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WO2013077184A1 - Ｄｐｆ再生補助装置 - Google Patents

Ｄｐｆ再生補助装置 Download PDF

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Publication number
WO2013077184A1
WO2013077184A1 PCT/JP2012/078823 JP2012078823W WO2013077184A1 WO 2013077184 A1 WO2013077184 A1 WO 2013077184A1 JP 2012078823 W JP2012078823 W JP 2012078823W WO 2013077184 A1 WO2013077184 A1 WO 2013077184A1
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WO
WIPO (PCT)
Prior art keywords
dpf
electric heater
vehicle
dpf regeneration
regeneration
Prior art date
Application number
PCT/JP2012/078823
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English (en)
French (fr)
Inventor
朝幸 伊藤
Original Assignee
いすゞ自動車株式会社
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Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Publication of WO2013077184A1 publication Critical patent/WO2013077184A1/ja

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/027—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 electric or magnetic heating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • 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
    • 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
    • F01N3/025—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 fuel burner or by adding fuel to exhaust
    • F01N3/0253—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 fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • 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
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/47—Engine emissions
    • B60Y2300/476—Regeneration of particle filters
    • 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
    • F01N2240/16—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 electric heater, i.e. a resistance heater
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1606—Particle filter loading or soot amount
    • 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 a DPF regeneration auxiliary device that promotes the combustion of PM in the periphery of the DPF.
  • DPFs diesel particulate filters
  • PM Particulate Matter
  • the DPF 2 is a cylindrical member in which a porous ceramic material is assembled to form a large number of pores, and exhaust gas is passed in the longitudinal direction to trap PM in the pores. Can be collected.
  • DPF regeneration that burns PM is performed.
  • fuel injection for increasing the exhaust gas temperature is performed.
  • the DPF 2 is heated by the exhaust gas, and when the DPF 2 reaches the PM combustion temperature, the PM deposited on the DPF 2 burns.
  • DOC 7 Diesel Oxidation Catalyst; hereinafter referred to as DOC 7 is installed upstream of the DPF 2
  • fuel is supplied upstream of the DOC 7 by fuel injection or exhaust pipe injection in the later stage of combustion in the engine
  • the exhaust gas temperature that exits the DOC 7 rises due to the oxidation heat generated by the oxidation of the fuel.
  • This exhaust gas heats the DPF 2 and burns PM.
  • the DOC 7 is not installed, when the exhaust gas temperature rises due to the DPF regeneration fuel injection, the DPF 2 is heated and PM is combusted. Further, in an engine state where the exhaust gas temperature from the engine is high, the DPF is naturally regenerated even if no special fuel injection is performed.
  • the amount of fuel injected into the engine is somewhat large, so that the exhaust gas temperature and exhaust gas flow rate necessary for DPF regeneration can be maintained.
  • the amount of fuel injected into the engine decreases, the exhaust gas temperature decreases, and the exhaust gas flow rate decreases.
  • the amount of fuel injected into the engine decreases during the execution of DPF regeneration, the amount of heat flowing into the DPF 2 may be insufficient and the DPF 2 may not be maintained at the PM combustion temperature.
  • PM does not always burn evenly regardless of the location in the DPF 2. Even if PM is uniformly deposited regardless of the location in the DPF 2, the PM tends to start burning from the central portion in the radial direction of the DPF 2. Exhaust gas easily passes through the burning of the PM at the center, and the PM easily burns in the vicinity of the center even if the temperature rises. On the other hand, since PM does not easily burn in the peripheral portion of the DPF 2, the state where the exhaust gas does not easily pass continues and PM remains unburned. In particular, when the vehicle is traveling at a reduced speed, the exhaust gas flow rate is small, so the temperature in the DPF 2 is likely to be non-uniform, and PM remains unburned around the DPF 2.
  • the DPF 2 when the peripheral part of the DPF 2 becomes low temperature and only the central part becomes high temperature, the stress due to the temperature difference between the peripheral part and the central part is strong, or the temperature of the central part becomes too high, which is the worst. In some cases, the DPF 2 may be damaged or melted.
  • the periphery of the DPF 2 can be maintained at the PM combustion temperature during deceleration traveling in which the exhaust gas temperature decreases and the exhaust gas flow rate decreases.
  • an object of the present invention is to provide a DPF regeneration auxiliary device that solves the above-described problems and promotes the combustion of PM in the peripheral portion of the DPF.
  • a DPF regeneration assisting device assists DPF regeneration by fuel injection of a vehicle equipped with a DPF, and includes an electric heater in contact with the outer periphery of the DPF, and deceleration during DPF regeneration.
  • An energization control unit that starts energization of the electric heater when running is provided.
  • the DPF regeneration assisting device may include a generator mounted on a propeller shaft, and the energization control unit may start energization by connecting the electric heater to the generator.
  • the generator may generate power with braking energy when braking the vehicle.
  • the energization control unit may monitor a temporal change in the vehicle speed detected by the vehicle speed sensor, and may determine that the vehicle is decelerating when the vehicle speed decreases.
  • the present invention exhibits the following excellent effects.
  • assistance apparatus which shows one Embodiment of this invention. It is the sectional side view of the exhaust-gas purification system in which DOC was installed upstream of DPF, and the external view of DPF.
  • the DPF regeneration assisting apparatus 1 includes an electric heater 3 in contact with the outer periphery of the DPF 2 and an energization control unit 4 that starts energizing the electric heater 3 when decelerating during DPF regeneration.
  • the energization control unit 4 monitors a temporal change in the vehicle speed detected by the vehicle speed sensor, and determines that the vehicle is decelerating when the vehicle speed decreases.
  • the DPF regeneration auxiliary device 1 further includes a generator 5 mounted on a propeller shaft (not shown) that is a drive shaft of the vehicle.
  • An energization switch 6 that is turned on and off by the energization control unit 4 is provided between the generator 5 and the electric heater 3.
  • the energization control unit 4 starts energization to the electric heater 3 by turning on the energization switch 6 to turn on the electric heater 3 by turning on the energization switch 6 when decelerating during the DPF regeneration.
  • a vehicle to which the present invention is applied includes a conventionally known regeneration control unit (not shown) for controlling DPF regeneration, and performs DPF regeneration by fuel injection at an appropriate time during traveling of the vehicle.
  • the DPF 2 is housed in a metal housing 8 together with the DOC 7.
  • a mat 9 made of a fiber material is provided between the DPF 2 and the housing 8 in order to fix the DPF 2 made of the ceramic material to the housing 8 while protecting the buffer.
  • the electric heater 3 is installed between the mat 9 and the DPF 2.
  • the electric heater 3 is provided so as to cover the outer periphery of the DPF 3 in order to heat the peripheral portion (outer peripheral portion) of the DPF 2.
  • a heater wire may be spirally wound around the outer periphery of the DPF 2, or a plurality of ribbon heaters may be wound in the circumferential direction of the DPF 2 or attached in the longitudinal direction.
  • the exhaust gas temperature decreases and the exhaust gas flow rate decreases, so that the DPF 2 may not be maintained at the PM combustion temperature.
  • the peripheral portion of the DPF 2 is less than the PM combustion temperature, and PM remains unburned easily.
  • the energization control unit 4 causes the electric heater 3 to conduct to the generator 5.
  • the temperature of the electric heater 3 rises. Since the electric heater 3 is in contact with the outer periphery of the DPF 2, the peripheral portion of the DPF 2 is heated.
  • the temperature of the peripheral portion of the DPF 2 rises and is maintained at the PM combustion temperature, and the DPF regeneration by the fuel injection spreads not only in the central portion but also in the peripheral portion, and between the central portion and the peripheral portion of the DPF 2 PM starts to burn without bias.
  • the electric heater 3 When the vehicle stops or turns to accelerated running while the electric heater 3 is energized, the electric heater 3 may be cut off from the generator 5. Further, when the DPF regeneration is completed while the electric heater 3 is energized, the electric heater 3 may be shut off from the generator 5.
  • the DPF regeneration assisting apparatus 1 of the present invention when the vehicle runs at a reduced speed during DPF regeneration, energization of the electric heater 3 is started and the temperature of the peripheral portion of the DPF 2 is increased. The combustion of PM in the section can be promoted, and PM can be burned without remaining. As a result, the DPF 2 can be prevented from being damaged or melted, and the time interval for performing the DPF regeneration can be lengthened.
  • the present invention can be carried out even when the electric heater 3 is energized from a battery. However, in the present invention, it is necessary to energize the electric heater 3 at the time of decelerating traveling. Therefore, a mode is preferable in which the generator 5 mounted on the propeller shaft generates power with braking energy when braking the vehicle. .
  • the present invention can be applied not only to a vehicle that runs only by an engine, but also to a hybrid vehicle that runs by combining an engine and a motor.
  • the generator 5 can be omitted.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Materials Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Toxicology (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

　ＤＰＦの周辺部におけるＰＭの燃焼を促進するＤＰＦ再生補助装置を提供する。　ＤＰＦ２の外周に接する電熱ヒータ３と、ＤＰＦ再生中に減速走行になると電熱ヒータ３への通電を開始する通電制御部４とを備える。

Description

ＤＰＦ再生補助装置
　本発明は、ＤＰＦの周辺部におけるＰＭの燃焼を促進するＤＰＦ再生補助装置に関する。
　ディーゼルエンジン（以下、エンジンという）が搭載された車両では、エンジンから大気までの排気ガスの排出流路に排気ガス浄化システムとしてディーゼルパティキュレートフィルタ（Diesel Particulate Filter；以下、ＤＰＦという）が設置され、このＤＰＦに粒子状物質（Particulate Matter；以下、ＰＭという）が捕集される。
　図２に示されるように、ＤＰＦ２は、多孔質のセラミック材料を集成して多数の細孔を形成した円筒状の部材であり、長手方向に排気ガスを通過させ細孔の中にＰＭを捕集することができる。
　ＤＰＦ２に堆積したＰＭの堆積量が多くなるとエンジンの排気ガス圧力が上昇しエンジンの特性低下をきたすため、ＰＭ堆積量が適宜な値になるとＰＭを燃焼させるＤＰＦ再生が行われる。ＤＰＦ再生では、排気ガス温度を上昇させるための燃料噴射が行われる。排気ガス温度が上昇すると、排気ガスによってＤＰＦ２が加熱され、ＤＰＦ２がＰＭ燃焼温度に達するとＤＰＦ２に堆積しているＰＭが燃焼する。
　ＤＰＦ２の上流に酸化触媒装置（Diesel Oxidation Catalyst；以下、ＤＯＣという）７が設置されている排気ガス浄化システムでは、エンジンにおける燃焼後期の燃料噴射や排気管噴射によりＤＯＣ７の上流に燃料が供給され、燃料が酸化して生じる酸化熱によりＤＯＣ７を出る排気ガス温度が上昇する。この排気ガスによってＤＰＦ２が加熱されＰＭが燃焼する。ＤＯＣ７が設置されない排気ガス浄化システムでも、ＤＰＦ再生の燃料噴射によって排気ガス温度が上昇すると、ＤＰＦ２が加熱されＰＭが燃焼する。また、エンジンからの排気ガス温度が高いエンジン状態では、特別な燃料噴射が行われなくとも自然にＤＰＦが再生される。
特開２０００－２９７６２５号公報
　ＤＰＦ再生の実行中に、車両が加速走行あるいは定速走行をしている場合は、エンジンへの燃料噴射量がある程度多いので、ＤＰＦ再生に必要な排気ガス温度及び排気ガス流量が維持できる。しかし、車両が減速走行になると、エンジンへの燃料噴射量が少なくなり、排気ガス温度が低下すると共に排気ガス流量が減少する。このように、ＤＰＦ再生の実行中にエンジンへの燃料噴射量が少なくなると、ＤＰＦ２に流れ込む熱量が不足してＤＰＦ２をＰＭ燃焼温度に保持できなくなることがある。
　また、ＤＰＦ再生では、ＤＰＦ２内の場所によらず均一にＰＭが燃焼するとは限らない。仮に、ＤＰＦ２内の場所によらず均一にＰＭが堆積していたとしても、ＤＰＦ２の径方向の中心部からＰＭが燃え始める傾向がある。中心部のＰＭが燃えたことで排気ガスが通りやすくなり、中心部の近辺は温度が上がっていっそうＰＭが燃えやすくなる。一方、ＤＰＦ２の周辺部はＰＭが燃えにくいので、排気ガスが通りにくい状態が続き、ＰＭが燃え残ってしまう。特に、車両が減速走行をしている場合、排気ガス流量が少ないため、ＤＰＦ２内の温度が不均一となりやすく、ＤＰＦ２の周辺部はＰＭの燃え残りが発生しやすい。このようにして、ＤＰＦ２の周辺部が低温となり中心部だけが高温となってしまうと、周辺部と中心部の温度差によるストレスが強く、あるいは中心部の温度が高温になりすぎて、最悪の場合、ＤＰＦ２が破損や溶損に至ることがある。
　こうしたことから、排気ガス温度が低下し排気ガス流量が減少する減速走行においてＤＰＦ２の周辺部をＰＭ燃焼温度に保持できることが望まれる。
　そこで、本発明の目的は、上記課題を解決し、ＤＰＦの周辺部におけるＰＭの燃焼を促進するＤＰＦ再生補助装置を提供することにある。
　上記目的を達成するために本発明のＤＰＦ再生補助装置は、ＤＰＦを搭載する車両の燃料噴射によるＤＰＦ再生を補助する装置であって、前記ＤＰＦの外周に接する電熱ヒータと、ＤＰＦ再生中に減速走行になると前記電熱ヒータへの通電を開始する通電制御部とを備えたものである。
　前記ＤＰＦ再生補助装置は、プロペラシャフトに装着された発電機を備え、前記通電制御部は、前記発電機に前記電熱ヒータを導通させて通電を開始してもよい。
　前記発電機は、前記車両を制動する際の制動エネルギで発電してもよい。
　前記通電制御部は、車速センサで検出される車速の時間的変化を監視し、車速が低下したとき減速と判定してもよい。
　本発明は次の如き優れた効果を発揮する。
　（１）ＤＰＦの周辺部におけるＰＭの燃焼を促進することができる。
本発明の一実施形態を示すＤＰＦ再生補助装置の構成図である。 ＤＰＦの上流にＤＯＣが設置された排気ガス浄化システムの側断面図及びＤＰＦの外観図である。
　以下、本発明の一実施形態を添付図面に基づいて詳述する。
　図１に示されるように、本発明に係るＤＰＦ再生補助装置１は、ＤＰＦ２の外周に接する電熱ヒータ３と、ＤＰＦ再生中に減速走行になると電熱ヒータ３への通電を開始する通電制御部４とを備える。通電制御部４は、車速センサで検出される車速の時間的変化を監視し、車速が低下したとき減速と判定するようになっている。
　ＤＰＦ再生補助装置１は、さらに、車両の駆動軸であるプロペラシャフト（図示せず）に装着された発電機５を備える。発電機５と電熱ヒータ３の間には、通電制御部４によってオン・オフされる通電スイッチ６が設けられる。通電制御部４は、ＤＰＦ再生中に減速走行になると通電スイッチ６をオンすることで発電機５に電熱ヒータ３を導通させて電熱ヒータ３への通電を開始することになる。
　本発明が適用される車両は、従来公知のＤＰＦ再生を制御する再生制御部（図示せず）を備え、車両走行中の適切な時期に燃料噴射によるＤＰＦ再生を実施するようになっている。
　ＤＰＦ２は、ＤＯＣ７と共に金属製のハウジング８に収容される。セラミック材料からなるＤＰＦ２を緩衝保護しつつハウジング８に固定するために、ＤＰＦ２とハウジング８との間には、繊維材料からなるマット９が布設される。本発明では、このマット９とＤＰＦ２との間に電熱ヒータ３が設置される。
　電熱ヒータ３は、ＤＰＦ２の周辺部（外周部）を加熱するためにＤＰＦ３の外周を覆うように設けられる。具体的には、電熱ヒータ３として、ヒータ用電線をＤＰＦ２の外周に螺旋状に巻いてもよいし、複数のリボン状ヒータをＤＰＦ２の周方向に巻くか長手方向に添えてもよい。
　以下、本発明のＤＰＦ再生補助装置１の動作を説明する。
　車両走行中に、再生制御部がＤＰＦ再生を実施すると、ＤＯＣ７の上流に燃料が供給されて、ＤＯＣ７を出る排気ガス温度が上昇する。この排気ガスによってＤＰＦ２が加熱されＰＭが燃焼する。
　従来技術では、車両が減速走行になると、排気ガス温度が低下すると共に排気ガス流量が減少するため、ＤＰＦ２がＰＭ燃焼温度に保持できなくなることがある。特に、ＤＰＦ２の周辺部はＰＭ燃焼温度に満たなくなりＰＭの燃え残りが発生しやすい。
　これに対し、本発明のＤＰＦ再生補助装置１では、ＤＰＦ再生中に車両が減速走行になると、通電制御部４が発電機５に電熱ヒータ３を導通させる。発電機５に負荷として電熱ヒータ３が接続されたことにより、発電機５ではプロペラシャフトの回転力（＝車両の制動力）から電力が取り出され、電熱ヒータ３へ電流が流れる。このようにして、電熱ヒータ３への通電が開始されると、電熱ヒータ３の温度が上昇する。電熱ヒータ３がＤＰＦ２の外周に接しているので、ＤＰＦ２の周辺部が加熱されることになる。これにより、ＤＰＦ２の周辺部の温度が上昇してＰＭ燃焼温度に保持されることになり、燃料噴射によるＤＰＦ再生が中心部のみならず、周辺部にも拡がり、ＤＰＦ２の中心部と周辺部の偏り無くＰＭが燃えるようになる。
　電熱ヒータ３へ通電中に、車両が停止するか、加速走行に転じたときは、電熱ヒータ３を発電機５から遮断するとよい。また、電熱ヒータ３へ通電中に、ＤＰＦ再生が終了したときは、電熱ヒータ３を発電機５から遮断するとよい。
　以上説明したように、本発明のＤＰＦ再生補助装置１によれば、ＤＰＦ再生中に減速走行になると電熱ヒータ３への通電を開始してＤＰＦ２の周辺部の温度を上昇させるので、ＤＰＦ２の周辺部におけるＰＭの燃焼を促進し、ＰＭを残留なく燃焼させることができる。この結果、ＤＰＦ２の破損や溶損を防止すると共に、ＤＰＦ再生の実施時間間隔を長くすることができる。
　本発明は、電熱ヒータ３への通電をバッテリから行っても実施できる。ただし、本発明で電熱ヒータ３への通電が必要になるのは減速走行時であるから、プロペラシャフトに装着された発電機５において車両を制動する際の制動エネルギで発電する形態が好適である。
　本発明は、エンジンのみで走行する車両はもちろん、エンジンとモータを組み合わせて走行するハイブリッド車両でも適用できる。制動時に回生発電を行うハイブリッド車両では発電機５が省略できる。
　１　ＤＰＦ再生補助装置
　２　ＤＰＦ
　３　電熱ヒータ
　４　通電制御部
　５　発電機
　６　通電スイッチ

Claims (4)

  1. 　ＤＰＦを搭載する車両の燃料噴射によるＤＰＦ再生を補助する装置であって、
    　前記ＤＰＦの外周に接する電熱ヒータと、
    　ＤＰＦ再生中に減速走行になると前記電熱ヒータへの通電を開始する通電制御部とを備えたことを特徴とするＤＰＦ再生補助装置。
  2. 　プロペラシャフトに装着された発電機を備え、
    　前記通電制御部は、前記発電機に前記電熱ヒータを導通させて通電を開始することを特徴とする請求項１記載のＤＰＦ再生補助装置。
  3. 　前記発電機は、前記車両を制動する際の制動エネルギで発電することを特徴とする請求項２記載のＤＰＦ再生補助装置。
  4. 　前記通電制御部は、車速センサで検出される車速の時間的変化を監視し、車速が低下したとき減速と判定することを特徴とする請求項１～３いずれか記載のＤＰＦ再生補助装置。
PCT/JP2012/078823 2011-11-21 2012-11-07 Ｄｐｆ再生補助装置 WO2013077184A1 (ja)

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JP5882408B2 (ja) * 2014-07-09 2016-03-09 デンヨー株式会社 エンジン駆動電機の負荷装置

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JPH0323307A (ja) * 1989-06-19 1991-01-31 Ibiden Co Ltd 排気ガス浄化装置
JPH06123215A (ja) * 1992-10-09 1994-05-06 Kubota Corp エンジンの排気ガス浄化装置
JP2001280121A (ja) * 2000-03-31 2001-10-10 Isuzu Motors Ltd 連続再生型パティキュレートフィルタ装置
JP2004245135A (ja) * 2003-02-14 2004-09-02 Mitsubishi Motors Corp 車両用の電力制御装置
JP2008082288A (ja) * 2006-09-28 2008-04-10 Isuzu Motors Ltd Ｄｐｆ再生装置

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JPS6174616U (ja) * 1984-10-22 1986-05-20
JP3587270B2 (ja) * 1995-03-23 2004-11-10 イビデン株式会社 ヒーターを用いたｄｐｆ再生システム
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JPH0323307A (ja) * 1989-06-19 1991-01-31 Ibiden Co Ltd 排気ガス浄化装置
JPH06123215A (ja) * 1992-10-09 1994-05-06 Kubota Corp エンジンの排気ガス浄化装置
JP2001280121A (ja) * 2000-03-31 2001-10-10 Isuzu Motors Ltd 連続再生型パティキュレートフィルタ装置
JP2004245135A (ja) * 2003-02-14 2004-09-02 Mitsubishi Motors Corp 車両用の電力制御装置
JP2008082288A (ja) * 2006-09-28 2008-04-10 Isuzu Motors Ltd Ｄｐｆ再生装置

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