhaust gas throttle device (8) provided downstream of the exhaust gas of the catalyst (4). In the engine according to claim 4,
An exhaust temperature sensor (9) disposed between the catalyst (4) and the exhaust gas throttle device (8), and a control device (10) for operating the exhaust gas temperature sensor (9) and the exhaust gas throttle device (8) The device (10) is characterized in that the opening degree of the exhaust gas throttle device (8) is adjusted based on the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9). engine. In the engine according to claim 4,
Control device (10) comprising an exhaust temperature sensor (9) disposed at a position close to the exhaust downstream side of the exhaust throttle device (8), and an exhaust temperature sensor (9) and an exhaust throttle device (8) (10) is characterized in that the opening degree of the exhaust gas throttle device (8) is adjusted based on the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9). . In the engine according to claim 5 or 6,
The throttle downstream side catalyst (11) disposed downstream of the exhaust throttle device (8), the control device (10) is based on the temperature of the exhaust gas (5) detected by the exhaust gas temperature sensor (9). The temperature of the exhaust (5) on the exhaust inlet (11a) side of the throttle downstream side catalyst (11) of the exhaust gas throttle device (8) is estimated, and based on the estimation of the temperature of this exhaust (5) 11) An engine characterized in that it is configured to perform exhaust gas control using 11). In the engine according to claim 7,
An engine characterized in that exhaust treatment using the throttle downstream side catalyst (11) involves exhaust gas temperature rise processing in which unburned fuel supplied in the exhaust gas (5) is catalytically burned by the throttle downstream side catalyst (11). . In the engine according to any one of claims 4 to 8,
A main water channel (21) for water cooling the engine body (20), a bypass water channel (22) branched from the main water channel (21), and an exhaust gas throttle device (8) connected to the bypass water channel (22); An engine characterized by In the engine according to claim 9,
An EGR cooler (23) and a pair of bypass channels (22) and (24) branched respectively from a main channel (21) for water cooling the engine body (20) 23) An engine characterized in that it is individually connected to the pair of bypass channels (22) (24). In the engine according to claim 10,
The main water channel (21) is driven by the cooling water pump (25), the main cooling water (21a), the water jacket (20d) of the cylinder block (20a), and the water jacket (20e) of the cylinder head (20b) , The radiator (26) in the order of circulation,
An engine characterized in that a bypass water passage (24) to which an EGR cooler (23) is connected is branched from a water jacket (20d) of a cylinder block (20a). In the engine according to any one of claims 9 to 11,
The main water channel (21) is driven by the cooling water pump (25), the main cooling water (21a), the water jacket (20d) of the cylinder block (20a), and the water jacket (20e) of the cylinder head (20b) , The radiator (26) in the order of circulation,
An engine characterized in that a bypass water passage (22) to which an exhaust throttle device (8) is connected is branched from a water jacket (20e) of a cylinder head (20b). In the engine according to claim 12,
The water jacket (20e) of the cylinder head (20b) uses the main cooling water (21a) in the radiator (26), with the installation direction of the crankshaft (14) as the front-rear direction, any one of them as the front side and the other as the rear side. A bypass water passage (22) having a main cooling water outlet (20c) for sending out on the front side and an exhaust throttle device (8) connected is branched from the rear side of a water jacket (20e) of the cylinder head (20b) An engine characterized by In the engine described in claim 10 or claim 11,
An EGR valve device (27) is provided, and the EGR valve device (27) is connected to a bypass water passage (28) branched from the main water passage (21) other than the pair of bypass water passages (22), (24). An engine characterized by. In the engine according to claim 14,
An engine characterized in that a bypass water passage (28) connected to an EGR valve device (27) is branched from a water jacket (20d) of a cylinder block (20a). In the engine described in claim 10 or claim 11,
An engine characterized in that an exhaust gas throttle device (8) and an EGR valve device (27) are connected in series to a bypass water passage (22). In the engine according to claim 16,
An EGR valve device (27) is connected to the upstream side of the bypass water passage (22), and an exhaust gas throttle device (8) is connected to the downstream side. In the engine described in claim 16 or claim 17
An engine characterized in that the EGR valve device (27) is disposed downstream of the EGR cooler (23) in the flow path of the EGR gas (23a). The engine according to any one of claims 16 to 18.
The main water channel (21) is driven by the cooling water pump (25), the main cooling water (21a), the water jacket (20d) of the cylinder block (20a), and the water jacket (20e) of the cylinder head (20b) , The radiator (26) in the order of circulation,
An engine characterized in that the bypass passage (22) is derived from a water jacket (20d) of a cylinder block (20a). In the engine according to any one of claims 9 to 11,
The main water channel (21) is driven by the cooling water pump (25), the main cooling water (21a), the water jacket (20d) of the cylinder block (20a), and the water jacket (20e) of the cylinder head (20b) , The radiator (26) in the order of circulation,
An engine characterized in that a bypass passage (22) to which an exhaust throttle device (8) is connected is derived from a water jacket (20d) of a cylinder block (20a). In the engine according to any one of claims 9 to 11,
The main water channel (21) is driven by the cooling water pump (25), the main cooling water (21a), the water jacket (20d) of the cylinder block (20a), and the water jacket (20e) of the cylinder head (20b) , The radiator (26) in the order of circulation,
An engine characterized in that a bypass passage (22) to which an EGR valve device (27) is connected is derived from a water jacket (20d) of a cylinder block (20a).

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