JP5697934B2 - Engine equipment - Google Patents

Description

  The present invention relates to an engine device such as a diesel engine, and more particularly to an engine device equipped with an exhaust gas purification device that removes particulate matter (soot, particulates) and the like contained in exhaust gas. is there.

  Conventionally, a diesel particulate filter (hereinafter referred to as DPF) has been provided as an exhaust gas purification device (exhaust gas aftertreatment device) in the exhaust path of the diesel engine, and exhausted from the diesel engine by a DPF oxidation catalyst or soot filter, etc. A technique for purifying the exhaust gas thus produced is known (see, for example, Patent Documents 1 and 2).

  Further, in the DPF, a technique is known in which an inner case is provided in a double structure inside an outer case, and an oxidation catalyst or a soot filter is provided in the inner case (see, for example, Patent Document 2).

  Further, in the DPF, a technique is also known in which a case containing an oxidation catalyst and a case containing a soot filter are detachably connected via a flange fastened by a bolt (see, for example, Patent Document 2).

  Further, a technique of providing an exhaust gas recirculation device (EGR), a common rail fuel injection device, a turbocharger, or the like in a diesel engine is also known (see, for example, Patent Document 3).

JP 2001-73748 A JP 2009-228516 A JP 2007-85215 A

  When the DPF is assembled away from the engine as in Patent Document 1, the temperature of the exhaust gas supplied from the engine to the DPF decreases, and regeneration of the DPF soot filter or the like tends to be incomplete. There is a problem that a special method for regenerating the soot filter or the like by increasing the temperature of the exhaust gas in the DPF is required.

  On the other hand, when the DPF is assembled close to the engine, the temperature drop of the exhaust gas supplied from the engine to the DPF is reduced, and the temperature of the exhaust gas in the DPF can be easily maintained at a high temperature. Since it cannot be easily simplified, there are problems such as inability to improve DPF assembly workability or earthquake resistance.

  Accordingly, the present invention seeks to provide an engine device that has been improved by examining these current conditions.

According to a first aspect of the present invention, there is provided an exhaust gas purification device for purifying an exhaust gas of an engine, wherein the exhaust gas purification device is mounted on the engine, and a gas purification housing of the exhaust gas purification device is connected to the engine. The support bracket body is provided with a locking body that can be temporarily fixed when the gas purification housing is placed on the support bracket body from above, and the gas is attached to the support bracket body by the locking body. The purification housing is configured to be supported.

  According to a second aspect of the present invention, in the engine device according to the first aspect, a convex body or a concave body as the locking body is provided on either the support bracket body or the gas purification housing, and the support bracket is provided. A concave body or a convex body as the locking body is provided on the other side of the body or the gas purification housing.

  According to a third aspect of the present invention, in the engine device according to the first aspect, the locking body is formed by a locking bolt fixed to the support bracket body and a notch having a downward opening shape formed in a flange of the gas purification housing. Formed.

According to the first aspect of the present invention, in the engine device that includes the exhaust gas purification device that purifies the exhaust gas of the engine, and the exhaust gas purification device is mounted on the engine, the gas purification housing of the exhaust gas purification device is mounted on the engine. A support bracket body to be connected is provided, and a locking body that can be temporarily fixed when the gas purification housing is placed on the support bracket body from above is provided, and the gas purification is performed on the support bracket body by the locking body. Since the housing is supported, it is not necessary to perform assembly work such as bolt fastening while supporting the entire weight of the exhaust gas purification device. An operator can remove both hands from the exhaust gas purification device and perform assembly work. The assembly / disassembly workability of the exhaust gas purification device can be improved.

  According to the invention of claim 2, either the support bracket body or the gas purification housing is provided with a convex body or a concave body as the locking body, and the other of the support bracket body or the gas purification housing. Since the concave body or the convex body is provided as the locking body, the assembly position of the gas purification housing can be easily determined by the engagement between the convex body and the concave body.

  According to the invention of claim 3, the locking body is formed by the locking bolt fixed to the support bracket body and the downward opening-shaped notch formed in the flange of the gas purification housing. The notch can be formed by opening the formed bolt hole for inserting the locking bolt downward. The locking body can be formed at low cost.

It is a section explanatory view of DPF which shows a 1st embodiment. It is an external appearance perspective view of DPF. It is an external appearance front view of DPF. It is an external appearance rear view of DPF. It is an external appearance bottom view of DPF. It is decomposition | disassembly cross-section explanatory drawing of DPF. It is a separation side view of a clamping flange (semi-arc body). It is an expanded side sectional view of a catalyst side joining flange. It is an expanded sectional view which shows the attachment part of the sensor boss body for temperature sensors. It is a side view of the work vehicle carrying a diesel engine. It is a top view of the work vehicle. It is a front view of the small diesel engine which provided DPF. It is a rear view of the small diesel engine. It is a top view of the small diesel engine. It is a fragmentary perspective view of the diesel engine. FIG. FIG. FIG. It is attachment explanatory drawing of DPF. FIG. It is a left view of the small diesel engine which provided DPF. It is a right view of the small diesel engine. It is a top view of the small diesel engine.

  Hereinafter, an embodiment of an exhaust gas purification device mounted on an engine device of the present invention will be described with reference to the drawings with reference to the drawings. A continuously regenerating diesel particulate filter 1 (hereinafter referred to as DPF 1) as an exhaust gas purification device is provided. In addition to the removal of particulate matter (PM) in the exhaust gas of the diesel engine 70, the DPF 1 is configured to reduce carbon monoxide (CO) and hydrocarbons (HC) in the exhaust gas of the diesel engine 70. Yes.

  As shown in FIG. 1, FIG. 6, FIG. 12, and FIG. 13, the DPF 1 as the exhaust gas purification device is for collecting particulate matter (PM) and the like in the exhaust gas. The DPF 1 is configured in a substantially cylindrical shape that extends long in the front-rear direction in parallel with a crankshaft 74 as an output shaft of the diesel engine 70. The DPF 1 is disposed above the cylinder head 72 of the diesel engine 70. An exhaust gas inlet pipe 16 (exhaust gas intake side) and an exhaust gas outlet pipe 34 (exhaust gas discharge side) are provided on the left and right sides of the DPF 1 (one end side and the other end side in the exhaust gas movement direction). They are distributed before and after.

  As shown in FIGS. 1 to 9, the DPF 1 includes a diesel oxidation catalyst 2 such as platinum and a soot filter 3 having a honeycomb structure through a cylindrical inner case 4 and 20 in a gas purification housing 60 made of a heat-resistant metal material. Are arranged in series and accommodated. The exhaust gas inlet pipe 16 on the exhaust gas intake side of the DPF 1 is detachably connected to the exhaust manifold 71 of the diesel engine 70. A tail pipe (not shown) is connected to the exhaust gas outlet pipe 34 on the exhaust gas discharge side of the DPF 1.

  With the above configuration, the exhaust gas of the diesel engine 70 flows from the exhaust manifold 71 of the diesel engine 70 to the diesel oxidation catalyst 2 side in the gas purification housing 60 and moves from the diesel oxidation catalyst 2 to the soot filter 3 side. Purified. Particulate matter in the exhaust gas cannot pass through the porous partition walls between the cells in the soot filter 3. That is, the particulate matter in the exhaust gas is collected by the soot filter 3. Thereafter, the exhaust gas that has passed through the diesel oxidation catalyst 2 and the soot filter 3 is discharged from the exhaust gas outlet pipe 34.

  When the exhaust gas passes through the diesel oxidation catalyst 2 and the soot filter 3, the exhaust gas temperature exceeds the reproducible temperature (for example, about 300 ° C.). NO (nitrogen monoxide) is oxidized to unstable NO2 (nitrogen dioxide). The particulate matter collected by the soot filter 3 is oxidized and removed by O (oxygen) released when NO2 returns to NO. In addition, when particulate matter accumulates on the soot filter 3, the particulate matter is oxidized and removed by maintaining the temperature of the exhaust gas at a temperature higher than the regenerative temperature. Recovers (the soot filter 3 self-regenerates).

  With reference to FIGS. 1 and 6, a structure for assembling a diesel oxidation catalyst 2, which is an example of an exhaust gas purifier (filter) that purifies exhaust gas discharged from the diesel engine 70, will be described. The diesel oxidation catalyst 2 is provided in a substantially cylindrical catalyst inner case 4 made of a heat-resistant metal material. The catalyst inner case 4 is formed in a substantially cylindrical catalyst outer case 5 made of a heat-resistant metal material. That is, the catalyst inner case 4 is fitted on the outside of the diesel oxidation catalyst 2 via the ceramic heat insulating material 6 made of ceramic fiber. A catalyst heat insulating material 6 is press-fitted between the diesel oxidation catalyst 2 and the catalyst inner case 4 to protect the diesel oxidation catalyst 2.

  Further, the catalyst outer case 5 is fitted on the outer side of the catalyst inner case 4 via an end plate L-shaped support 7. The catalyst outer case 5 is one of the elements constituting the gas purification housing 60 described above. Note that the diesel oxidation catalyst 2 is protected by the catalyst heat insulating material 6. The stress (mechanical vibration, deformation force) of the catalyst outer case 5 transmitted to the catalyst inner case 4 is reduced by the thin plate support 7.

  As shown in FIGS. 1 and 6, a disk-shaped side lid 8 is fixed to one end of the catalyst inner case 4 and the catalyst outer case 5 by welding. An outer lid body 9 is fastened to the outer surface side of the side lid body 8 with bolts and nuts. The gas inflow side end face 2a of the diesel oxidation catalyst 2 and the side lid 8 are separated by a certain distance L1 (gas inflow space 11). An exhaust gas inflow space 11 is formed between the gas inflow side end face 2 a of the diesel oxidation catalyst 2 and the left lid 8. An exhaust gas inlet 12 facing the exhaust gas inflow space 11 is opened in the catalyst inner case 4 and the catalyst outer case 5. A closing ring body 15 is fixed between the opening edge of the catalyst inner case 4 and the opening edge of the catalyst outer case 5 in a sandwiched manner. Since the gap between the opening edge of the catalyst inner case 4 and the opening edge of the catalyst outer case 5 is closed by the closing ring 15, the exhaust gas flows between the catalyst inner case 4 and the catalyst outer case 5. Can be prevented.

  As shown in FIGS. 1 to 6, an exhaust gas inlet pipe 16 is disposed on the outer surface of the catalyst outer case 5 in which the exhaust gas inlet 12 is formed. An inlet flange body 17 is welded and fixed to one open end of the exhaust gas inlet pipe 16. The other open end of the exhaust gas inlet pipe 16 is welded to the outer surface of the catalyst outer case 5 so as to cover the exhaust gas inlet 12 from the outside. A pair of reinforcing bracket bodies 18 are fixed by welding between the outer surface of the catalyst outer case 5 and the side edges of the inlet flange body 17 to ensure the connection strength between the exhaust manifold 71 and the exhaust gas inlet pipe 16. As shown in FIG. 13, a housing support body 85 that is detachably bolted between the exhaust manifold 71 and the inlet flange body 17 of the diesel engine 70 is provided. An exhaust gas inlet pipe 16 is communicated with the exhaust manifold 71 via a housing support 85.

  With the above configuration, the exhaust gas of the diesel engine 70 enters the exhaust gas inlet pipe 16 from the exhaust manifold 71 via the housing support 85, and the exhaust gas inflow space from the exhaust gas inlet pipe 16 via the exhaust gas inlet 12. 11 and supplied to the diesel oxidation catalyst 2 from the gas inflow side end surface 2a on the left side. Nitrogen dioxide (NO 2) is generated by the oxidation action of the diesel oxidation catalyst 2.

  With reference to FIG.1 and FIG.6, the structure which assembles the soot filter 3 which is an example of the exhaust-gas purification body (filter) which purifies the exhaust gas which the diesel engine 70 discharged | emitted is demonstrated. The soot filter 3 is provided in a substantially cylindrical filter inner case 20 made of a heat-resistant metal material. The filter inner case 20 is provided in a substantially cylindrical filter outer case 21 made of a heat-resistant metal material. That is, the filter inner case 20 is fitted on the outside of the soot filter 3 through the mat-shaped filter heat insulating material 22 made of ceramic fiber. The filter outer case 21, together with the catalyst outer case 5, is one of the elements constituting the gas purification housing 60 described above. In addition, the filter heat insulating material 22 is press-fitted between the soot filter 3 and the filter inner case 20 to protect the soot filter 3.

  As shown in FIGS. 1 and 6, the catalyst inner case 4 formed in a cylindrical shape with a straight ridge line is a downstream side into which an upstream side cylinder portion 4 a for accommodating the diesel oxidation catalyst 2 and a filter inner case 20 described later are inserted. It is comprised by the side cylinder part 4b. In addition, the upstream side cylinder part 4a and the downstream side cylinder part 4b are cylinders of substantially the same diameter. Furthermore, a thin plate-shaped ring-shaped catalyst side joining flange 25 that is welded and fixed to the outer periphery of the catalyst inner case 4 and a thin plate-shaped ring-shaped filter side joint flange 26 that is welded and fixed to the outer periphery of the filter inner case 20 are provided. The catalyst-side joining flange 25 and the filter-side joining flange 26 are formed in a donut shape having an L-shaped cross section.

  The inner peripheral side of the L-shaped cross-section end face of the catalyst side joining flange 25 is welded and fixed to the end portion of the downstream side cylinder portion 4 b of the catalyst inner case 4. The outer peripheral side of the L-shaped cross-section end face of the catalyst side joining flange 25 is projected toward the outer peripheral side (radial direction) of the catalyst outer case 5. A step portion 25 a is formed at the bent corner portion of the L-shaped end face of the catalyst side joining flange 25. The downstream end of the catalyst outer case 5 is fixed by welding to the step portion 25a.

  On the other hand, the inner peripheral side of the L-shaped cross-section end face of the filter side joining flange 26 is welded and fixed to the middle part of the outer periphery of the filter inner case 20 in the exhaust gas movement direction. The outer peripheral side of the L-shaped cross-section end face of the filter-side joining flange 26 is projected toward the outer peripheral side (radial direction) of the filter outer case 21. A step portion 26 a is formed at the bent corner of the L-shaped end face of the filter-side joining flange 26. The upstream end of the filter outer case 21 is fixed by welding to the step portion 26a. In addition, the filter inner case 20 is formed in a cylindrical shape whose ridgeline is a straight line. The exhaust gas upstream end and the downstream end of the filter inner case 20 are cylinders having substantially the same diameter.

  Further, the outer diameter of the diesel oxidation catalyst 2 and the outer diameter of the soot filter 3 are formed to be equal. Compared with the thickness of the filter heat insulating material 22, the thickness of the catalyst heat insulating material 6 is formed larger. On the other hand, the catalyst inner case 4 and the filter inner case 20 are formed of the same plate thickness material. The outer diameter of the filter inner case 20 is made smaller than the inner diameter of the downstream cylindrical portion 4 b of the catalyst inner case 4. A downstream gap 23 is formed between the inner peripheral surface of the catalyst inner case 4 and the outer peripheral surface of the filter inner case 20. The downstream gap 23 is formed to have a dimension (for example, 2 millimeters) larger than the thickness (for example, 1, 5 millimeters) of each of the cases 4 and 20. For example, even if the cases 4 and 20 are rusted or thermally deformed, the exhaust gas upstream end of the filter inner case 20 can be easily put in and out of the downstream cylindrical portion 4 b of the catalyst inner case 4.

  As shown in FIGS. 1 to 6 and 9, the catalyst-side joining flange 25 and the filter-side joining flange 26 are abutted with each other through the gasket 24. The joint flanges 25 and 26 are sandwiched from both sides in the exhaust gas movement direction by a pair of thick plate-like central clamping flanges 51 and 52 surrounding the outer peripheral sides of the outer cases 5 and 21. The catalyst outer case 5 and the filter outer case 21 are detachably connected by fastening the center clamping flanges 51 and 52 with the bolts 27 and the nuts 28 and clamping the joining flanges 25 and 26.

  As shown in FIGS. 1 and 9, the upstream end of the filter outer case 21 is connected to the downstream end of the catalyst outer case 5 via the center clamping flanges 51 and 52 and the joint flanges 25 and 26. Then, a catalyst downstream space 29 is formed between the diesel oxidation catalyst 2 and the soot filter 3. That is, the downstream end of the diesel oxidation catalyst 2 and the upstream end of the soot filter 3 (filter inner case 20) face each other with a distance L2 for sensor attachment.

  As shown in FIGS. 1 and 6, the cylindrical length L4 of the catalyst outer case 5 in the exhaust gas movement direction is made longer than the cylindrical length L3 of the upstream cylinder portion 4a in the catalyst inner case 4 in the exhaust gas movement direction. To do. The cylindrical length L6 of the filter outer case 21 in the exhaust gas movement direction is shorter than the cylindrical length L5 of the filter inner case 20 in the exhaust gas movement direction. A length (L2 + L3 + L5) obtained by adding the sensor mounting interval L2 in the catalyst downstream space 29, the cylinder length L3 of the upstream cylinder portion 4a of the catalyst inner case 4 and the cylinder length L5 of the filter inner case 20 is It is configured to be substantially equal to a length (L4 + L6) obtained by adding the cylindrical length L4 of the catalyst outer case 5 and the cylindrical length L6 of the filter outer case 21.

  Further, the upstream end portion of the filter inner case 20 protrudes from the upstream end portion of the filter outer case 21 by a difference in length between the cases 20 and 21 (L7≈L5−L6). Therefore, in a state in which the filter outer case 21 is connected to the catalyst outer case 5, the upstream side dimension L 7 of the filter inner case 20 protruding from the filter outer case 21 is the downstream side of the catalyst outer case 5 (the downstream side of the catalyst inner case 4). The upstream end of the filter inner case 20 is inserted into the cylindrical part 4b). That is, the upstream side of the filter inner case 20 is inserted into the downstream side cylinder portion 4b (catalyst downstream side space 29) so as to be extractable.

  With the above configuration, nitrogen dioxide (NO 2) generated by the oxidation action of the diesel oxidation catalyst 2 is supplied into the soot filter 3 from one side end face (intake side end face) 3 a. Particulate matter (PM) contained in the exhaust gas of the diesel engine 70 is collected by the soot filter 3 and continuously oxidized and removed by nitrogen dioxide (NO2). In addition to the removal of particulate matter (PM) in the exhaust gas of the diesel engine 70, the content of carbon monoxide (CO) and hydrocarbon (HC) in the exhaust gas of the diesel engine 70 is reduced.

  As shown in FIGS. 1 and 6, it has a disc-shaped side lid 33 to which an exhaust gas outlet pipe 34 is connected. The side lid 33 constitutes the gas purification housing 60 described above together with the catalyst outer case 5 and the filter outer case 21. At the downstream end of the filter inner case 20, the inner diameter side of the thin plate ring-shaped filter outlet side joining flange 40 is fixed by welding. The outer diameter side of the filter outlet side joining flange 40 is projected toward the outer peripheral side (radius outside, radial direction) of the filter outer case 21. The downstream end of the filter outer case 21 is fixed by welding to the outer peripheral side of the filter outlet side joining flange 40 (corner corner of the end face L shape). A thin plate-like exhaust side joining flange 41 is integrally formed on the outer peripheral side (radius outside) of the side lid 33.

  As shown in FIG. 1 and FIG. 7 to FIG. 10, a pair of thick plates that butt the filter outlet side joining flange 40 and the muffler side joining flange 41 through the gasket 24 and surround the outer peripheral sides of the outer cases 21 and 32. The outlet flanges 53 and 54 hold the joint flanges 40 and 41 from both sides in the exhaust gas movement direction. The side cover 33 is detachably connected to the filter outer case 21 by fastening the outlet clamping flanges 53 and 54 to the joint flanges 40 and 41 with bolts 42 and nuts 43, respectively.

  As shown in FIGS. 2 to 5 and 7, similarly to the outlet pinching flange 53 (54) described later, the thick plate-like central pinching flange 51 (52) is provided around the catalyst outer case 5 (filter outer case 21). It consists of semicircular arcs 51a and 51b (52a and 52b) divided into a plurality (two in the embodiment) in the direction. The semicircular arc bodies 51a and 51b (52a and 52b) of the embodiment are formed in an arc shape (substantially semicircular horseshoe shape). In a state where the filter outer case 21 is connected to the catalyst outer case 5, the respective end portions of the semicircular arc bodies 51a and 51b (52a and 52b) come into contact with each other. That is, the semicircular arc members 51a and 51b (52a and 52b) are configured so that the outer peripheral side of the catalyst outer case 5 (filter outer case 21) is annularly surrounded.

  The central clamping flange 51 (52) is provided with a plurality of bolt fastening portions 55 with through holes at equal intervals along the circumferential direction. In the embodiment, eight bolt fastening portions 55 are provided on one set of central clamping flanges 51. When viewed in units of the semicircular arc bodies 51a and 51b (52a and 52b), the bolt fastening portions 55 are provided at four locations at equal intervals along the circumferential direction. On the other hand, bolt holes 56 corresponding to the respective bolt fastening portions 55 of the center clamping flange 51 (52) are formed through the catalyst side joining flange 25 and the filter side joining flange 26.

  When connecting the catalyst outer case 5 and the filter outer case 21, the outer peripheral side of the catalyst outer case 5 is surrounded by the catalyst-side semicircular arcs 51 a and 51 b, and the outer peripheral side of the filter outer case 21 is both on the filter side. The catalyst-side joining flange 25 and the filter-side joining flange 26, which are enclosed by the semicircular arc bodies 52a and 52b and sandwich the gasket 24, are joined from both sides in the exhaust gas movement direction by these semicircular arc bodies (center clamping flanges 51 and 52). Hold it.

  In this state, the bolts 27 are inserted into the bolt fastening portions 55 of the center clamping flanges 51 and 52 on both sides and the bolt holes 56 of the joint flanges 25 and 26 and tightened with the nuts 28. As a result, the joint flanges 25 and 26 are sandwiched and fixed by the center sandwich flanges 51 and 52, and the connection between the catalyst outer case 5 and the filter outer case 21 is completed. Here, the abutting portions of the ends of the catalyst-side semicircular arcs 51a and 51b and the filter-side semicircular arcs 52a and 52b are configured to be positioned with a phase shift of 72 °.

  As shown in FIGS. 2 to 5 and 7, the thick plate-shaped outlet clamping flange 53 (54) is divided into a plurality (two in the embodiment) in the circumferential direction of the filter outer case 21 (side lid body 34). The semicircular arc bodies 53a and 53b (54a and 54b) are used. The semicircular arc bodies 53a, 53b (54a, 54b) of the embodiment have basically the same form as the semicircular arc bodies 51a, 51b (52a, 52b) of the center clamping flange 51 (52). The outlet clamping flange 53 (54) is also provided with a plurality of bolt fastening portions 57 with through holes at equal intervals along the circumferential direction. On the other hand, bolt holes 58 corresponding to the respective bolt fastening portions 57 of the outlet clamping flange 53 (54) are formed through the filter outlet side joining flange 40 and the exhaust side joining flange 41.

  When connecting the filter outer case 21 and the side lid 34, the outer peripheral side of the filter outer case 21 is surrounded by both semicircular arcs 53 a and 53 b on the filter outlet side, and the outer peripheral side of the side lid 34 is both semicircular. The filter outlet side joining flange 40 and the exhaust side joining flange 41, which are enclosed by the bodies 54a and 54b and sandwich the gasket 24, are sandwiched from both sides in the exhaust gas moving direction by these semicircular arc bodies (exit sandwiching flanges 53 and 54). To do.

  In this state, the bolts 42 are inserted into the bolt fastening portions 57 of the outlet clamping flanges 53 and 54 on both sides and the bolt holes 58 of the joint flanges 40 and 41 and tightened with the nuts 43. As a result, both the joining flanges 40 and 41 are sandwiched and fixed by the both outlet sandwiching flanges 53 and 54, and the connection between the filter outer case 21 and the side lid 34 is completed. Here, the abutting portions of the end portions of the semicircular arc bodies 53a and 53b on the filter outlet side and the semicircular arc bodies 54a and 54b on the exhaust side are configured so as to be positioned with a phase shift of 72 °.

  As shown in FIGS. 1 to 9, a gas purifier (diesel oxidation catalyst 2, soot filter 3) that purifies exhaust gas discharged from the engine 70, and each inner case 4 containing the diesel oxidation catalyst 2 and soot filter 3. 20 and outer cases 5 and 21 each housing the inner cases 4 and 20. The inner cases 4, 20 are connected to the outer cases 5, 21 via joint flanges 25, 26 that protrude from the outer peripheral side of the outer cases 5, 21. A plurality of combinations of gas purifiers (diesel oxidation catalyst 2, soot filter 3), inner cases 4 and 20, and outer cases 5 and 21 are provided, and the joining flanges 25 and 26 are connected by a pair of sandwiching flanges 51 and 52, respectively. The plurality of outer cases 5 and 21 are connected by clamping and fixing.

  Accordingly, the adjacent joining flanges 25 and 26 can be clamped (contacted) by being sandwiched from both sides by the sandwiching flanges 51 and 52. In addition, since the sandwiching flanges 51 and 52 are configured separately without being welded to the outer cases 5 and 21, stress concentration and distortion caused by welding are caused in the relationship between the sandwiching flanges 51 and 52 and the outer cases 5 and 21. There is no risk of problems. For this reason, it is possible to apply a substantially uniform pressing force to the entire joining flanges 25 and 26, and to maintain a high surface pressure on the sealing surfaces (holding surfaces) of the holding flanges 51 and 52. As a result, it is possible to reliably prevent exhaust gas leakage from between the joint flanges 25 and 26).

  Next, the detailed structure of each joint flange 25, 26, 40 will be described with reference to FIG. Since each of the joining flanges 25, 26, 40 has basically the same structure, the catalyst side joining flange 25 that is welded and fixed to the catalyst inner case 4 and the catalyst outer case 5 will be described as a representative example. FIG. 8 shows an enlarged side sectional view of the catalyst side joining flange 25 in the embodiment. As shown in FIG. 8, the catalyst-side joining flange 25 has a step portion 25a in which the end surface of the cross section is bent in a step shape in the middle of the L shape. The downstream end portion of the catalyst outer case 5 is fitted on the step portion 25 a, and the step portion 25 a is welded and fixed to the downstream end portion of the catalyst outer case 5.

  On the other hand, an L-shaped inner diameter side end 25b of the catalyst side joining flange 25 extends in the extending direction (exhaust gas movement direction) of the catalyst inner case 4 (catalyst outer case 5). The inner diameter side end portion 25 b is fitted on the downstream end portion of the catalyst inner case 4, and the inner diameter side end portion 25 b is welded and fixed to the catalyst inner case 4. On the other hand, an L-shaped outer diameter side end portion 25c of the catalyst side joining flange 25 is extended from the outer periphery of the catalyst outer case 5 in the radial direction (vertical direction). The high rigidity of the catalyst side joining flange 25 is ensured by the cross-sectional end face L shape of the catalyst side joining flange 25 and the formation of the step portion 25a.

  The clamping flanges 51, 52 and the joining flanges 25, 26 are inserted into the clamping flanges 51, 52 and the joining flanges 25, 26 through the respective bolt holes 56, and the nuts 28 are screwed together. The outer diameter side end 25c of the catalyst side joining flange 25 is clamped by the clamping flanges 51 and 52 as described above.

  Next, as shown in FIGS. 1 and 9, the upstream gas temperature sensor 109 (downstream gas temperature sensor 112) attached to the DPF 1 will be described. One end of the cylindrical sensor boss body 110 is welded and fixed to the outer peripheral surface of the catalyst inner case 4 between the upstream cylinder portion 4 a and the downstream cylinder portion 4 b of the catalyst inner case 4. From the sensor mounting opening 5a of the catalyst outer case 5, the other end side of the sensor boss body 110 is extended in the radial direction toward the outside of the case 5. A sensor mounting bolt 111 is screwed to the other end side of the sensor boss body 110. For example, a thermistor type upstream gas temperature sensor 109 is passed through the sensor mounting bolt 111, and the upstream gas temperature sensor 109 is supported by the sensor boss body 110 via the sensor mounting bolt 111. A detection portion of the upstream gas temperature sensor 109 is inserted into the catalyst downstream space 29.

  With the above configuration, when exhaust gas is discharged from the gas outflow side end surface 2 b of the diesel oxidation catalyst 2, the exhaust gas temperature is detected by the upstream gas temperature sensor 109. 1, for example, a thermistor-type downstream gas temperature sensor 112 is attached to the sensor boss body 110 via a sensor mounting bolt 111, and the downstream gas temperature sensor 112 is installed in the filter downstream space 49. And the downstream side gas temperature sensor 112 detects the temperature of the exhaust gas on the other end surface (exhaust side end surface) 3b of the soot filter 3.

  Next, a skid steer loader 211 equipped with the diesel engine 70 of the first embodiment will be described with reference to FIGS. 10 and 11. A semi-crawler type skid steer loader 211 as a semi-crawler type work vehicle shown in FIGS. 10 and 11 is configured to be able to perform a loader work by mounting a loader device 212 described later. A front wheel 213 is disposed at the front portion of the skid steer loader 211, and a traveling crawler portion 214 is disposed at the rear portion. Further, an openable / closable bonnet 215 is disposed above the traveling crawler unit 214 of the skid steer loader 211.

  A diesel engine 70 is accommodated in the bonnet 215. The diesel engine 70 is supported by a traveling machine body 216 provided in the skid steer loader 211 via a vibration isolation member or the like. A cabin 217 constituting a driving space is disposed in front of the hood 215, and a steering handle 218, a driver seat 219, and the like are provided inside the cabin 217. Further, a traveling hydraulic pump device 220 driven by the diesel engine 70 and a traveling hydraulic motor device 221 for driving the left and right traveling crawler portions 214 are provided. Power from the diesel engine 70 is transmitted to the left and right traveling crawler portions 214 via the traveling hydraulic pump device 220 and the traveling hydraulic motor device 221. An operator who sits on the driver's seat 219 can perform a traveling operation or the like of the skid steer loader 211 via an operation unit such as the steering handle 218.

  A loader device 212 is provided at the front of the skid steer loader 211 and above the front wheels 213. The loader device 212 includes loader posts 222 disposed on the left and right sides of the traveling machine body 216, a pair of left and right lift arms 223 connected to the upper ends of the loader posts 222 so as to swing up and down, and tip portions of the left and right lift arms 223. And a bucket 224 connected to be vertically swingable.

  Between each loader post 222 and the corresponding lift arm 223, a lift cylinder 226 for vertically swinging the lift arm 223 is provided. A bucket cylinder 228 for swinging the bucket 224 up and down is provided between the left and right lift arms 223 and the bucket 224. In this case, when the operator of the control seat 219 operates a loader lever (not shown), the lift cylinder 226 and the bucket cylinder 228 are expanded and contracted to swing the lift arm 223 and the bucket 224 up and down to execute the loader operation. It is configured as follows.

  Next, with reference to FIG. 12 to FIG. 23, a mounting structure of the DPF 1 for attaching the DPF 1 to the diesel engine 70 will be described. As shown in FIGS. 12 to 15, an exhaust manifold 71 and an intake manifold 73 are installed on the left and right sides of the cylinder head 72. A turbocharger 100 is provided in the exhaust manifold 71. The housing support 85 is fastened to the exhaust manifold 71 and the turbocharger 100 by bolts 71a and 100a, respectively.

  An embedded bolt 86 is provided on the upward mounting surface 85 a of the housing support 85. An embedded bolt 86 is passed through the bolt hole 17a for longitudinal position adjustment formed in the inlet flange body 17 in the longitudinal direction so as to be loosely fitted from below, and a nut 86a is screwed to the upper end side of the embedded bolt 86, thereby supporting the housing. An exhaust gas inlet pipe 16 is detachably fastened to 85. The mounting position of the DPF 1 in the front-rear direction relative to the housing support 85 can be adjusted by the dimension that the embedded bolt 86 moves back and forth in the bolt hole 17a that is long in the front-rear direction.

  That is, as shown in FIGS. 15 and 19, the turbocharger 100 is provided in the exhaust manifold 71 of the diesel engine 70. A housing support 85 is connected to the exhaust manifold 71 and the supercharger 100. The exhaust gas of the diesel engine 70 is supplied to the diesel oxidation catalyst 2 or the soot filter 3 as the gas purification body in the gas purification housing 60 through the hollow portion 85b of the housing support 85.

  Further, the inlet side bracket body and the outlet side bracket body will be described with reference to FIGS. 12, 13, and 15 to 20. As shown in FIGS. 12 and 13, the exhaust gas moving direction of the DPF 1 as the exhaust gas purification device and the crankshaft 74 axis (output shaft core) of the diesel engine 70 are formed in parallel. As shown in FIGS. 15 to 20, a plate-like outlet-side bracket body 87 and an inlet-side bracket body 88 that are formed wide in the direction crossing the crankshaft 74 axis (output shaft core) are provided.

  As shown in FIGS. 19 and 20, the bottom end of the bifurcated end of the outlet side bracket body 87 is fastened to the front surface of the cylinder head 72 with a bolt 87a, and the bottom end of the inlet side bracket body 88 is fastened to the fastening bolt 88a on the rear surface of the cylinder head 72. To fix. An outlet side bracket body 87 and an inlet side bracket body 88 are erected on the two surfaces of the front surface and the rear surface of the cylinder head 72. By the outlet side bracket body 87 and the inlet side bracket body 88, the cylinder head 72 of the diesel engine 70 supports the exhaust gas inlet side and the exhaust gas outlet side of the gas purification housing 60, respectively.

  As shown in FIGS. 18 and 20, a locking bolt 89 is fixed to the front surface of the outlet side bracket body 87 as a support bracket body. The locking bolt 89 protrudes forward from the front surface of the outlet side bracket body 87. In addition, a bolt insertion notch 90 having a downward opening shape is formed in the engagement support portion 53 a of the outlet holding flange 53 provided in the gas purification housing 60. That is, the notch is formed by opening downward the bolt hole for inserting the locking bolt 89 formed in the outlet pinching flange 53. The outlet bracket body 87 is provided with a locking bolt 89 and a bolt insertion notch 90 as a locking body capable of temporarily fixing the gas purification housing 60. The gas purification housing 60 is supported on the outlet side bracket body 87 by the engagement of the locking bolt 89 and the bolt insertion notch 90.

  As a result, the exhaust gas outlet side end of the gas purification housing 60 is supported at a predetermined position by the engagement of the locking bolt 89 and the bolt insertion notch 90. In other words, as shown in FIG. 18, the outlet side bracket body 87 is provided with the locking bolt 89 as a convex body (locking body). On the other hand, the gas purification housing 60 is provided with a notch 90 for bolt insertion as a concave body (locking body). Contrary to the above structure, the gas purification housing 60 is provided with a locking bolt 89 as a convex body (locking body), and a bolt as a concave body (locking body) is inserted into the outlet side bracket body 87. A notch 90 may be provided.

  As shown in FIG. 20, in a state where the bolt insertion notch 90 is engaged with the locking bolt 89, the fastening bolt 98 is passed through the bolt hole 87b of the outlet side bracket body 87 and the bolt hole 53b of the engagement support portion 53a. And conclude. Next, a locking nut 89 a is screwed onto the locking bolt 89 and fixed. A front portion of the gas purification housing 60 is detachably fastened to the outlet side bracket body 87.

  As shown in FIGS. 12 to 20, in the engine device that includes the DPF 1 as an exhaust gas purification device that purifies the exhaust gas of the diesel engine 70, and the exhaust gas purification device 1 is mounted on the diesel engine 70, the diesel engine 70 has the DPF 1. A structure including an outlet side bracket body 87 as a support bracket body for connecting the gas purification housing 60, and a locking bolt 89 and a bolt as a locking body capable of temporarily fixing the gas purification housing 60 to the outlet side bracket body 87. The insertion notch 90 is provided, and the gas purification housing 60 is supported by the outlet side bracket body 87 by the locking bolt 89 and the bolt insertion notch 90. Therefore, the bolt 98 is fastened while supporting the entire weight of the DPF 1. There is no need for assembly work. An operator can remove both hands from the DPF 1 and perform assembly work. The assembly / disassembly workability of the DPF 1 can be improved.

  As shown in FIGS. 12 to 20, a convex body (locking bolt 89) or a concave body (bolt insertion notch 90) as the locking body is provided on either the outlet side bracket body 87 or the gas purification housing 60. In addition, a concave body (bolt insertion notch 90) or a convex body (locking bolt 89) as the locking body is provided on the other of the outlet side bracket body 87 or the gas purification housing 60. The assembly position of the gas purification housing 60 can be easily determined by the engagement between the stop bolt 89 (convex body) and the bolt insertion notch 90 (concave body).

  As shown in FIGS. 12 to 20, the locking body is formed by the locking bolt 89 fixed to the outlet side bracket body 87 and the bolt insertion notch 90 having a downward opening shape formed on the flange 53 of the gas purification housing 60. Therefore, the notch 90 can be formed by opening downward the bolt hole for inserting the locking bolt 89 formed in the flange 53. The locking bodies 89 and 90 can be formed at a low cost.

  Further, as shown in FIGS. 15 to 17 and 19, a front and rear position adjusting bolt hole 88 c that is long in the front-rear direction is formed in the upward mounting surface 88 b of the inlet side bracket body 88. The mounting bolt 151 is configured to pass through the front-rear position adjusting bolt hole 88c from below in a loosely fitting manner. The split bracket body 154 is detachably fastened to the outer surface of the outer lid body 9 via bolts 152 and nuts 153. The lower surface of the divided bracket body 154 is brought into contact with the upward mounting surface 88b of the inlet side bracket body 88, the mounting bolt 151 is screwed to the lower surface of the divided bracket body 154, and the upward mounting of the inlet side bracket body 88 is attached to the divided bracket body 154. The surface 88b is detachably fastened.

  The mounting position of the divided bracket body 154 (DPF1) in the front-rear direction can be adjusted with respect to the inlet-side bracket body 88 by the dimension in which the mounting bolt 151 moves back and forth within the front-rear position adjusting bolt hole 88c. That is, the embedded bolt 86 and the mounting bolt 151 are moved back and forth by the bolt hole 17a that is long in the front-rear direction and the bolt hole 88c for front-rear position adjustment, so that the housing support 85 and the inlet-side bracket body 88 are moved relative to each other. The attachment position in the front-rear direction (exhaust gas movement direction) of the rear portion of the gas purification housing 60 can be adjusted.

  As shown in FIG. 16, a V-shaped pressure receiving surface is formed by the upward mounting surface 85a of the housing support 85 and the upward mounting surface 88b of the inlet side bracket body 88. The exhaust gas inlet pipe 16 and the divided bracket body 154 of the gas purification housing 60 from above are formed on the upward mounting surface 85a of the housing support 85 and the upward mounting surface 88b of the inlet side bracket body 88 as the V-shaped pressure receiving surface. Place. The exhaust gas inlet side end portion of the gas purification housing 60 can be supported at a predetermined position by the upward-opening V-shaped pressure receiving surface (upward mounting surfaces 85a and 88b).

  With the above configuration, when the DPF 1 is assembled to the diesel engine 70, the exhaust gas inlet side end of the gas purification housing 60 is connected to the housing support 85 and the inlet bracket by the V-shaped pressure receiving surfaces (upward mounting surfaces 85a and 88b). The body 88 is temporarily fixed and supported. Further, the exhaust gas outlet side end portion of the gas purification housing 60 is temporarily supported by the outlet side bracket body 87 by the engagement of the locking bolt 89 and the bolt insertion notch 90. The gas purification housing 60 is suspended in the front-rear direction above the diesel engine 70 by the housing support 85, the inlet side bracket body 88, and the outlet side bracket body 87, and in a posture parallel to the crankshaft 74. Is temporarily supported. In this state, the operator can release both hands from the DPF 1.

  The direction in which the DPF 1 crosses the crankshaft 74 by the V-shaped pressure receiving surfaces (upward mounting surfaces 85a, 88b) when the gas purification housing 60 is mounted on the housing support 85, the inlet bracket body 88, and the outlet bracket body 87. The DPF 1 can be prevented from falling from the respective upper surface sides of the housing support body 85, the inlet side bracket body 88, and the outlet side bracket body 87. The gas purification housing 60 is configured to be easily supported in a temporarily stopped state on each upper surface side of the housing support body 85, the inlet side bracket body 88, and the outlet side bracket body 87.

  Therefore, the assembly work of the gas purification housing 60 (operation of fastening the bolts 98 and 151 or the nuts 86a and 89a, etc.) can be performed in a state where the operator has released both hands from the gas purification housing 60. The gas purification housing 60 can be attached to and detached from the diesel engine 70 by one worker. Assembling workability of the heavy gas purification housing 60 can be improved. As a result, after the gas purification housing 60 is bolted to the outlet side bracket body 87, the gas purification housing 60 is bolted to the inlet side bracket body 88, whereby the front / rear position adjusting bolt hole 17a or the front / rear position adjusting bolt hole is obtained. The assembly dimension error is absorbed by 88c, and the gas purification housing 60 can be bolted smoothly to the inlet side bracket body 88 and the outlet side bracket body 87. The DPF 1 can be removed in the reverse procedure.

  Further, as shown in FIG. 15, suspension through holes 87 c and 88 d for hanging suspension wires and the like are formed in the inlet side bracket body 88 and the outlet side bracket body 87. When loading and unloading the diesel engine 70 on the skid steer loader 211, the suspension wire inserted into the through holes 87c and 88d for suspension is locked to a hook or the like of the chain block, and the diesel engine 70 is lifted. The inlet side bracket body 88 and the outlet side bracket body 87 are shared by the attaching / detaching operation of the diesel engine 70 and the support body of the DPF 1.

  As shown in FIGS. 1 and 15 to 20, in an engine device equipped with a DPF 1 as an exhaust gas purifying device for purifying exhaust gas of a diesel engine 70 and mounting the DPF 1 on the diesel engine 70, a gas purification housing 60 of the DPF 1 is provided. The exhaust gas of the diesel engine 70 is supplied to the diesel oxidation catalyst 2 and the soot filter 3 as the gas purification body in the gas purification housing 60 through the hollow portion 85b of the housing support body 85. Since the housing support 85 can be formed with high rigidity, the gas purification housing 60 can be easily short-circuited to the exhaust manifold 71 of the diesel engine 70 by the housing support 85. By connecting the housing support 85 to the diesel engine 70, the support rigidity of the DPF 1 can be improved, and the structure in which the exhaust gas is introduced into the DPF 1 while maintaining the exhaust gas of the diesel engine 70 at a high temperature is simplified. Can be configured.

  As shown in FIGS. 15 to 20, the turbocharger 100 is provided in the exhaust manifold 71 of the diesel engine 70, and a housing support 85 is connected to the exhaust manifold 71 and the turbocharger 100. The DPF 1 can be installed with high rigidity in the vicinity of the exhaust manifold 71 and the turbocharger 100, and the exhaust gas from the turbocharger 100 is introduced into the gas purification housing 60 in a state where the exhaust gas of the diesel engine 70 is maintained at a high temperature. The structure in which the gas is introduced can be configured simply.

  As shown in FIGS. 15 to 20, the direction in which the exhaust gas movement direction of the DPF 1 and the crankshaft 74 axis line (output axis line) of the diesel engine 70 are formed in parallel and intersect the crankshaft 74 axis line of the diesel engine 70. The exhaust gas inlet side and the exhaust gas outlet side of the gas purification housing 60 are respectively connected to the diesel engine 70 by the plate-like inlet side bracket body 88 and the outlet side bracket body 87 formed in a wide width. It is possible to easily prevent the DPF 1 from vibrating in the direction intersecting with the crankshaft 74 axis of the diesel engine 70. The entrance-side bracket body 88 and the exit-side bracket body 87 can easily support the DPF 1 connected to the housing support body 85 with vibration isolation. The support rigidity of the DPF 1 can be further improved.

  Next, with reference to FIGS. 12 to 14, a mounting structure of the differential pressure sensor 63 attached to the DPF 1 will be described. As shown in FIGS. 12 to 14, a differential pressure sensor 63 is provided as an exhaust gas pressure sensor. The differential pressure sensor 63 is for detecting the pressure difference of the exhaust gas between the upstream side and the downstream side across the soot filter 3 in the DPF 1. Based on the pressure difference, the amount of particulate matter deposited on the soot filter 3 is converted, and the clogged state in the DPF 1 can be grasped. That is, based on the pressure difference of the exhaust gas detected by the differential pressure sensor 63, the regeneration control of the soot filter 3 can be automatically executed by operating an accelerator control means or an intake throttle control means (not shown), for example. It is configured.

  As shown in FIGS. 12 to 14, the sensor bracket 66 is bolted to the outlet clamping flange 53, and the sensor bracket 66 is disposed on the upper surface side of the gas purification housing 60. A differential pressure sensor 63 is attached to the sensor bracket 66. A differential pressure sensor 63 is disposed on the outer surface of the gas purification housing 60. One end side of the upstream sensor pipe 68 and the downstream sensor pipe 69 is connected to the differential pressure sensor 63. The upstream and downstream sensor pipes 113 are arranged in the gas purification housing 60 so as to sandwich the soot filter 3 in the gas purification housing 60. The other end sides of the upstream sensor pipe 68 and the downstream sensor pipe 69 are connected to each sensor pipe body 113.

  With the above configuration, the difference between the exhaust gas pressure on the inflow side of the soot filter 3 and the exhaust gas pressure on the outflow side of the soot filter 3 (differential pressure of the exhaust gas) is detected via the differential pressure sensor 63. Since the residual amount of particulate matter in the exhaust gas collected by the soot filter 3 is proportional to the differential pressure of the exhaust gas, the difference occurs when the amount of particulate matter remaining in the soot filter 3 increases more than a predetermined amount. Based on the detection result of the pressure sensor 63, regeneration control for reducing the amount of particulate matter in the soot filter 3 (for example, control for increasing the exhaust temperature) is executed. When the residual amount of the particulate matter further increases beyond the regeneration controllable range, a maintenance operation is performed in which the gas purification housing 60 is detached and disassembled, the soot filter 3 is cleaned, and the particulate matter is artificially removed. .

  12 to 14 and FIGS. 21 to 23 are external views of the diesel engine 70, in which 75 is an engine block, 76 is a cooling fan, 77 is a cooling fan drive V-belt, and 78 is a flywheel housing. , 79 is a flywheel, 80 is an engine oil filter, and 81 is an oil pan. A fuel pump 116, a common rail 120 for fuel injection control, and a fuel filter 121 are provided on the side of the diesel engine 70 where the intake manifold 73 is installed. An exhaust gas recirculation EGR device 91 is attached to the intake manifold 73.

  Further, as shown in FIG. 12, a power harness 184 and a signal harness 185 as engine harnesses are arranged on the side of the engine block 75 between the engine oil filter 80 and the common rail 120 via a harness connector 186. As shown in FIG. 19, a temperature sensor harness 188 and a differential pressure sensor harness 187 as a DPF harness are extended toward an engine controller (not shown) via a harness connector 189 provided on the sensor bracket 66.

1 DPF (Exhaust Gas Purifier)
60 Gas purification housing 70 Diesel engine 87 Outlet side bracket body (support bracket body)
89 Locking bolt (locking body, convex body)
90 Notch for bolt insertion (locking body, concave body)

Claims (3)

In an engine device comprising an exhaust gas purification device for purifying the exhaust gas of the engine, the engine equipped with the exhaust gas purification device,
A structure comprising a support bracket body for connecting the gas purification housing of the exhaust gas purifying device in the engine, the gas cleaning housing provided with temporary fixing can securing body when placed from above into the support bracket member cage, engine and wherein the configured so as to support the gas purifying housing to the support bracket member by the locking member.   Either the support bracket body or the gas purification housing is provided with a convex body or a concave body as the locking body, and the other of the support bracket body or the gas purification housing is provided with a recess as the locking body. The engine device according to claim 1, wherein a body or a convex body is provided.   The engine device according to claim 1, wherein the locking body is formed by a locking bolt fixed to the support bracket body and a notch having a downward opening shape formed in a flange of the gas purification housing.

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