JP3908205B2 - Exhaust purification device - Google Patents

Description

[0001]
[Patent Document 1]
JP 2002-122015 A
[0002]
BACKGROUND OF THE INVENTION
The present invention relates to an exhaust emission control device for purifying exhaust gas from an internal combustion engine.
[0003]
[Prior art]
Various exhaust gas after-treatment devices that collect diesel particulate (PM) contained in the exhaust gas of a diesel engine with a filter and render the collected PM harmless by appropriate means are being put into practical use. . In the exhaust gas aftertreatment device having such a configuration, the amount of PM accumulated on the filter increases as the collection of PM proceeds, thereby increasing the back pressure of the diesel engine and lowering the operation efficiency of the diesel engine. Will do.
[0004]
In order to prevent this, it is necessary to periodically remove the PM accumulated on the filter, but the exhaust gas of the diesel engine has a low chance of rising to the high temperature necessary to remove the PM accumulated on the filter. In combination with a catalyst, a technology that enables PM to be ignited even when the exhaust gas temperature is low is used in a so-called continuous regeneration type exhaust gas purification device.
[0005]
However, at the time of cold start or at a low load, even if a catalyst is used, the temperature of the exhaust gas cannot be made sufficiently high, and a problem arises in that sufficient regeneration of PM occurs. In order to avoid this, a configuration is known in which exhaust gas temperature is raised by performing post-injection using a common rail fuel injection device, but the engine torque fluctuates by post-injection and adheres to the cylinder liner. The engine oil is diluted by the fuel that has been used, and there is a problem that energy loss occurs due to fuel adhesion in the exhaust pipe.
[0006]
In order to solve this problem, a configuration has been proposed in which fuel supply means is added to the exhaust pipe upstream of the catalyst and fuel is directly injected into the exhaust pipe. For example, in Patent Document 1, the fuel injected upstream of the filter at the time of starting is ignited by an ignition torch, the temperature of the downstream oxidation catalyst is raised, and then only the fuel is injected to effect an oxidation reaction on the oxidation catalyst. Thus, a configuration has been proposed in which the oxidation catalyst is maintained above its activation temperature.
[0007]
[Problems to be solved by the invention]
However, the conventional technique proposed in Patent Document 1 has the following problems.
(1) The supply of fuel to the ignition torch must be adjusted according to the output of the diesel engine, which complicates fuel control.
(2) When the exhaust gas becomes high temperature, the fuel remaining in the nozzle of the ignition torch burns and becomes carbon, and the nozzle is likely to be clogged.
(3) The state of the exhaust gas depends on the output of the diesel engine.
(4) In order to ignite PM, it is necessary to set the exhaust gas temperature to 300 ° C. or higher. However, if the exhaust gas is about 100 ° C., the fuel directly adheres to the catalyst, causing a problem. May not ignite, and the operation is unstable.
(5) The spraying device is not provided with a metering means for the combustion gas or raw fuel, and therefore, it is difficult to stably supply the raw fuel corresponding to the flow rate of the combustion gas and the exhaust gas. As a result, maintenance of a stable supply of combustion fuel may be impaired.
(6) Since the raw fuel is supplied as atomized fuel, there is a possibility that the catalyst temperature may be lowered due to latent heat caused by the raw fuel adhering to the catalyst, or the catalytic function may be hindered. In addition, there is a problem that necessary fuel is not supplied to the catalyst when it adheres to the exhaust pipe.
(7) Since the spray nozzle has a configuration desired for the exhaust pipe, when the exhaust gas temperature is high (above 350 ° C.), the fuel is carbonized in the nozzle and the nozzle is likely to be clogged.
[0008]
An object of the present invention is to provide an improved exhaust purification device capable of solving the above-mentioned problems in the prior art.
[0009]
[Means for Solving the Problems]
In order to solve the above problems, according to the invention of claim 1, a catalyst regeneration type particulate filter provided in an exhaust passage through which exhaust gas from an internal combustion engine passes, and combustion upstream of the particulate filter are combusted. An exhaust emission control device comprising a supply device for supplying gas or raw fuel, the supply device comprising: a fuel injector; An evaporator for evaporating fuel injected from the injector; and a mixing chamber for mixing the evaporative fuel with air to form a mixed fuel. A feed device for feeding into the exhaust passage, and an ignition device for igniting the mixed fuel in the feed device, The feeding device is configured to send the mixed fuel into the exhaust passage through a through hole of a plate member disposed in the mixing chamber, and the ignition is provided at an outlet side of the through hole. The device is arranged An exhaust emission control device characterized by this is proposed.
[0010]
According to the invention of claim 2, In the invention of claim 1, the injector is configured to be able to control the fuel injection amount in accordance with an external electric signal. An exhaust emission control device is proposed.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings.
[0014]
FIG. 1 is a schematic configuration diagram showing an example of an embodiment of an exhaust emission control device according to the present invention. The exhaust purification device 1 is attached to an exhaust pipe 102 connected to an exhaust manifold (not shown) of a diesel engine 101, and PM contained in exhaust gas from the exhaust pipe 102 is converted into a catalyst regeneration type. It is configured as a continuous regeneration system device that collects and processes with a particulate filter.
[0015]
The exhaust purification device 1 includes a catalyst regeneration type particulate filter 2 provided in the middle of an exhaust pipe 102 constituting an exhaust passage through which exhaust gas passes, and combustion gas or raw gas upstream of the exhaust gas of the particulate filter 2. And a supply device 3 capable of selectively supplying fuel.
[0016]
The particulate filter 2 is provided with an oxidation catalyst 22 on the upstream side of the exhaust gas of the PM collection filter 21. The particulate filter 2 includes a first pressure sensor 23 for detecting the inlet side pressure, an outlet. A second pressure sensor 24 for detecting the side pressure; a first temperature sensor 25 for detecting the temperature on the inlet side; a second temperature sensor 26 for detecting the temperature between the filter 21 and the oxidation catalyst 22; A third temperature sensor 27 for detecting the temperature on the outlet side and an oxygen sensor 28 for detecting the oxygen temperature in the exhaust gas on the outlet side are provided.
[0017]
The output signals of these sensors 23 to 28 are input to the electronic control unit 4. A signal L indicating the operating state of the diesel engine 5 is also input to the electronic control unit 4. The electronic control unit 4 is configured to control the operation of the supply device 3 based on these signals, which will be described in detail later.
[0018]
The supply device 3 includes a fuel injector 31 to which the fuel in the fuel tank 6 is supplied with a substantially constant pressure by the fuel pump 7 and the regulator 8, and the fuel injected from the fuel injector 31 is gasified by the evaporation device 32. The fuel is evaporated. The evaporative fuel is fed by the feeding device 33 from the hole (not shown) on the side wall of the exhaust pipe 102 to the upstream side of the particulate filter 2 as raw fuel or generated by igniting the evaporative fuel. It can be configured.
[0019]
The evaporation device 32 is for evaporating the fuel injected from the fuel injector 31 by heating, thereby gasifying the fuel to obtain the evaporated fuel. The feeding device 33 uses the compressed air from the air pump 34. Thus, the fuel vapor from the evaporation device 32 is fed into the exhaust pipe 102 as an air-fuel mixture. Reference numeral 35 denotes an ignition device for igniting the evaporated fuel in the supply device 3.
[0020]
The operations of the fuel pump 7, the fuel injector 31, the evaporation device 32, the feeding device 33, the air pump 34, and the ignition device 35 are controlled by control signals C7, C31, C32, C33, C34, and C35 from the electronic control unit 4. Thus, the regeneration of the particulate filter 2 is always performed under optimum conditions.
[0021]
FIG. 2 is an enlarged cross-sectional view of a main part of the supply device 3, and FIG. 3 is a plan view of the supply device 3. With reference to FIG.2 and FIG.3, the structure of the supply apparatus 3 is demonstrated in detail.
[0022]
The feeding device 33 has a cup-shaped housing 331, and the housing 331 is fixed to the side wall of the exhaust pipe 102 so that the opening 331A of the housing 331 looks into the inside of the exhaust pipe 102 from the side wall of the exhaust pipe 102. ing. The air supply port 331C opened in the peripheral wall 331B of the housing 331 is connected to the other end of the blower pipe 332 whose one end is connected to the outlet port of the air pump 34, and the compressed air from the air pump 34 is supplied to the blower pipe. It is configured to be able to be fed into the mixing chamber 334 in the housing 331 via the 332.
[0023]
An evaporation device 32 is fixed to the outside of the bottom wall 333 of the housing 331. The evaporation device 32 is configured such that the tip of the heating plug element 322 is accommodated in an evaporation chamber 321A formed in the main body block 321. The evaporation chamber 321A is formed across the main body block 321 and the bottom wall 333. The mixing chamber 334 communicates with the passage 321B. The evaporation chamber 321 </ b> A communicates with the nozzle portion 311 of the fuel injector 31 fixed to the main body block 321 through a passage 321 </ b> C formed in the main body block 321.
[0024]
Therefore, the injected fuel injected from the fuel injector 31 passes through the main body block 321 and is sent into the evaporation chamber 321A and enters the gap G formed between the evaporation chamber 321A and the heating plug element 322, where the heating plug It is heated and gasified by the element 322 to be evaporated fuel. The evaporated fuel further enters the chamber 334 through the passage 321B.
[0025]
The evaporated fuel sent into the chamber 334 is mixed with the compressed air sent into the mixing chamber 334 by the air pump 34, and the resulting air-fuel mixture is disposed in the mixing chamber 334. 336 passes through the through-hole 336A and is fed into the exhaust pipe 102 with a required force by the pressure of compressed air. An igniter 351 of the ignition device 35 extends on the outlet side of the through hole 336 </ b> A of the eye plate 336.
[0026]
As can be seen from FIG. 3, in this embodiment, two igniters 351 are provided, and an ignition spark can be generated in the vicinity of the eyeplate 336 by the control signal C35.
[0027]
By operating the ignition device 35, the air-fuel mixture from the through hole 336A is ignited to generate combustion gas, and this combustion gas can be sent into the exhaust pipe 102. Reference numeral 36 indicates a flame sensor for detecting the presence or absence of the combustion gas. An output signal from the frame sensor 36 is input to the electronic control unit 4. The flame sensor 36 is a flame sensor, and can be configured using means such as detection of ion current generated by combustion, temperature detection, and flame detection by an optical system.
[0028]
On the other hand, when the ignition device 35 is not operated, the evaporated fuel that has passed through the through hole 336A is sent as it is into the exhaust pipe 102 as raw fuel.
[0029]
Since the supply device 3 is configured as described above, the amount of raw fuel or the amount of combustion gas fed into the exhaust pipe 102 by the fuel injector 31 can be easily and accurately controlled. Further, since the fuel injected from the fuel injector 31 is efficiently gasified by the evaporation device 32, the fuel can be fed into the mixing chamber 334 in a good gasified state, and the evaporated fuel is made uniform by the compressed air from the air pump 34. It is possible to send the air-fuel mixture diffused to the exhaust pipe 102.
[0030]
Since the air-fuel mixture can be concentrated on the igniter 351 through the through holes 336A of the eyeplate 336, the air-fuel mixture can be reliably ignited. Further, since the air-fuel mixture is ignited in the supply device 3, the ignition and combustion are not affected by the exhaust gas flowing through the exhaust pipe 102.
[0031]
The advantages of configuring the supply device 3 as described above are as follows. Since air is supplied from the air pump 34, it is useful for promoting combustion of fuel, and it is possible to increase the oxygen concentration in the exhaust gas by supplying air into the exhaust pipe 102. Since the evaporated fuel can be supplied into the exhaust pipe 102 as raw fuel, the evaporated fuel is supplied to the oxidation catalyst 22 to prevent the fuel from adhering to the inner wall of the pipe and to prevent the fuel from being biased or cooled due to accumulated heat. .
[0032]
As is understood from the above description, the mixing chamber 334 divided by the eyeplate 336 is for mixing the fuel vapor and the compressed air to obtain an air-fuel mixture. Then, since the air-fuel mixture is throttled by the through hole 336A of the mixing chamber 334 plate 336 and supplied into the exhaust pipe 102, the flow rate of the air-fuel mixture increases, and when the air-fuel mixture is ignited, it enters the mixing chamber 334. Can prevent the intrusion of flame (backfire).
[0033]
FIG. 4 is a flowchart showing a control process of the exhaust emission control device 1 configured as shown in FIGS.
[0034]
This control process is configured to be executed when engine operation is detected in response to an operation of a key switch or an output of a rotation sensor.
[0035]
In step S1, the PM accumulation amount in the filter 21 is estimated, and it is determined whether or not the accumulation amount estimated in step S2 is larger than a set value. If the estimated accumulation amount is less than or equal to the set value, the determination result in step S2 is NO, and the process returns to step S1. When the estimated accumulation amount becomes larger than the set value, the determination result in step S2 is YES, and the process proceeds to step S3.
[0036]
In step S3, the preheating of the heating plug element 322 and the operation of the fuel pump 7 are started, and in step S4, the gas temperature on the inlet side of the oxidation catalyst 22 is measured based on the output from the first temperature sensor 25. A pre-gas temperature measurement process is executed. In step S5, it is determined whether or not the gas temperature is lower than 300 ° C. If the gas temperature is lower than 300 ° C., the determination result in step S5 is YES, and step S6 is entered.
[0037]
In step S6, it is determined by a frame sensor or the like whether or not the air-fuel mixture has ignited. When the air-fuel mixture is ignited, the determination result in step S6 is YES, and step S10 is entered. In step S10, the output of the air-fuel mixture is increased and the process returns to step S4. If the ignition device 35 is not ignited in step S6, the determination result in step S6 is NO, and the process proceeds to step S7. In step S7, the air pump 34 is operated, and in step S8, the fuel injector 31 is operated. In step S9, the air-fuel mixture is ignited and the process returns to step S4.
[0038]
In step S5, when the gas temperature is higher than 300 ° C., the determination result in step S5 is NO and the process enters step S11. In step S11, it is determined whether or not the air-fuel mixture has ignited. When the air-fuel mixture is ignited, the determination result in step S11 is YES, and the process proceeds to step S12. In step S12, the air-fuel mixture is extinguished and the process proceeds to step S13. If the air-fuel mixture is not ignited in step S11, the determination result in step S11 is NO, and the process proceeds to step S13. In step S <b> 13, the gas temperature on the outlet side of the oxidation catalyst 22 is measured based on the output from the third temperature sensor 27.
[0039]
In step S14, it is determined whether or not the gas temperature on the outlet side of the oxidation catalyst 22 measured in step S13 is lower than the PM ignition temperature. If the gas temperature is lower than the PM ignition temperature, the determination result of step S14 is YES, and step S16 is entered. In step S16, fuel is supplied to increase the amount of fuel. In step S17, the oxygen concentration in the exhaust gas is measured by the oxygen sensor 28 for detecting the oxygen temperature in the exhaust gas, and step S18 is entered. In step S18, it is determined whether or not the oxygen concentration in the exhaust gas measured in step S17 is higher than 10%. If the oxygen concentration is higher than 10%, the determination result of step S18 is YES, and the process returns to step S14. It should be noted that the criterion for determining whether or not the oxygen concentration is higher than 10% is an example, and the present invention is not limited to this, and other criterion values can of course be used. If the oxygen concentration in the exhaust gas measured in step S17 is 10% or less in step S18, the determination result in step S18 is NO and the process proceeds to step S19. In step S19, the air pump 34 is operated to increase the air supply speed, and the process returns to step S14.
[0040]
In step S14, if the gas temperature on the outlet side of the oxidation catalyst 22 measured in step S13 is equal to or lower than the PM ignition temperature, the determination result in step S14 is NO and the process proceeds to step S15. In step S15, the gas temperature after the filter 2 is measured. In step S20, it is determined whether or not the post-filter gas temperature measured in step S15 is higher than the gas temperature on the outlet side of the oxidation catalyst 22 measured in step S13. If the post-filter gas temperature is higher than the gas temperature on the outlet side of the oxidation catalyst 22, the determination result in step S20 is YES, the process enters step S21, the fuel injector 31 and the air pump 34 are stopped in step S21, and the control process ends. If the post-filter gas temperature is equal to or lower than the gas temperature on the outlet side of the oxidation catalyst 22 in step S20, the determination result in step S20 is NO and the process returns to step S13.
[0041]
FIG. 6 is a cross-sectional view showing a main part of another embodiment of the supply device 3 shown in FIGS. 1 and 2. The parts corresponding to the respective parts of the supply device 3 among the respective parts of the supply device 3A shown in FIG. The supply device 3A directly injects the fuel injected from the nozzle portion 311 of the fuel injector 31 into the mixing chamber 334 from the hole 333A provided in the bottom wall 333, and the heating plug element 322 is disposed in the mixing chamber 334. It is arranged and fixed to.
[0042]
The fuel injected from the hole 333A is gasified by the heating plug element 322 to become evaporated fuel, mixed with compressed air in the same manner as in the supply device 3, and the combustion gas or raw fuel is supplied into the exhaust pipe 102 from the opening 331A. Can be sent. Here, a symbol H indicates a flame holding plate for stably burning the air-fuel mixture ignited by the ignition device 35. Since the flame holding plate H is heated by the flame, the fuel supplied after the air-fuel mixture is ignited evaporates by the flame holding plate H, and the evaporated fuel is mixed with air to continue combustion. For this reason, the ignition device 35 only needs to be heated until the evaporated fuel is ignited, and does not need to be heated after the ignition.
[0043]
FIG. 7 is a cross-sectional view showing a main part of still another embodiment of the supply device 3 shown in FIGS. 1 and 2. Among the units of the supply device 3B illustrated in FIG. 7, portions corresponding to the units of the supply device 3 are denoted by the same reference numerals.
[0044]
In the supply device 3B, instead of the evaporation chamber 321A and the passage 321B shown in FIG. 2, a large-diameter passage 323 that can accommodate the heating portion 322A of the heating plug element 322 is provided, from the passage 321C. When the injected fuel is sent to the mixing chamber 334 through the passage 323, the injected fuel is heated by the heating unit 322 A to be evaporated fuel, and this evaporated fuel is supplied to the mixing chamber 334. A large number of grooves 323A are provided in the inner peripheral wall of the outlet portion of the passage 323, whereby the fuel vapor ejected is disturbed and the flame can be burned stably.
[0045]
The housing 331 is provided with an outer cylinder 338, and the outlet portion of the passage 323 is in the form of an inner cylinder 339 protruding into the chamber 334. According to this configuration, when the evaporated fuel from the passage 323 is ignited by the ignition device 35, the ignited flame heats the outer cylinder 338. Since the heated outer cylinder 338 has a flame holding effect, the air-fuel mixture or the evaporated fuel can be stably burned. Further, since the inner cylinder 339 and the outer cylinder 338 are heated by the flame, the fuel supplied after the ignition evaporates by the inner cylinder 339 and the outer cylinder 338. Therefore, the heating to the heating plug element 322 is performed until the fuel is ignited. Only the time is required, and after ignition, even if the driving electric energy is reduced or turned off, the combustion continues stably.
[0046]
In addition, since the supply device 3B is desired to be provided with a eye plate, there is no problem of fuel adhering to the eye plate when the raw fuel is supplied, and a desired amount of the raw fuel is reliably fed into the exhaust pipe 102. Can do.
[0047]
FIG. 8 is a cross-sectional view showing the main part of another embodiment of the present invention. A supply device 3C shown in FIG. 8 has an evaporation chamber 803 formed by attaching a hollow casing 802 inside a hollow base member 801, and the casing 802 has a heating plug element 804. An evaporation device 805 is provided. The configuration of the evaporation device 805 is basically the same as that of the evaporation device 32 shown in FIG. 2, and the injected fuel from the injector 807 incorporated in the main body block 806 is passed through the gap between the main body block 806 and the heating plug element 804. The fuel is sent to 808 and heated, and the vaporized fuel gasified thereby is sent to the evaporation chamber 803.
[0048]
An inner cylinder 809 and an outer cylinder 810 are coaxially disposed on the upper surface 801A of the base member 801. A burner port 811 is provided in the inner cylinder 809, and the evaporated fuel in the evaporation chamber 803 passes through a passage 812 provided in the base member 801 by the air-fuel mixture supplied from the outside into the inner cylinder 809. It is sent to the mouth 811 as an air-fuel mixture.
[0049]
An ignition rod 813 of an ignition device is disposed in the vicinity of the burner port 811 so that the air-fuel mixture sent to the burner port 811 can be ignited.
[0050]
A flame holding mechanism by a wire mesh 814 is formed at the upper end portion of the burner port 811, and a stable flame is formed at the upper part of the burner port 811. Since the supply device 3C is configured as described above, it is possible to improve combustion efficiency and combustion stability.
[0051]
FIG. 9 is a cross-sectional view showing the main part of another embodiment of the present invention. The supply device 3D shown in FIG. 9 is a premixed combustion type, which can further promote the mixing of fuel and air. In the supply device 3D, reference numeral 901 denotes a base member, a mixing chamber 902 is formed on the top plate portion 901A of the base member 901, and an evaporation device 903 is attached to the top plate portion 901A as shown in the figure.
[0052]
Fuel is metered and supplied from an injector (not shown) to the evaporator 903, and this supplied fuel is heated and gasified by the evaporator 903, and is supplied into the mixing chamber 902 as evaporated fuel. Compressed air is supplied into the mixing chamber 902 from an air supply device (not shown), and the mixture is mixed with evaporated fuel to obtain an air-fuel mixture.
[0053]
A burner port 904 is provided on the mixing chamber 902, and the air-fuel mixture in the mixing chamber 902 is sent out into the combustion pipe 905 through the burner port 904. The combustion tube 905 is provided on the top plate portion 901 </ b> A of the base member 901 so as to surround the mixing chamber 902 and the burner port 904. The combustion pipe 905 is connected to the exhaust pipe 102 so that combustion gas or raw fuel from the opening 905A of the combustion pipe 905 can be fed into the exhaust pipe 102.
[0054]
Since the supply device 3D is configured as described above, a part or all of the fuel sent to the evaporation device 903 is evaporated by the preheated heating plug element 903A, and is ejected to the mixing chamber 902. After mixing with the air supplied from the air inlet, it is supplied from the burner port 904 into the combustion tube. The burner port 904 has a structure in which two cylinders are stacked, and the air-fuel mixture that has passed through the inner cylinder part changes direction at right angles at the outer cylinder part and mixes from the circumferential direction of the outer cylinder part. It has a structure that discharges qi. By adopting such a structure, mixing of fuel and air is further promoted. The air-fuel mixture ejected from the burner port 904 is ignited by the ignition rod 906. The ignited flame heats the combustion tube 905, and the combustion tube 905 is heated, so that the flame can be stably burned.
[0055]
According to the exhaust purification apparatus described above, the following advantages can be obtained. Since the fuel metering can be finely controlled, the minimum amount of fuel can be supplied to the catalyst. Also, variable combustion gas output and NO _X NO using storage catalyst _X It can also handle the rich spike of the reduction catalyst system (LNT). Stable fuel can be injected without a decrease in output due to nozzle clogging. The ignitability of the air-fuel mixture can be improved. In addition to being able to combust the air-fuel mixture stably, it is possible to cope with a decrease in catalyst activity due to a decrease in oxygen concentration in the exhaust gas. The fuel can be uniformly supplied to the catalyst by the evaporator, and cooling of the fuel due to latent heat can be prevented.
[0056]
【The invention's effect】
According to the present invention, as described above, in the exhaust purification apparatus using the catalyst regeneration type particulate filter, the regeneration of the catalyst regeneration type particulate filter can be performed efficiently and stably.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an example of an embodiment of an exhaust emission control device according to the present invention.
FIG. 2 is an enlarged cross-sectional view of a main part of the supply device shown in FIG.
3 is a plan view of the supply device shown in FIG. 1. FIG.
4 is a partial flowchart for explaining a control process of the exhaust purification device shown in FIG. 1; FIG.
FIG. 5 is a partial flowchart for explaining a control process of the exhaust emission control device shown in FIG. 1;
6 is a cross-sectional view showing a main part of another embodiment of the supply device shown in FIG. 1;
FIG. 7 is a cross-sectional view showing a main part of still another embodiment of the supply device shown in FIG. 1;
FIG. 8 is a cross-sectional view showing a main part of another embodiment of the present invention.
FIG. 9 is a cross-sectional view showing a main part of another embodiment of the present invention.
[Explanation of symbols]
1 Exhaust gas purification device
2 Particulate filter
3 Supply device
4 Electronic control unit
5 Diesel engine
6 Fuel tank
7 Fuel pump
8 Regulator
22 Oxidation catalyst
23 First pressure sensor
24 Second pressure sensor
25 First temperature sensor
26 Second temperature sensor
27 Third temperature sensor
28 Oxygen sensor
31 Fuel injector
32 Evaporator
33 Infeed device
34 Air pump
35 Ignition system
36 Frame sensor
102 Exhaust pipe

Claims (2)

A catalyst regeneration type particulate filter provided in an exhaust passage through which exhaust gas from an internal combustion engine passes, and a supply device for supplying combustion gas or raw fuel to the upstream side of the particulate filter are provided. In the exhaust purification device,
The supply device is
A fuel injector;
An evaporator for making the fuel injected from the injector into evaporative fuel;
A mixing chamber for mixing the evaporative fuel with air to form a mixed fuel, and a feeding device for feeding the mixed fuel into the exhaust passage;
An ignition device for igniting the mixed fuel in the feeding device,
The feeding device is configured to send the mixed fuel into the exhaust passage through a through hole of a plate member disposed in the mixing chamber, and the ignition is provided at an outlet side of the through hole. An exhaust emission control device, wherein the device is disposed . The exhaust emission control device according to claim 1 , wherein the injector is configured to control a fuel injection amount in accordance with an external electric signal .

Images