• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Provided is a heat retention / cooling control device for a PM filter device, which controls the temperature in the outer periphery of the PM filter device to ensure efficient combustion in the PM filter device and prevent the effect of heat damage in the periphery of the PM filter device by efficiently utilizing displaced air. . An engine compartment (11) and a cooling passage (20) separated by a partition (18) are provided parallel to the forward-rearward direction of a work machine, and an aftercooler (21), a cooling fan (22), and a PM filter device (25). ) is provided in the cooling passage (20). When the exhaust temperature of the exhaust gas is lower than a target temperature when the PM is burned, the air volume of the cooling fan (22) is regulated so that it decreases, thereby increasing the exhaust temperature. When the exhaust temperature of the exhaust gas is higher than the target temperature, the air volume of the cooling fan (22) is regulated so that it increases, thereby increasing the cooling effect in the outer periphery of the PM filter device (25).
    公开号:SE1150404A1
    申请号:SE1150404
    申请日:2009-09-24
    公开日:2011-05-09
    发明作者:Hirofumi Miwa；Yuuki Ishikawa；Satoshi Sawafuji；Hitoshi Nakanishi；Hideaki Murakami
    申请人:Komatsu Mfg Co Ltd；
    IPC主号:
    专利说明:

    [5] When the PM filter device burns said PM to remove the clogging of the filter, the PM filter device can improve a combustion efficiency at the time said PM is burned by placing the PM filter device in a high temperature condition. However, at this time, since the temperature of an outer periphery of the PM filter device also becomes high, peripheral equipment arranged in a periphery of the PM filter device is exposed to harmful effects due to heat (so-called heat damage). Furthermore, when a driver's cab is arranged in the vicinity of the PM filter device, the temperature in the driver's cab increases when said PM is burned. Various devices have been proposed to prevent heat damage caused by the PM filter device, such as a cooling fan control device for predicting and preventing a temperature increase in the periphery of the PM filter device (see patent document 1), and a filter cleaning control device of a diesel engine through which a combustion efficiency of a PM filter device is improved (see patent document 2). In the filter cleaning control device of patent document 2, a heat shield plate is arranged in the periphery of a PM filter device so that outdoor air can be taken between the PM filter device and the heat shield plate and the sucked outdoor air is allowed to flow into a hot air duct, thereby improving the combustion efficiency of the PM filter device.
    [7] Fig. 7 shows a plan view of the cooling fan control device in patent document 1 as an accepted example 1 of the invention. As shown in Fig. 7, an engine compartment 71 is provided, in which an engine 70 is housed, in front of the wheels, and a cooling fan 72 is arranged in front of the engine 70. A cooler 73 and a condenser 74 for an air conditioner are further arranged in front of the cooling fan 72. A PM filter device 75 is arranged just behind the motor 70 in the engine compartment 71.
    [8] Since the radiator 73 and the condenser 74 for the air conditioner are cooled by air supplied from the cooling fan 72, the temperatures of cooling water and a coolant liquid can be lowered by the air. Furthermore, temperatures of components such as the motor 70 and the PM filter device 75 arranged in the engine compartment can be lowered by waste heat wind from the cooling fan 72.
    [9] Thereafter, a rotational speed of the cooling fan 72 is set to increase when the temperature of the cooling water is high, when a load of the air conditioner is large, and when the PM filter device 75 is cleaned. Further, a control is performed so that a predetermined time difference is provided until the rotational speed of the cooling fan 72 is controlled from a time at which a cleaning signal from the PM filter device 75 is received. That is, the control of the rotational speed of the cooling fan 72 is started after a start delay time t1 has passed.
    [10] Fig. 8 shows a schematic view of the filter cleaning control device in patent document 2 as an accepted example 2 of the invention. As shown in Fig. 8, a heat shield plate 91 is provided in the periphery of a PM filter device 90 to prevent an effect on peripheral components due to heat (heat damage). Outdoor air can be taken from a space formed between the PM filter device 90 and the heat shield plate 91, and air taken through the space flows into a hot air duct 92.
    [11] An intake air switch valve 81 is opened and closed to switch the air taken from the hot air line 92 and the air taken from a fresh air line 80. When the intake air switch valve 81 is opened, air is taken from the hot air line 92. When the intake air switch valve 81 is closed, air is taken from the air line 80.
    [12] The intake air is purified by an air purifier 82, an intake air volume is detected by an air flow meter 83, and the air is pre-compressed by a turbocharger 84. After the air, which is pre-compressed by the turbocharger 84 (hereinafter referred to as a pre-compressed air), is cooled by means of an intermediate condenser 85. an aftercooler), the air is taken into an engine main body 88 flowing through an intake hatch 86 and an intake manifold 87.
    [13] When the intake air switch valve 81 is opened and the air, which is heated by heat radiated from the PM filter device 90, is taken into the engine, the temperature of the exhaust gas from the engine may increase. Then, since a temperature of the PM filter device 90 can increase rapidly, the combustion efficiency of the PM filter device 90 can be improved.
    [14] A fuel supplied from a fuel pump 93 to a common line 94 is mixed with the precompressed air cooled by the intercooler 85, and the precompressed air is taken into the engine main body 88 as an air / fuel mixed gas. That is, the fuel supplied from the fuel pump 93 to the common conduit 94 is injected from an injection nozzle 95 and mixed with the precompressed air cooled by the intercooler 85.
    [15] After the air / fuel mixed gas is ignited and the engine is driven, the exhaust gas flows out as a combustion gas from an exhaust manifold 89.
    [16] The PM contained in the exhaust gas is captured by, and deposited on, a filter of the PM filter device 90. Further, a portion of the exhaust gas is returned from the exhaust manifold 89 to the intake manifold 87 flowing through an EGR cooler 96 and an EGR valve 97. .
    [17] A pressure differential between an inlet and an outlet of the PM filter device 90 is detected by a differential pressure sensor 98. Further, an inlet temperature of the PM filter device 90 is detected by a PM filter device inlet temperature sensor 99, and an outlet temperature is detected by a PM filter 100 device.
    [18] Incidentally, in, for example, a tipper truck such as a work machine, cooling devices such as a radiator, an aftercooler, and the like are usually arranged on a front side of the vehicle body so that wind generated when the vehicle travels is advantageously used as a cooling wind.
    [19] In addition, since a cooling fan for cooling the cooling devices is usually directly connected to a motor, the cooling devices are arranged in a limited space on the front surface of the motor. Accordingly, as also shown in the accepted example 1 described above, a configuration is used in which cooling parts of the radiator, the aftercooler and the like partially cover each other.
    [20] In the configuration in which the cooling parts partially cover each other, as described above, a cooling part, arranged on a rear side of the partially covering cooling parts, is hit by waste heat wind preheated by a cooling part arranged in front of the cooling part. Consequently, the cooling efficiency of the cooling part arranged on the back is lowered.
    [21] The problem can be solved by increasing a pressure receiving area of the cooling part hit by the waste heat wind in the cooling device arranged at the back and increasing an amount of air for a cooling hos of the cooling device arranged at the front. However, the increase in the pressure receiving area of the cooling part and the increase in the amount of air of the cooling fan results in an increase in the size of the cooling device itself arranged at the rear and the use of a large cooling fan.
    [22] In this case, a new problem arises in that an installation space, which is necessary for installing the cooling device and the cooling fan configured in the large size, cannot be sufficiently secured, the cooling device and the cooling fan interfere with other equipment, and noise generated by the cooling fan increases. In particular, when the engine heat dissipation increases, the set-up configuration described above can not overcome the increased heat rejection.
    [23] To solve the problems, the applicant has proposed a cooling device with a hydraulic vane in which an aftercooler is arranged in a space separate from an engine compartment in which a cooler is located (see patent document 3).
    [24] Fig. 9 shows a plan view of the cooling device in patent document 3 as an accepted example 3 of the invention. As shown in Fig. 9, an engine compartment 51 is arranged in an upper rotating body 50 for a large hydraulic vane in a lateral direction to a direction of movement of the large hydraulic vane. An engine 52 is arranged in the engine compartment 51 laterally.
    [25] A radiator 55 and a hydraulic oil cooler 54 are arranged one after the other in front of a cooling fan 53 directly connected to the engine 52, and an air purifier 57 is arranged above the engine 52. The air purifier 57 is connected to a turbocharger 56 via an air pipeline 60, and the turbocharger 56 is connected to an air-cooled aftercooler 58 via an air duct 59. Furthermore, the air-cooled aftercooler 58 is connected to the engine 52 via an air duct 61.
    [26] Further, the air-cooled aftercooler 58 is arranged separately outside the engine compartment 51 in a position approximately adjacent to the side of the cooler 55 to be located near a side wall portion side of the large hydraulic vane.
    [27] Patent document 1: Japanese patent application no. 2007-138872 Patent document 2: Japanese patent application no. 2005-299628 Patent document 3: Japanese patent application no. 9-125972 Summary of the Invention Problems Solved by the Invention
    [28] In the cooling fan control device described in patent document 1, the motor 70 and the PM filter device 75 are arranged together in the engine compartment 71. In addition, after the motor is cooled by waste heat wind from the cooling fan 72, an outer periphery of the PM filter device 75 is cooled. the outer periphery of the PM filter device 75 can be cooled slightly, an outer periphery of the PM filter device 75, through which said PM is burned, can not be forcibly cooled.
    [29] Accordingly, in order to prevent a thermal damage to peripheral equipment arranged in the periphery of the PM filter device 75, a special countermeasure must be taken by surrounding the peripheral equipment with an insulating material, and the like. Furthermore, although it is not specifically described to provide an aftercooler, even when the aftercooler is provided, the aftercooler is provided in the engine compartment 71. Thus, a cooling efficiency of an inlet pipe connected to the aftercooler of hot air in the engine compartment 71 is lowered.
    [30] The filter cleaning control device described in patent document 2 is configured to take only outdoor air from the space formed between the PM filter device 90 and the heat shield plate 91 and cannot forcibly cool an outer periphery of the PM filter device 90 or control a temperature in the outer periphery of the PM filter device 90. In addition, since a periphery of the PM filter device 90 must be covered with the heat shield plate 91, a heat shield plate having a special specification must be used as a heat shield plate which can be used for a long period of time.
    [31] Furthermore, since the intercooler 85 is arranged in the engine compartment, a cooling efficiency of an inlet pipe connected to the intercooler 85 is lowered by hot air in the engine compartment. In particular, the air cooled by the intercooler 85 in an inlet pipe connected to the intercooler 85 is heated by the hot air in the engine compartment.
    [32] Furthermore, in order to improve the combustion efficiency of PM in the PM filter device, the intake air switch valve 81, the hot air line 92 and the like must be provided. Thus, an arrangement for providing the intake air switch valve 81, the hot air line 92 and the like becomes complicated, and an installation space for installing the intake air switch valve 81 and the hot air line 92 is further necessary.
    [33] In the cooling device described in patent document 3, in order to easily introduce outdoor air into the air-cooled aftercooler 58, the air-cooled aftercooler 58 is arranged in the part near the side wall part side of the large hydraulic vane.
    [34] Since the cooling device is configured as described above, the air duct 59, which connects the air-cooled aftercooler 58 to the turbocharger 56, and the air duct 61, which connects the air-cooled aftercooler 58 to the engine 52, each have a long length. In addition, the air duct 59 and the air duct 61 are arranged longitudinally in the engine compartment 51.
    [35] In particular, since the air duct 61, through which the air cooled in the air-cooled aftercooler 58 is allowed to flow, is arranged longitudinally in the engine compartment 51, the air flowing in the air duct 61 is heated by the hot air in the engine compartment 51. Therefore, even if the air is cooled in the air-cooled aftercooler 58, a cooling effect of the air is then lowered into the air pipeline 61.
    [36] In addition, since the air-cooled aftercooler 58 and the cooler 62 are arranged along the width direction of the vehicle by the large hydraulic paddle, it is difficult to make efficient use of the wind generated while driving.
    [37] The invention, which has been added to overcome the disadvantages described above, is intended to provide a heat retention / cooling control device for a PM filter device which can effectively perform a temperature control in an outer periphery of the PM filter device when combustion takes place through a filter of The PM filter device, can cause the PM filter device to efficiently carry out combustion, and in addition does not have an effect due to heat damage to the peripheral part of the PM filter device which effectively utilizes the wind generated during travel. 11 Means to solve the problems
    [38] To achieve the above object, a heat retention / cooling control device for a PM filter device, to reduce PM as particulate matter contained in the exhaust gas flowing out of a diesel engine mounted on a work machine, comprises: a cooling passage arranged parallel to an engine compartment configured in a forward-reverse direction of the work machine and separated from the engine compartment via a partition; an aftercooler arranged in the cooling passage for cooling air precompressed by a precompressor arranged in the engine compartment; wherein the PM filter device is located on a downstream side of the aftercooler in the cooling passage and into which the exhaust gas from the engine is introduced; a cooling fan arranged in the cooling passage cools the aftercooler, and cools an outer periphery of the PM filter device by waste heat wind which has cooled the aftercooler; a temperature sensor for detecting the exhaust gas temperature of the exhaust gas; and a controller connected to the temperature sensor for controlling an amount of air of the cooling fan when said PM trapped by a filter of the PM filter device PM is burned, characterized in that, when the exhaust gas temperature detected by the temperature sensor is higher than a target temperature, the controller performs a control to increase a cooling effect to the outer periphery of the PM filter device by increasing the amount of air from the cooling fan, and when the exhaust temperature detected by the temperature sensor is lower than the target temperature, the controller performs a control to help increase and maintain a temperature in the outer periphery of the PM filter device. from the cooling fan.
    [39] In the invention, an exhaust pipe is also provided for introducing the exhaust gas flowing out of the engine into the PM filter device to receive wind from the cooling fan on an upstream side of the PM filter device. 12 Effect of the invention
    [40] In the invention, when said PM trapped by the filter of the PM filter device is combusted, an amount of air of a cooling fan cooling an aftercooler and the outer periphery of the PM filter device can be controlled by the regulator based on the exhaust temperature of the exhaust gas.
    [41] When the exhaust gas temperature of the exhaust gas is higher than a target temperature at the time said PM captured by the filter of the PM filter device is burned, it can be determined that the exhaust temperature is a temperature at which said PM can be sufficiently burned in the PM filter. At this time, in order to reduce a heat damage effect due to combustion, the outer periphery of the PM filter device can be cooled by increasing the amount of air from the cooling shaft.
    [42] Furthermore, when the exhaust gas temperature of the exhaust gas is lower than the target temperature at the time said PM is burned, it can be determined that the exhaust temperature does not reach a temperature at which said PM can be sufficiently burned in the PM filter device. At this time, since priority is given to sufficient combustion of said PM rather than to reducing the effect of the heat damage, the cooling fan is regulated to reduce the amount of air therefrom to increase the exhaust gas temperature.
    [43] As the amount of air from the cooling fan is reduced, a cooling efficiency of the aftercooler is lowered and a temperature of the precompressed air taken from the aftercooler into the engine can be raised. Then, since the temperature of the exhaust gas flowing out of the engine is also raised, an oxidation catalyst arranged on an upstream side of the filter can be easily oxidized and controlled to generate heat. Through the operation, since the temperature of the exhaust gas supplied to the filter has been raised, the said PM which has clogged the filter can self-burn.
    [44] When the combustion in the filter is sufficiently carried out and the exhaust gas temperature rises above the melting temperature, the cooling fan can be controlled to increase the amount of air therefrom in order to in turn cool the outer periphery of the PM filter device. Thereafter, heat damage due to heat radiated from the outer periphery of the PM filter device can be prevented.
    [45] In the invention, a cooling passage is separated from the engine compartment by a partition arranged parallel to the engine compartment, and the aftercooler, the cooling fan for cooling the aftercooler, and the PM filter device, to which waste heat wind flowing from the cooling fan is carried, are arranged in the cooling passage.
    [46] With the configuration described above, since the wind generated during travel can be introduced separately into the engine compartment and the cooling passage, a cooler arranged in the engine compartment and the aftercooler arranged in the cooling passage can be cooled efficiently. In addition, an outer peripheral surface of the PM filter device can be effectively cooled by waste heat wind through which the aftercooler is cooled.
    [47] Furthermore, the partition can mean that an inside of the cooling passage is unlikely to be affected by the hot air in the engine compartment. Since the aftercooler can be placed in the cooling passage which is unlikely to be affected by the hot air in the engine compartment, a cooling effect of the aftercooler and a cooling effect when the outer peripheral surface of the PM filter device is cooled by waste heat wind, after the aftercooler is cooled, may increase. 14
    [48] Furthermore, since the partition wall can prevent the occurrence of a turbulent flow caused by collision between waste heat wind from the radiator flowing into the engine compartment, and waste heat wind from the aftercooler flowing into the cooling passage, the partition wall can prevent the amounts of respective waste heat wind from decreasing. turbulent flow.
    [49] In addition, the waste heat wind from the cooler flowing into the engine compartment can be controlled to flow into the engine compartment as a laminar flow, and the waste heat wind flowing into the cooling passage from the aftercooler can be controlled to flow into the cooling passage as a laminar flow. As a result, resp. air flows and resp. air volumes in the engine compartment and the cooling passage are significantly affected.
    [50] Furthermore, since the cooling passage is separated from the engine compartment by the partition, noise generated from a radiator för for the radiator and noise from the engine can be prevented from leaking to the outside through the cooling path.
    [51] Furthermore, in the invention, an exhaust pipe which carries exhaust gas flowing out of the engine into the PM filter device can be arranged to receive wind from the cooling fan upstream of the PM filter device. Then, when the PM filter device performs combustion and increases in temperature, the exhaust pipe can be cooled by the wind from the cooling fan whose amount has increased. Through the operation, the exhaust gas temperature of the exhaust gas introduced into the PM filter device can be prevented from becoming excessively high.
    [52] Furthermore, when the exhaust temperature of the exhaust gas is lower than the target temperature at the time said PM is burned, since the cooling fan is regulated to reduce the amount of air, a temperature drop across the exhaust pipe cooled by the wind from the cooling fan can be damped. The exhaust gas can be introduced into the PM filter device without lowering a temperature of the exhaust gas whose exhaust temperature has increased. This operation can help to improve the combustion efficiency of the PM filter device.
    [53] Fig. 1 is a plan view showing a device over a heat retention / cooling control device for a PM filter device. (embodiment) Fig. 2 is a side elevational view of a partition when seen from an engine compartment. (Embodiment) Fig. 3 is a schematic plan view showing a schematic disposition relationship of the heat retention / cooling control device of the PM filter device. (embodiment) Fig. 4 is a block diagram showing a schematic configuration of the heat retaining / cooling control device for the PM filter device. (embodiment) Fig. 5 is a schematic sectional view of the PM filter device. (embodiment) Fig. 6 is a circuit diagram for controlling the number of vanes of a cooling fan. (embodiment) Fig. 7 is a plan view of a cooling fan control device. (accepted example 1) Fig. 8 is a schematic view of a filter cleaner control device. (accepted example 2) Fig. 9 is a plan view of a cooling device for a hydraulic paddle. (accepted example 3) Best Mode for Carrying Out the Invention
    [54] A typical embodiment of a heat retention / cooling control device for a PM filter device according to the invention will be explained below with reference to the drawings.
    [55] As shown in Fig. 1, an engine compartment 11 is arranged along a forward-rearward direction of a working machine 10, and an engine 12, a cooling fan 14 arranged in front of the engine 12, a cooler 13 and a hydraulic oil cooler 19 arranged in front of the cooling fan 14 , and the corresponding ones are placed one after the other in the engine compartment 11. Furthermore, an exhaust-driven turbocharger 15 is arranged as a pre-compressor in an upper part of the engine 12 in the engine compartment 11.
    [56] Thereafter, an upper part of the engine compartment 11 is covered with a bonnet 17 (see Fig. 2). Outdoor air above an upper part of the hood 17 is separated from the engine compartment 11 in the hood 17 by the hood 17. The engine compartment 11, which is surrounded by the hood 17, a partition wall 18, which will be described later, and a lower surface plate of the engine compartment 11, are configured to air flows along the forward-rearward direction of the work machine 10.
    [57] Furthermore, the work machine 10 is mounted with a cab 23 arranged in an upper rear part of the engine compartment 11, and right and left front wheels (not shown), a power transmission, a shaft device, and the like, are arranged in a space below the cab behind the engine compartment 11. 17
    [58] A cooling passage 20 is arranged parallel to the engine compartment 11 along the forward-rearward direction of the working machine 10. The cooling passage 20 is surrounded by an after-cooling housing (not shown), the partition wall 18, and a lower surface plate (not shown), and the air taken from an outdoor air inlet opening arranged in front of the aftercooler housing, flows backwards. As shown in Fig. 2, the partition 18 is arranged under the bonnet 17, and is configured so that air does not flow between the engine compartment 11 and the cooling passage 20.
    [59] Note that the aftercooler housing can be configured integrally with the hood 17 covering an upper part of the engine compartment 11 described above. On the other hand, the aftercooler housing may have a split configuration in a structure through which an air flow is not obstructed at the location of the configuration by which the aftercooler housing completely covers up to a PM filter device described later.
    [60] Furthermore, as part of a wall configuring the partition 18, a side wall surface of a aftercooler 21 arranged in the cooling passage 20, to be described later, can be used. The partition 18 can be configured to separate between the engine compartment 11 and the cooling passage 20 only through a wall without using the side wall surface of the aftercooler 21. The partition 18 can be configured to completely shut off between the engine compartment 11 and the cooling passage 20, or may be configured to have an opening through which air can flow in and out between the engine compartment 11 and the cooling passage 20 somewhat without completely shutting off between the engine compartment 11 and the cooling passage 20.
    [61] Although the partition 18 is configured to have the opening, it is preferable to configure the opening so that air flowing into the engine compartment 11 and the air flowing into the cooling passage 20 are not disturbed by the air flowing in from the opening. .
    [62] An air purifier 16, the aftercooler 21, a cooling fan 22 for cooling the aftercooler 21, and the PM filter device (particulate filter device) 25, the periphery of which is cooled by waste heat wind from the cooling fan 22, are arranged one after the other in the cooling passage 20. The PM filter device 25 is arranged on one side of the cab 23 on the upper side of the front wheels (not shown).
    [63] The PM filter device is a device (terlter) for reducing PM (particulate matter) as particulate matter contained in an exhaust gas from a diesel engine and substantially configured as a device for capturing said PM through the filter. The PM filter device 25 shown in an illustrative example has a self-cleaning function with which it is possible to clean the filter by burning said PM captured by the filter to prevent the filtration function from decreasing when the filter is clogged.
    [64] The cooling fan 14, which is arranged in front of the motor 12, can be directly connected to the motor 12 or can be driven by a hydraulic motor driven by an ejection pressure from a hydraulic pump (not shown) driven by the motor 12 as well as the cooling fan 22 of the aftercooler 21. Alternatively, the cooling fan 14 may be driven by an electrically driven motor.
    [65] When the cooling fan 14 resp. the cooling fan 22 is driven by hydraulic motors, a degree of freedom for the location of the cooler 13, the hydraulic oil cooler 19 and the like, to the place at which the aftercooler 21 is located, can increase. Furthermore, the cooling air beginning to flow through the cooling fan 14 and the cooling fan 22 can be configured as a flow on an inlet side with 19 with respect to the cooler 13 and the aftercooler 21 shown in Fig. 1, or can be configured as a flow on an ejection side by placing the cooling fan 14 and the cooling fan 22 on a front side of the cooling fan 12 and the aftercooler 21.
    [66] The cooler 13 is connected to a pair of pipelines 29 (only one pipeline 29 is illustrated in Fig. 1) and can cool the cooling water to cool the engine 12. The exhaust gas turbocharger 15 is connected to the air cleaner 16 located in the cooling passage 20 via a pipe bushing The pipe bushing 28 is connected to the air purifier 16 which passes through an opening 45 formed in the partition wall 18 shown in Fig. 2 as connected to the exhaust-driven turbocharger 15 in the engine compartment 11.
    [67] The outdoor air taken via the air cleaner 16 is supplied to the exhaust-driven turbocharger 15 via the pipe bushing 28 and pre-compressed by a compressor 15b (see Fig. 4) in the exhaust-driven turbocharger 15. After the outdoor air has been pre-compressed, it is supplied to the aftercooler 21a via an inlet pipe 26a.
    [68] The pre-compressed air cooled by the aftercooler 21 passes through an inlet pipe 26b and is taken into the engine 12 via an inlet manifold (not shown). Then the pre-compressed air is mixed with a fuel and pre-combustion is used in the engine 12. After combustion, the exhaust gas flowing from the engine 12 is fed into the exhaust-driven turbocharger 15 via an exhaust pipe 27a (see Fig. 4).
    [69] After the exhaust gas introduced into the exhaust-driven turbocharger 15 is used to drive a turbine 15a (see Fig. 4), it is introduced into the PM filter device 25 passing through an exhaust pipe 27b. The exhaust pipe 27b is arranged to receive the wind from the cooling fan 22 upstream of the PM filter device 25. The turbine 15a (see Fig. 4) drives the compressor 15b (see Fig. 4) which pre-compresses the air taken via the air purifier 16.
    [70] A connection opening of the exhaust-driven turbocharger, which connects the inlet pipe 26a connected to the aftercooler 21, and an inlet manifold of the engine 12 are arranged near the partition 18. Further, as shown in Fig. 2, the partition 18 is formed with an opening 46a opening 46b. The opening 46a is formed as an opening for connecting the inlet pipe 26a, which is connected to the exhaust-driven turbocharger 15, to the aftercooler 21, and the opening 46b is formed as an opening through which the inlet pipe 26b, which provides the air cooled by the aftercooler 21 into the engine 12 , passes.
    [71] As shown in Figs. 1 and 3, the aftercooler 21 is arranged in a position located on the side of a position where the motor 12 is arranged. Note that Fig. 3 shows a schematic disposition relationship for the heat retention / cooling control device of the PM filter device.
    [72] With this configuration, since an inside of the cooling passage 20 is unlikely to be affected by the hot air in the engine compartment 11, a cooling effect for the aftercooler 21 and a cooling effect for an outer peripheral surface of the PM filter device 25 may increase.
    [73] In particular, since the cooling passage 20 can be configured as a kind of tube open in the forward-rearward direction, the wind generated during travel, which is introduced into the cooling passage 20, and the amount of air generated by the cooling fan 22 for the aftercooler 21, can be efficiently be used as a cooling wind for the aftercooler 21 and as a cooling wind for the outer peripheral surface of the PM filter device 25.
    [74] As a result, an effect of heat on equipment (not shown) arranged in the periphery of the PM filter device 25 can be prevented by cooling the outer peripheral surface of the PM filter device 25 and further, an increase in the temperature of the cab (not shown) located in the vicinity of the PM filter device is attenuated.
    [75] In addition, since the noise generated in the engine compartment 11 can be shut off through the partition wall 18, a noise leakage generated in the engine compartment 11 to the outside can be prevented via the cooling passage 20.
    [76] Furthermore, the connection opening of the exhaust-driven turbocharger 15 for connecting the inlet pipe 26a is connected to the aftercooler 21 and the inlet manifold of the engine 12, arranged near the partition 18, 22 whereby the inlet pipes 26a, 26b can be configured in the engine compartment 11.
    [77] Hereinafter, the heat retaining / cooling control device for the PM filter device will be explained using Figs. 4 and 5. Note that Fig. 4 illustrates a configuration of an ERG device arranged in the engine compartment 11 separated from the cooling passage 20 through the partition wall 18 and a part of the exhaust gas to the engine 12. Furthermore, Fig. 4 illustrates a configuration of a CCV device (ventilation device) 42 which returns a purge gas, which is discharged in a crankcase (not shown) of the engine 12, to the engine 12 together with the air. / fuel mixed gas ingested in the engine 12.
    [78] Accordingly, the EGR device, illustrated in Fig. 4, where configurations of the radiator 13 and the like arranged in the engine compartment 11 are omitted, comprises an EGR cooler 39 and an EGR valve 40 and configured to return the portion of the exhaust gas into the the engine 12 via the inlet pipe 26b after the gas has been cooled by the EGR cooler 39.
    [79] In the illustrated example, after the portion of the exhaust gas is cooled by the EGR cooler 39, it passes through the EGR valve 40 and is returned into the inlet pipe 26b via a partition 41 arranged in the inlet pipe 26b. That is, the exhaust gas cooled by the EGR cooler 39 is taken into the inlet pipe 26b by a suction operation in the partition 41. An opening / closing amount of the EGR valve 40 can be detected by a lifting sensor 40a. 23
    [80] The CCV device 42 is further arranged, since, although resp. cycles of so-called compression, combustion and exhaust gas are generally carried out continuously in a diesel engine, leaking air / fuel mixed gas via an opening of a piston ring between resp. cycles and the purge gas is let into the crankcase
    [81] Since a pressure in the crankcase increases due to the purge gas, a leakage of oil from the crankcase is accelerated. A traditional diesel engine is designed so that an increased pressure in the crankcase is released into the atmosphere via a fan.
    [82] However, from an environmental point of view, it is preferable to return the purge gas in the crankcase into a combustion chamber without releasing it into the atmosphere. Thus, a CCV device is designed for the purpose. In the CCV device 42 in the illustrated example configured to return the purge gas together with air / fuel mixed gas to the engine 12 and to burn them in the engine 12, a pressure can be detected by a pressure sensor 42a.
    [83] A configuration shown in Fig. 4 will be explained although partially covered by the explanation in Fig. 1. The outdoor air introduced from the air purifier 16 is supplied to the compressor 15b of the exhaust-driven turbocharger 15 via a pipeline 28. An outdoor air flow velocity introduced from the air purifier 16 can be detected by an airflow velocity sensor 16a. Furthermore, the purge gas from the CCV device 42 enters the pipeline 28. 24
    [84] The air supplied to the compressor 15b is converted to precompressed air by the action of the compressor 15b and introduced into the aftercooler 21. The precompressed air cooled by the aftercooler 21 is supplied with fuel while it is being cooled, converted to an air / fuel mixed gas, and supplied to the engine 12.
    [85] The rotation of the engine 12 can be detected by an engine rotation sensor 38. Furthermore, a temperature of the intake air supplied to the engine 12 can be detected by an intake air temperature sensor 37b, and a pressure of the intake air supplied to the engine 12 can be detected by an intake air pressure sensor 37a.
    [86] A portion of the exhaust gas generated by the combustion in the engine 12 is introduced into the EGR cooler 39, and a residual exhaust gas is introduced into the turbine 15a of the exhaust-driven turbocharger 15 passing through the exhaust pipe 27a.
    [87] In the illustrated example, the turbine 15a is configured as a variable speed turbine, and a capacity of the turbine can be changed by changing an angle of an adjusting plate. The number of revolutions of the turbine 15a can be regulated by changing the capacity of the turbine. The angle of the adjusting plate can be detected by a position sensor 15d.
    [88] The exhaust gas, which drives the turbine 15a to rotate, is introduced into the PM filter device 25 passing through the exhaust pipe 27b. As shown in Fig. 5, the PM filter device 25 is configured so that an oxidation catalyst 31 and the filter 32, which capture said PM, are housed in a cylindrical vessel 30 from an upstream side in a flow direction of the exhaust gas. Solution portions 35 are arranged around the oxidation catalyst 31 and the filter 32. Furthermore, a dosing injection fuel supply device 36 is arranged halfway of the exhaust pipe 27b to introduce the exhaust gas into the PM filter device 25.
    [89] The oxidation catalyst 31 is a catalyst for oxidizing a dosing fuel supplied by the fuel supply device 36 and causing the dosing fuel to generate heat, and an activation temperature of the oxidation catalyst 31 is about 250 ° C in terms of an exhaust temperature. The temperature of the exhaust gas can be increased by the heat generated by the oxidation catalyst 31, and the PM deposited on the filter 32 can be self-combusted.
    [90] The filter 32 is configured to have a lot of small heels connected to each other from, for example, an inlet side of the exhaust gas to an outflow side thereof.
    [91] Although a material for the filter 32 may be suitably selected according to a method of use, the filter 32 may be configured using a ceramic material such as cordierite or silicon carbide, and a metal material such as stainless steel or aluminum.
    [92] The PM filter device 25 is provided with a differential pressure sensor 33 for measuring a difference in pressure in front of and behind the filter 32, a temperature sensor 34a for detecting a temperature of the exhaust gas introduced from the exhaust pipe 27b, a temperature sensor 34b for detecting a temperature of the exhaust gas after it passes through the oxidation catalyst 31, and a temperature sensor 34c for detecting a temperature of the exhaust gas after it passes through the filter 32. The exhaust gas passing through the filter 32 and from which said PM is passed through the exhaust pipe 27c and flows into the atmosphere .
    [93] The cooling fan 22, which cools the aftercooler 21, as well as supplies waste heat wind to an outer periphery of the PM filter device 25, is controlled by a regulator 43. The regulator 43 regulates an amount of air in the cooling fan 22 based on whether an exhaust gas temperature of the exhaust gas detected 34c is higher or lower than a present melting temperature.
    [94] That is, when the controller 43 determines that the exhaust gas temperature of the exhaust gas detected by the temperature sensor 34c is higher than the present melting temperature at the time said PM trapped by the filter 32 of the PM filter device 25 is burned, the controller 43 determines that said PM is sufficiently burned in the PM filter device And performs an adjustment to increase the amount of air in the cooling fan 22. 27
    [95] By this operation, the outer periphery of the PM filter device 25 can be sufficiently cooled by the waste heat wind after it cools the aftercooler 21. Thereafter, a heat damage effect caused by the PM filter device 25 can be prevented so that peripheral equipment of the PM filter device 25 is not affected by heat damage. At this time, since the exhaust pipe 27b arranged on an upstream side of the PM filter device 25 can be cooled by the increased amount of air from the cooling fan 22, the exhaust temperature of the exhaust gas can be prevented from becoming excessively high.
    [96] Even when said PM is burned under a low outdoor air temperature condition, when it is determined that the exhaust gas temperature of the exhaust gas detected by the temperature sensor 34c is lower than the present target temperature, the cooling fan 22 is controlled to reduce the amount of air.
    [97] By this operation, since the precompressed air is insufficiently cooled in the aftercooler 21, a temperature of the precompressed air taken from the aftercooler 21 into the engine 12 is raised. Consequently, the exhaust gas temperature of the exhaust gas flowing out of the engine 12 is also raised.
    [98] Since combustion in the oxide catalyst 31 is likely to occur, said PM is prone to self-combustion in the PM filter device 25. When said PM is sufficiently self-combusted in the PM filter device 25 and the exhaust gas temperature detected by the temperature sensor 34c becomes 28 higher than the present melting temperature , the outer periphery of the PM filter device 25 can be cooled by increasing the amount of air of the cooling shaft 22.
    [99] When the amount of air of the cooling fan 22 is reduced, the temperature of the outer periphery of the PM filter device 25 can not be attenuated.
    [100] A configuration example for controlling the amount of air in the cooling shaft 22 will be explained with reference to Fig. 6. In the configuration example shown in Fig. 6, the amount of air from the cooling fan 22 can be controlled by controlling the number of revolutions of a hydraulic motor 44 to drive in particular, the configuration example is configured so that compressed oil, which ejects from a hydraulic pump 47 driven by the motor 12 and configured as, for example, a gear pump, is supplied to the hydraulic motor 44.
    [101] To control the compressed oil ejected from the hydraulic pump 47 and supplied to the hydraulic motor 44, a flow control valve 48 is provided in a position which bypasses an inlet side and an outlet side of the hydraulic motor 44.
    [102] The proportional solenoid valve 49 is linearly driven in response to the control command from the regulator 43, thereby regulating a control pressure P applied to the proportional solenoid valve 49.
    [103] In the example described above, the configuration example in which the hydraulic pump 47 and the hydraulic motor 44 are configured with a fixed performance using the flow control valve 48 has been explained. However, either the hydraulic pump 47 and the hydraulic motor 44 can also be configured by a variable capacity stroke without using the flow control valve 48.
    [104] Furthermore, the cooling fan 22 can be driven by an electrically driven motor instead of using the hydraulic motor. In this case, the number of revolutions of the electrically driven motor can be regulated by controlling a current supplied to the electrically driven motor, whereby the amount of air from the cooling fan can be regulated.
    [105] As described above, in the invention, since the aftercooler 21, the cooling fan 22 and the PM filter device 25 are arranged in the cooling passage 20 independently of the engine compartment 11, a combustion control in the PM filter device 25 and a control of an external peripheral temperature can be effectively performed by regulating the amount of air of the cooling fan 22. In addition, a heat-retaining control of the PM filter device 25 and a cooling control of the outer periphery can be performed by controlling the amount of air of the cooling fan 22.
    [106] Note that the configuration example for controlling the amount of air in the refrigerator 22 using the temperature detected by the temperature sensor 34c as the exhaust temperature of the effluent gas has been described. However, the amount of air of the cooling fan 22 can be controlled using the temperature detected by the temperature sensor 34a or the temperature sensor 34b, or can be controlled by suitably combining suitable detection values detected by the temperature sensors 34a to 34c.
    [107] The cooling device according to the invention can preferably be applied to a working machine which comprises a PM filter device. 31 Reference Number
    [108] [108] 1 1 12 18 21 31 32 43 51 52 53 55 56 58 70 71 75 84 85 90 91 92 work machine engine compartment engine exhaust-driven turbocharger compressor wall cooling passage aftercooler PM filter device oxidation catalyst filter regulator engine compartment engine cooling fan radiator turbocom compressors Air-cooled aftercooler engine engine compartment PM filter device turbocom compressor intercooler PM filter device heat shield plate hot air line 101 motor control device
    权利要求:
    Claims (2)
    [1]
    A heat retention / cooling control device for a PM filter device for reducing PM as particulate matter contained in an exhaust gas discharging from a diesel engine arranged on a work machine, comprising: a cooling passage arranged parallel to an engine compartment configured in a forward-reverse direction of the work machine and separated from the engine compartment via a partition; an aftercooler arranged in the cooling passage for cooling air precompressed by a precompressor arranged in the engine compartment; wherein the PM filter device is arranged on a downstream side of the aftercooler in the cooling passage and into which the exhaust gas from the engine is introduced; a cooling fan arranged in the cooling passage, cooling the aftercooler, and cooling an outer periphery of the PM filter device by waste heat wind which has cooled the aftercooler; a temperature sensor for detecting an exhaust temperature of the exhaust gas; and a controller connected to the temperature sensor for controlling an amount of air in the cooling chamber when said PM trapped by a filter of the PM filter device is burned, characterized in that, when the exhaust gas temperature detected by the temperature sensor is higher than a target temperature, the controller performs a control to increase a cooling power to the outer periphery of the PM filter device by increasing the amount of air from the cooling fan, and when the exhaust temperature detected by the temperature sensor is lower than the target temperature, the controller performs a control to help increase and maintain a temperature in the outer periphery of the PM the filter device by reducing the amount of air from the chiller. 33
    [2]
    Heat retaining / cooling control device for the PM filter device according to claim 1, characterized in that an exhaust pipe for introducing an exhaust gas flowing from the engine into the PM filter device is arranged to receive wind from the cooling fan on an upstream side of the PM filter device.
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    US20110173962A1|2011-07-21|
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    法律状态:
    2012-11-13| NAV| Patent application has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    JP2008278400A|JP2010106716A|2008-10-29|2008-10-29|Heat-retaining/cooling control apparatus for pm filter device|
    PCT/JP2009/066532|WO2010050319A1|2008-10-29|2009-09-24|Heat retention/cooling control device for pm filter device|
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